JP2015016814A - Steering wheel, electronic control unit, and steering system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering wheel, an electronic control unit, and a steering system capable of easily eliminating a deviation between a steering angle of the steering wheel and a turning angle of a wheel if the steering angle does not correspond to the turning angle.SOLUTION: A steering wheel 10 includes a transmission unit 20 that can transmit a direction and/or magnitude of a deviation Z with respect to a turning angle Y of a wheel 70 mechanically separated from the steering wheel 10 to a driver on the basis of a signal indicating the direction and/or magnitude of the deviation Z. The steering wheel 10 may include the transmission unit 20 in which, for example, a plurality of LEDs serving as a plurality of lighting members is arranged. Since the LED to be turned on is determined on the basis of the signal indicating the direction and/or magnitude of the deviation Z, so that the direction and/or magnitude of the deviation Z can be transmitted to the driver.

Description

  The present invention relates to a steering handle, an electronic control unit, and a steering system that can easily eliminate the deviation between the steering angle of a steering handle and the turning angle of a wheel when they do not correspond.

  For example, FIG. 2 of Patent Document 1 discloses a steer-by-wire system 1 and a control unit 21 as a steering system and an electronic control unit. As shown in FIG. 2, in the steer-by-wire system 1, the steering wheel 2 and the left and right wheels 3 and 4 are mechanically separated. According to paragraphs [0012] and [0013], the control means 21 of the steer-by-wire system 1 controls the steering mechanism 5 that steers the left and right wheels 3, 4 in consideration of the operating state of the steering wheel 2. Yes.

  Here, according to the description in paragraph [0017] of Patent Document 1, since the steering wheel is mechanically separated from the left and right wheels, the steering angle of the steering wheel 2 and the turning angle of the wheels 3 and 4 are determined. There may be a situation where it is not consistent with. Such a state occurs, for example, by turning the steering wheel 2 in a range where the steering lock is not applied while the steer-by-wire system 1 is stopped. Since the steering angle of the steering wheel 2 and the steering angle of the wheels 3 and 4 are not matched, Patent Document 1 discloses that the steer-by-wire system 1 is provided on the condition that the vehicle is stopped (the vehicle speed is 0). A configuration is disclosed in which the control means 21 automatically steers the steering wheel 2 to match the two.

  By the way, the electronic control unit (control means 21) of the steering apparatus disclosed in Patent Document 1 automatically controls the steering wheel 2 in order to match the steering angle of the steering wheel 2 with the turning angles of the wheels 3 and 4. Steer. The timing at which the steering wheel 2 is steered by such automatic control is when the vehicle speed becomes zero. Therefore, the driver cannot recognize that the steering angle of the steering wheel 2 has shifted from the turning angle of the wheels 3 and 4. Further, when the vehicle stops, the steering wheel 2 can rotate due to automatic steering against the driver's will.

JP2012-071692A

  One object of the present invention is to provide a steering handle or the like that allows a driver to recognize a deviation generated in a steering angle of a steering wheel with respect to a steering angle of a wheel. Another object of the present invention is to provide a steering system and the like that can eliminate the deviation in accordance with the will of the driver. Other objects of the present invention will become apparent to those skilled in the art by referring to the aspects and preferred embodiments exemplified below and the accompanying drawings.

  In the following, in order to easily understand the outline of the present invention, embodiments according to the present invention will be exemplified.

In the first aspect, the steering handle is
Based on a signal indicating the direction and / or magnitude of the deviation of the steering angle of the steering wheel with respect to the turning angle of the wheel mechanically separated from the steering handle provided in the vehicle, the direction and / or the magnitude is determined by the driver. A transmission unit capable of transmitting to

  If the steering angle of the steering wheel is shifted from the turning angle of the wheel for some reason, the transmission unit of the steering handle can transmit the direction and / or size of the shift to the driver. Even if the transmission unit causes the driver to recognize that the deviation has occurred, based on a signal indicating only that the steering angle of the steering wheel has shifted, the driver recognizes the direction and / or size of the deviation. Unless possible, the driver cannot manually operate the steering wheel. In other words, since the driver can recognize the direction and / or magnitude of the steering angle deviation of the steering wheel, the driver then resolves the deviation while recognizing that the deviation has occurred. Thus, the steering handle can be operated.

In the second aspect, the steering handle is
A holding portion that can be held by a driver, the holding portion forming an outer edge of a steering handle;
A transmission part constituted by at least three transmission members, wherein each of the at least three transmission members is arranged at substantially equal intervals on the entire circumference of the holding part; and
Have

  Since, for example, an illumination member is arranged as a transmission part at substantially equal intervals around the entire circumference of the holding part held by the driver, for example, when a deviation of the steering angle of the steering wheel with respect to the steering angle of the wheel occurs, The driver can recognize the direction of the deviation through vision by turning on, for example, one of the at least three illumination members. In addition, since at least three illumination members are arranged at substantially equal intervals on the entire circumference of the holding portion, one illumination member is selected from the at least three illumination members regardless of the rotation angle of the steering handle. (For example, the reference LED) is selected, and the lighting member next to the reference lighting member (for example, the reference LED) is turned on, for example, to the right. As a result, the driver can accurately recognize the direction of deviation of the steering angle of the steering wheel.

  Further, by controlling the number of lighting members that are turned on, the driver can recognize the amount of deviation of the steering angle of the steering wheel.

In the third aspect, the electronic control unit comprises:
From the first signal representing the steering angle of the steering wheel and the second signal representing the turning angle of the wheel, the direction and magnitude of the deviation of the steering angle of the steering wheel with respect to the turning angle of the wheel is calculated. A calculation unit;
When it is determined that the magnitude of the deviation exceeds a threshold value (first threshold value) and it is determined from the third signal indicating the speed of the vehicle that the speed is equal to or less than a reference value, the steering wheel Is operated, a control unit that executes a manual correction mode in which the turning angle of the wheel does not change; and
Have
The control unit controls a transmission unit provided in the steering wheel based on a signal indicating the direction and / or the size.

  When a predetermined condition is met, the manual correction mode is executed and the driver himself manipulates the steering wheel to eliminate the steering angle deviation, which causes the steering handle to rotate against the driver's will. do not do. In addition, since the control unit of the electronic control unit controls the transmission unit of the steering handle, the driver can eliminate the deviation while recognizing the direction and / or size of the steering angle deviation of the steering handle.

In the fourth aspect, the electronic control unit of the third aspect is
The control unit executes a normal mode when the manual correction mode is not operating,
When the normal mode is executed, the calculation unit calculates an automatic target turning angle of the wheel based on the steering angle of the steering handle,
The control unit may control a steering actuator that drives the wheels such that the turning angle coincides with the automatic target turning angle.

  When there is no deviation of the steering angle of the steering wheel with respect to the turning angle of the wheel, the normal mode is executed. During execution of the normal mode, the turning angle of the wheel is controlled in consideration of the size and direction of the steering angle by the steering of the steering wheel by the driver, so that the vehicle can be steered as the driver intended. it can.

In the fifth aspect, the electronic control unit of the fourth aspect is
The control unit executes the auxiliary mode when the manual correction mode is operating,
When the assist mode is executed, the control unit may control the steered actuator so as to eliminate the deviation according to the operation of the steering handle.

  When the assist mode is executed, the wheel is steered in a direction in which the deviation is eliminated according to the operation of the steering handle by the driver, so that the burden of the steering handle operation by the driver is reduced.

In the sixth aspect, the electronic control unit of the fourth or fifth aspect is
The control unit executes an automatic correction mode instead of the manual correction mode when the steering angle of the steering wheel does not change after a lapse of a predetermined time after the manual correction mode is activated.
When the automatic correction mode is executed, the calculation unit may calculate the automatic target steering angle of the steering wheel based on the direction and the size of the deviation.

  If steering of the steering wheel by the driver is not detected even after a predetermined time has elapsed since the execution of the manual correction mode is started, the control unit determines that the steering wheel cannot be steered, for example, during a telephone call. Judgment is made and the steering handle is automatically steered to eliminate the deviation. Even in this case, the driver can recognize that the shift is generated by the transmission portion of the steering handle and the direction thereof, so that the driver can predict the occurrence and the direction of the rotation of the steering handle.

In a seventh aspect, the steering system includes:
A steering handle according to claim 1 or 2,
The electronic control unit according to any one of claims 3 to 6,
A steering angle detector for detecting the steering angle of the steering wheel;
A turning angle detector for detecting the turning angle of the wheel;
A speed detector for detecting the speed of the vehicle;
Have

  The electronic control unit transmits the direction and / or magnitude of the deviation of the steering angle of the steering wheel with respect to the steering angle of the wheel to the driver using the transmission unit of the steering handle. Then, the driver can eliminate the deviation in accordance with the instruction from the transmission unit of the steering handle.

It is a block diagram which shows the example of a structure of the steering system in 1st Embodiment according to this invention. FIGS. 2A to 2C are diagrams illustrating a series of operation examples of the steering handle 10. Each of FIG. 3A and FIG. 3B is a diagram showing the relationship between the steering angle X of the steering handle 10 and the reference LED. It is a flowchart which shows the operation example of the steering system in 1st Embodiment according to this invention. It is a figure which shows the relationship between the steering angle Y of the wheel 70, and corresponding steering angle X '. FIG. 6A to FIG. 6C are diagrams showing a series of operation examples in the manual correction mode employing the first display format. FIG. 7A to FIG. 7C are diagrams showing a series of operation examples in the manual correction mode employing the second display format. It is a block diagram which shows the example of a structure of the steering system in 2nd Embodiment according to this invention. It is a flowchart which shows the operation example of the steering system in 2nd Embodiment according to this invention.

  The preferred embodiments described below are used to facilitate an understanding of the present invention. Accordingly, those skilled in the art should note that the present invention is not unduly limited by the embodiments described below.

1. First embodiment
1-1. Overall Configuration An example of the configuration of the steering system in the first embodiment according to the present invention will be described with reference to FIG. The steering system shown in FIG. 1 includes, for example, a steering handle 10 having a transmission unit 20 composed of a plurality of illumination members (for example, LEDs), a steering angle detection unit 30 that detects the steering angle X of the steering handle 10, A speed detector 40 that detects the vehicle speed V, a steering actuator 50 that controls the steering angle Y of the wheel 70, and a turning angle detector 60 that detects the steering angle Y of the two wheels 70 and 70, for example. And an electronic control unit (ECU) 80 that is composed of a microcomputer and includes a calculation unit 90 and a control unit 100, for example. In the steering system shown in FIG. 1, the steering handle 10 and at least one wheel 70 are mechanically separated.

  The steering angle detector 30 detects the steering angle X of the steering handle 10 and transmits a first signal representing the steering angle X to the ECU 80. The steering angle X0 is an angle of the steering handle 10 when the vehicle goes straight (hereinafter, as an initial state of the steering handle 10, the steering angle X0 is set to 0 [deg], for example). Further, if the steering handle 10 rotates to the right, for example, a positive steering angle X is represented, and if it rotates to the left, for example, a negative steering angle X is represented. Here, the steering angle detection unit 30 does not have to detect the absolute rotation amount (rotation angle and rotation speed), and only needs to detect a rotation angle in a range of at least −180 [deg] to 180 [deg], for example. Good.

  The turning angle detection unit 60 detects the turning angle Y of the wheel 70 and transmits a second signal representing the turning angle Y to the ECU 80. The turning angle Y0 is an angle of the wheel 70 when the vehicle goes straight (hereinafter, as the initial state of the wheel 70, the turning angle Y0 is set to 0 [deg], for example). Further, for example, a positive turning angle Y is represented when the wheel 70 is directed in the direction in which the vehicle is turning right, and a negative turning angle Y is represented, for example, when the wheel 70 is directed in the direction in which the vehicle is turning left.

  The speed detector 40 detects the speed V (absolute value) of the vehicle and transmits a third signal representing the speed V to the ECU 80.

  The turning actuator 50 includes, for example, a turning motor (not shown) and a speed reduction mechanism (not shown). The deceleration mechanism decelerates the rotation of the steering motor and transmits it to the steering shaft 53, and the steering actuator 50 changes the steering angle Y of the wheel 70.

  The ECU 80 is constituted by a microcomputer, for example. Although FIG. 1 shows an ECU 80 including a calculation unit 90 and a control unit 100, a communication unit (I / O interface unit) not shown and a storage unit not shown can also be provided.

  Here, a general operation (hereinafter also referred to as a normal mode) of the steering system shown in FIG. 1 will be described. The operation when a deviation Z of the steering angle X of the steering with respect to the wheel turning angle Y will be described later.

  When the steering handle 10 is operated by the driver, the steering angle detection unit 30 detects the steering angle X of the steering handle 10 and transmits the steering angle X to the ECU 80. When the communication unit of the ECU 80 receives the steering angle X, the calculation unit 90 of the ECU 80 calculates the automatic target turning angle Y ′ of the wheel 70 based on the steering angle X. The control unit 100 of the ECU 80 controls the turning actuator 50 so that the turning angle Y of the wheel 70 coincides with the automatic target turning angle Y ′.

  Therefore, even in a steering system in which the steering handle 10 and the wheel 70 are mechanically separated, the vehicle can be steered based on the operation of the steering handle 10 by the driver.

  Further, when it is necessary to avoid danger during execution of the normal mode, the control unit 100 of the ECU 80 executes the danger avoidance mode, and the calculation unit 90 of the ECU 80 causes the target turning angle Y ′ to be independent of the steering 10. To decide. As a result, a deviation Z may occur between the steering angle X of the steering handle 10 and the turning angle Y of the wheel 70.

1-2. With reference to an operation diagram 2 and 3 of the steering wheel, an example of the operation of the steering handle 10 according to the present invention. A steering handle 10 shown in FIG. 2A includes a holding portion 10r (for example, a rim) that allows a driver to hold the steering handle 10, and six LEDs (20-1 to 20-6) as a plurality of illumination members. ) Is disposed. The holding portion 10r is configured to form an outer edge of the steering handle 10. Each of the six LEDs (20-1 to 20-6) is provided at substantially equal intervals on the entire circumference of the holding portion 10r of the steering handle 10.

  FIG. 2A shows an initial state of the steering handle 10 in a front view. The steering angle X represents how much the LED 20-1 has rotated around the center point 10c from the position of the LED 20-1 in the initial state of the steering handle 10 shown in FIG. If the steering handle 10 is rotated clockwise so that the position of the LED 20-1 in the initial state of the steering handle 10 moves to the position of the LED 20-1 shown in FIG. 2B, the steering angle X is set to 60 [deg]. It is. Further, when the steering handle 10 is rotated clockwise to the position of the LED 20-1 shown in FIG. 2C, the steering angle X is 120 [deg].

  One LED among the plurality of LEDs arranged in the transmission unit 20 of the steering handle 10 serves as a reference LED. The LED that becomes the reference LED is the LED that is always closest to the top of the steering handle 10 when the steering handle 10 is viewed from the front, and the reference LED is changed based on the steering angle X. In the initial state of the steering handle 10, the LED 20-1 is a reference LED. When the steering handle 10 is rotated clockwise as shown in FIGS. 2B and 2C, the reference LED is changed from LED 20-1 to LED 20-6, and further when the steering handle 10 is rotated clockwise. The reference LED replaces the LED 20-5.

  The timing at which the reference LED changes will be described with reference to FIG. Since six LEDs are arranged in the steering handle 10 shown in FIG. 3A, each of the six LEDs becomes a reference LED from 360 [deg] / 6 = 60 [deg]. The steering angle X has a range of 60 [deg]. That is, the LED 20-1 becomes a reference LED in the range where the steering angle X is, for example, from -30 [deg] to, for example, 30 [deg]. Similarly, the LED 20-2 is, for example, 30 [deg] to 90 [deg], the LED 20-3 is, for example, 90 [deg] to, for example, 150 [deg], and the LED 20-4 is, for example, 150 [deg] to, for example, -150 [deg]. deg] (210 [deg]), the range of the steering angle X of the LED 20-5 is, for example, −150 [deg] to −90 [deg], and the LED 20-6 is, for example, −90 [deg] to, for example, −30 [deg]. Becomes the reference LED.

  As shown in FIGS. 3 (A) and 3 (B), the reference LED and the reference LED are set in the range of the steering angle X from −180 [deg] to 180 [deg] in accordance with the rotation angle detection range of the steering angle detection unit 30. The relationship of the steering angle X is defined. For example, when the steering handle 10 is rotated 220 [deg] to the right, the steering angle detection unit 30 detects the steering angle X = −140 [deg], so the LED 20-3 becomes the reference LED. Further, even when the steering handle 10 is rotated one or more times, the reference LED is determined based on the steering angle X detected by the steering angle detection unit 30. For example, when the steering angle detector 30 is rotated 400 [deg] to the right, for example, the steering angle X = 40 [deg] is detected, so that the LED 20-6 becomes the reference LED.

  In addition, the range used as reference | standard LED of each LED arrange | positioned changes with the number of LED arrange | positioned at the transmission part 20 of the steering handle 10. FIG. The range of the steering angle X, which is the reference LED of each LED, is an angle range obtained by dividing 360 [deg] by the number of LEDs arranged in the transmission unit 20 of the steering handle 10. For example, the transmission unit 20 of the steering handle 10 shown in FIG. Therefore, from 360 [deg] / 10 = 36 [deg], the range of the steering angle X that is the reference LED of each LED is 36 [deg].

1-3. Operation of the Steering System The steering system shown in FIG. 1 matches the relationship between the steering angle X of the steering handle 10 and the steering angle Y of the wheel 70 because the danger avoidance mode has been executed as described above. A state in which there is no removal may occur. A flow for eliminating this inconsistent state will be described with reference to FIG. First, in step S <b> 101, for example, the communication unit of the ECU 80 receives the steering angle X of the steering handle 10 from the steering angle detection unit 30.

  In step S <b> 102, the communication unit of the ECU 80 receives the turning angle Y of the wheel 70 from the turning angle detection unit 60. Then, the calculation unit 90 of the ECU 80 calculates a corresponding steering angle X ′ that is the steering angle of the steering handle 10 corresponding to the received turning angle Y.

  Here, the relationship between the turning angle Y and the corresponding steering angle X ′ will be described with reference to FIG. FIG. 5 shows a right direction (forward direction) in a vehicle including a steering handle 10 that can be rotated to 540 [deg] to the right and a wheel 70 that can be rotated to 45 [deg] to the right. The relationship between the steering angle Y and the corresponding steering angle X ′ in the right direction (positive direction) is shown.

  The vehicle shown in FIG. 5 has a corresponding steering angle X ′ = 540 [deg] when the turning angle Y of the wheel 70 is 45 [deg]. Similarly, the vehicle shown in FIG. 5 has a corresponding steering angle X ′ = 360 [deg] when the turning angle Y of the wheel 70 is 30 [deg], and the turning angle Y of the wheel 70 is 15 [deg]. In this case, the corresponding steering angle X ′ = 180 [deg]. This relationship differs for each vehicle depending on the maximum possible rotation angle of the steering handle 10 and the maximum possible rotation angle of the wheel 70.

  When the flow proceeds to step S103, the calculation unit 90 of the ECU 80 calculates the deviation Z. Here, when calculating the deviation Z, the corresponding steering angle X ′ is converted from −180 [deg] to 180 [deg] in accordance with the rotation angle detection range of the steering angle detection unit 30 described above. The calculation unit 90 of the ECU 80 calculates X′−X, and calculates a deviation Z of the steering angle of the steering handle 10 with respect to the turning angle of the wheel 70. If the deviation Z is a positive value, it indicates that the steering angle X of the steering handle 10 is smaller than the steering angle Y of the wheel 70. That is, if the deviation Z is a positive value, the steering handle 10 needs to be rotated to the right in order to eliminate the deviation Z.

  When the absolute value of the deviation Z calculated by X′−X is larger than 180 [deg], the sign is reversed and the absolute value is smaller than 180 [deg]. Specifically, when the absolute value of the deviation Z obtained by X′−X is larger than 180 [deg] and the sign of Z is positive, it is obtained by adding −360 [deg] to the value of Z. The obtained value is treated as a deviation Z. Conversely, when the absolute value of the deviation Z obtained by X′−X is greater than 180 [deg] and the sign of Z is negative, the value obtained by adding 360 [deg] is defined as the deviation Z. deal with.

  In step S104, the control unit 100 of the ECU 80 determines whether the absolute value of the deviation Z calculated in step S102 exceeds, for example, 5 [deg] (first threshold), which is a deviation angle considering the play of the steering wheel. Judge whether or not. When the control unit 100 determines that the absolute value of the deviation Z exceeds, for example, 5 [deg] (first threshold), the flow proceeds to step S105. On the other hand, when the control unit 100 determines that the absolute value of the deviation Z does not exceed 5 [deg] (first threshold), for example, the flow proceeds to step S111.

  When the flow proceeds to step S105, the calculation unit 90 of the ECU 80 determines the LED number that becomes one reference LED from the plurality of LEDs arranged in the transmission unit 20 of the steering handle 10 from the value of the steering angle X of the steering handle 10. calculate. The calculation unit 90 preferably calculates the LED number serving as the reference LED with reference to a table in which the value of the steering angle X is associated with the LED number serving as the reference LED. The table in which the value of the steering angle X is associated with the LED number serving as the reference LED is preferably stored in the storage unit of the ECU 80 or other storage element.

  When the flow proceeds to step S106, the control unit 100 of the ECU 80 determines whether the deviation Z obtained in step S103 is larger than 0 [deg], for example. That is, it is determined whether the deviation Z is a positive value or a negative value, for example. If it is determined that the deviation Z is a positive value, the process proceeds to step S107. On the other hand, if it is determined that the deviation Z is a negative value, the process proceeds to step S108.

  When the flow proceeds to step S107, the control unit 100 of the ECU 80 causes the Nth LED (hereinafter referred to as the right side of the reference LED determined in step S105) from among the plurality of LEDs arranged in the transmission unit 20 of the steering handle 10. , Also called lighting LED). On the other hand, when the flow proceeds to step S108, the control unit 100 of the ECU 80 causes the Nth LED on the left side of the reference LED determined in step S105 among the plurality of LEDs arranged in the transmission unit 20 of the steering handle 10. Lights up.

  The variable N in step S107 or step S108 is a variable depending on the first display format described later or the second display format described later. Further, the variable N also varies depending on the number of LEDs disposed on the transmission unit 20 of the steering handle 10. These differences will be described later using specific examples.

  In step S <b> 109, the communication unit of the ECU 80 receives the vehicle speed V from the speed detection unit 40. When the speed V is received, the control unit 100 of the ECU 80 determines whether or not the speed V is 0, for example. That is, for example, it is determined whether the vehicle is moving or is stopped, for example. If the control unit 100 determines that the vehicle is stopped, for example, the flow proceeds to step S110, and the control unit 100 does not change the turning angle Y of the wheel 70 even if the driver operates the steering handle 10. Execute. In other words, during the execution of the manual correction mode, the calculation unit 90 does not calculate the automatic target turning angle Y ′ even if the steering angle X changes. On the other hand, if the control unit 100 determines that the vehicle is moving, for example, the flow proceeds to step S112, and the control unit 100 of the ECU 80 continues to execute the normal mode.

  When the control unit 100 of the ECU 80 determines in step S104 that the absolute value of the deviation Z does not exceed 5 [deg] (first threshold), for example, it is determined that the deviation Z has not occurred or the deviation Z has been eliminated. Then, the flow proceeds to step S111, and when the lighting LED is turned on, the control unit 100 of the ECU 80 turns off the LED. Thereafter, the flow proceeds to step S112, and the control unit 100 of the ECU 80 causes the normal mode to be executed.

  When the flow proceeds to step S110 or step S112, the flow returns to Start, and the operations from step S101 to step S110 or step S112 are repeated.

  Here, an example of operation of the steering system during execution of the manual correction mode shown in step S110 of FIG. 4 will be described with reference to FIGS. FIG. 6 shows an example of operation in the manual correction mode in which the first display format is used in which only the direction in which the transmission unit 20 of the steering handle 10 generates the deviation Z is displayed. On the other hand, FIG. 7 shows an operation example of the manual correction mode in which the second display format is used in which the transmission unit 20 of the steering handle 10 displays the direction and size in which the deviation Z occurs. First, an example of operation in the manual correction mode that employs the first display format will be described with reference to FIG.

(Example of manual correction mode operation using the first display format)
FIG. 6A shows a state in which a deviation Z occurs when the steering angle X of the steering wheel 10 is 0 [deg] (step S101), the turning angle Y of the wheel 70 is 5 [deg] (step S102). Show. At this time, when the corresponding steering angle X ′ is calculated with reference to the example of the relationship between the turning angle Y and the corresponding steering angle X ′ shown in FIG. 5, X ′ = 60 [deg] is obtained (step S102). Therefore, since the deviation Z = X′−X = 60 [deg] (step S103), it is determined that the absolute value of the deviation Z exceeds 5 [deg] (first threshold) (step S104).

  Since the steering angle X = 0 [deg], the reference LED is determined to be the LED 20-1 (step S105), and since the deviation Z is a positive value (step S106), the Nth LED is turned on to the right of the reference LED 20-1. . Here, in the first display format, the transmission unit 20 of the steering handle 10 displays only the direction in which the deviation Z occurs, so the LED 20-2, which is the first LED on the right side of the reference LED 20-1, is lit LED. It becomes. Therefore, the driver can recognize that the deviation Z has occurred and that the steering handle 10 needs to be rotated to the right in order to eliminate the deviation Z.

  If the vehicle speed V is 0 (step S109), the control unit 100 of the ECU 80 executes a manual correction mode in which the turning angle Y of the wheel 70 does not change even when the steering handle 10 is operated (step S109). S110). FIG. 6B shows a state in which the steering angle X is set to 36 [deg] as a result of the driver rotating the steering handle 10 in the direction A during execution of the manual correction mode.

  The deviation Z at this time is Z = X′−X = 24 [deg] (step S103). Referring to FIG. 3B, the reference LED when X = 36 [deg] is the LED 20-6 (step S105). Since the deviation Z is a positive value (step S106), the LED 20-1 which is the first LED on the right side of the reference LED 20-6 is a lighting LED (step S107). Therefore, the driver can recognize that the deviation Z has not yet been eliminated and that the steering handle 10 needs to be further rotated rightward in order to eliminate the deviation Z.

  FIG. 6C shows a state in which the steering angle X becomes 60 [deg] and the deviation Z is eliminated as a result of the driver further rotating the steering handle 10 in the direction A during execution of the manual correction mode. .

  The deviation Z at this time is Z = X′−X = 0 [deg] (step S103). Therefore, since the absolute value of Z does not exceed 5 [deg] (first threshold), the control unit 100 of the ECU 80 determines that the deviation Z has been eliminated (step S104), and turns off the lighting LED 20-1 (step S104). S111), the manual correction mode is terminated and the normal mode is executed (step S112).

  As described above, in the manual correction mode adopting the first display format, when the deviation Z occurs, the driver himself rotates the steering handle 10 in the direction of the lit LED to be lit, so that the generated deviation Z is corrected. Can be resolved. If the steering handle 10 has at least three LEDs, the reference LED and the lighting LED can be determined, so that the driver can recognize the direction in which the steering handle 10 is rotated.

(Example of manual correction mode operation using the second display format)
An example of operation in the manual correction mode employing the second display format will be described with reference to FIG. Since the second display format is a modification of the first display format, portions different from the first display format will be described in detail, and portions overlapping with the first display format will be described briefly.

  FIG. 7A shows a state in which a deviation Z occurs when the steering angle X of the steering wheel 10 is 0 [deg] (step S101), the turning angle Y of the wheel 70 is 6 [deg] (step S102). Show. At this time, when the corresponding steering angle X ′ is calculated with reference to the example of the relationship between the turning angle Y and the corresponding steering angle X ′ shown in FIG. 5, X ′ = 72 [deg] is obtained (step S102). Therefore, since the deviation Z = X′−X = 72 [deg] (step S103), it is determined that the absolute value of the deviation Z exceeds 5 [deg] (first threshold) (step S104).

  Since the steering angle X = 0 [deg], the reference LED is determined to be the LED 20-1 (step S105), and since the deviation Z is a positive value (step S106), the Nth LED is turned on to the right of the reference LED 20-1. . Here, in the second display format, the transmission unit 20 of the steering handle 10 displays the direction and size of the deviation Z. In the example shown in FIG. 7, the transmission unit 20 of the steering handle 10 represents two stages in which the deviation Z is “large” and “small”. Specifically, when the absolute value of the deviation Z exceeds, for example, 5 [deg] (first threshold) and is, for example, 40 [deg] (second threshold) or less, the deviation Z is in the “small” stage. And the LED next to the reference LED becomes a lighting LED. On the other hand, if the absolute value of the deviation Z exceeds, for example, 40 [deg] (second threshold), it is determined that the deviation Z is in the “large” stage, and the LED next to the reference LED is turned on. It becomes. Therefore, in the example shown in FIG. 7A, since the deviation Z = 72 [deg], it is determined that the deviation Z is in the “large” stage, and is the second LED on the right side of the reference LED 20-1. LED 20-3 is lit. Therefore, the driver can recognize that a large shift Z has occurred and that the steering handle 10 needs to be rotated to the right relatively large in order to eliminate the shift Z.

  If the vehicle speed V is 0 (step S109), the control unit 100 of the ECU 80 executes the manual correction mode (step S110). FIG. 7B shows a state in which the steering angle X is set to 36 [deg] as a result of the driver rotating the steering handle 10 in the direction A during execution of the manual correction mode.

  Since the deviation Z at this time is Z = X′−X = 36 [deg] (step S103), the reference LED is the LED 20-10 (step S105). Here, since the deviation Z = 36 [deg], it is determined that the deviation Z is in the “small” stage, and the LED 20-1 which is the first LED on the right side of the reference LED 20-10 is turned on (step S107). Therefore, the driver needs to further rotate the steering handle 10 to the right in order to eliminate the misalignment Z, and that the size of the misalignment Z has decreased from the “large” stage to the “small” stage. Can be recognized.

  FIG. 7C shows a state in which the steering angle X is 72 [deg] and the deviation Z is eliminated as a result of the driver rotating the steering handle 10 in the direction A during execution of the manual correction mode. The deviation Z at this time is Z = X′−X = 0 [deg] (step S103). Therefore, since the absolute value of Z does not exceed 5 [deg] (first threshold), the control unit 100 of the ECU 80 determines that the deviation Z has been eliminated (step S104), and turns off the lighting LED 20-10 (step S104). Step S111). Then, the control unit 100 of the ECU 80 ends the manual correction mode and executes the normal mode (step S112).

  In the second display format, if the number of the plurality of LEDs arranged on the transmission unit 20 of the steering handle 10 is large, the transmission unit 20 has “large” and “small” as in the example shown in FIG. In addition to the two stages, the transmission unit 20 of the steering handle 10 may represent three or more stages.

  While the manual correction mode is being executed, the steering angle X is changed by the driver's operation of the steering handle 10 to eliminate the shift Z. For example, the steering angle is changed according to the operation of the driver's steering handle 10. An auxiliary mode in which Y also changes may be executed. When the assist mode is executed, the control unit 100 of the ECU 80 steers the steering angle Y so that the steering angle Y changes in a direction in which the deviation Z is eliminated in accordance with the change of the steering angle X caused by the driver's operation of the steering handle 10. The actuator 50 may be controlled. Therefore, the burden of operation of the steering handle 10 by the driver is reduced by executing the auxiliary mode during execution of the manual correction mode.

2. Second embodiment
2-1. Overall Configuration The second embodiment is a modification of the first embodiment. Therefore, only the parts different from the first embodiment will be described, and the description of the parts overlapping with the first embodiment will be omitted. An example of the configuration of the steering system in the second embodiment according to the present invention will be described with reference to FIG. The difference from the example of the configuration of the steering system in the first embodiment shown in FIG. 1 is that the steering actuator 110 is provided on a steering shaft (not shown) in the second embodiment. The steering actuator 110 includes, for example, a steering motor (not shown) and a speed reduction mechanism (not shown). The deceleration mechanism decelerates the rotation of the steering motor and transmits it to the steering shaft to change the steering angle X of the steering handle 10.

  Since the steering actuator 110 is provided in the second embodiment, when the deviation Z occurs between the steering angle Y and the steering angle X, the steering handle 10 is automatically steered to automatically eliminate the deviation Z. A correction mode can be executed.

2-2. Operation of Steering System FIG. 9 is used to explain a flow for eliminating a state where the relationship between the steering angle X of the steering handle 10 and the turning angle Y of the wheel 70 is not consistent. The difference from the operation flow of the steering system in the first embodiment shown in FIG. 4 is that steps S113 and S114 are inserted after step S110.

  In the second embodiment, after the control unit 100 of the ECU 80 executes the manual correction mode in step S110, the flow proceeds to step S113. In step S113, the control unit 100 of the ECU 80 determines whether or not the steering angle X has changed from the execution of the manual correction mode until the predetermined time T has elapsed. If it is determined that the steering angle X has changed before the predetermined time T has elapsed, the flow returns to Start with the manual correction mode being executed. On the other hand, if the control unit 100 determines that the steering angle X has not changed before the predetermined time T has elapsed, the flow proceeds to step S114.

  In step S114, the control unit 100 of the ECU 80 executes the automatic correction mode. When the automatic correction mode is executed, the calculation unit 90 of the ECU 80 calculates the automatic target steering angle X ″ by substituting the value of the corresponding steering angle X ′. Then, the control unit 100 of the ECU 80 controls the steering actuator 110 so that the steering angle X matches the automatic target steering angle X ″, and steers the steering handle 10.

  Here, the predetermined time T may be set in advance, or may be changed according to the preference of the driver. However, it is preferable that the predetermined time T is sufficiently secured for a normal time required for the driver to start operating the steering wheel 10 after the manual correction mode is executed. Further, the transmission unit 20 of the steering handle 10 or a second transmission unit described later may notify the timing of switching from the manual correction mode to the automatic correction mode.

  When the control unit 100 of the ECU 80 determines that the absolute value of the deviation Z does not exceed 5 [deg] (first threshold) in step S104 by steering the steering wheel 10 in the automatic correction mode, the light is turned on in step S111. Turn off the LED. Then, the control unit 100 of the ECU 80 ends the automatic correction mode in step S112, executes the normal mode, and the flow returns to Start.

  When the flow proceeds to step S110 again after the automatic correction mode is executed once, step S110 and step S113 may be skipped. Instead, once the automatic correction mode is executed, the manual correction mode may be executed again if an operation of the steering wheel 10 by the driver is detected. Further, since the lighting LED is lit while the automatic correction mode is being executed, the driver can recognize that the steering handle 10 rotates, but for the sake of safety, the rotational speed of the steering handle 10 is, for example, 10 [deg / sec] or less.

  In each of the first embodiment and the second embodiment, the steering system represents the size of the deviation Z by the position of the lighting LED, but represents the size of the deviation Z by changing the luminance of the lighting LED. May be. For example, in the first display format, the size of the misalignment Z is not displayed, but instead of the orientation of the misalignment Z, for example, the luminance of the lighting LED is changed according to the size of the misalignment Z. Alternatively, only the size of the deviation Z may be transmitted to the driver. Therefore, the transmission part 20 of the steering handle 10 should just be comprised by the at least 1 illumination member, when transmitting only the magnitude | size of deviation Z.

  In each of the first embodiment and the second embodiment, the transmission portion 20 of the steering handle 10 is one when transmitting the size of the deviation Z, and at least 3 when transmitting the direction of the deviation Z. One vibration member (for example, a vibrator or the like) may be used. For example, a plurality of vibrators may be provided at substantially equal intervals around the entire circumference of the holding portion 10r of the steering handle 10. In this case, the position and / or strength (vibration width) of the vibrator that vibrates may be changed according to the direction and / or size of the deviation Z. Therefore, the driver can eliminate the deviation Z by rotating the steering handle 10 in the direction in which one vibrator vibrating on the holding portion 10r of the steering handle 10 is disposed. In addition, when the transmission unit 20 is configured by one vibrator, the magnitude of the deviation Z is transmitted to the driver by changing the vibration magnitude and vibration frequency of the vibrator according to the magnitude of the deviation Z. You may let them. Therefore, the driver can eliminate the deviation Z by rotating the steering handle 10 in a direction in which the vibration of the vibrator is reduced.

  Furthermore, in each of the first embodiment and the second embodiment, the steering system may have a second transmission unit (for example, a speaker) not shown, unlike the transmission unit 20. The second transmission unit may be provided in the steering handle 10 or may be provided in another place in the vehicle (for example, as an in-vehicle speaker). For example, when the steering system has a speaker as the second transmission unit, the direction and / or size of the deviation Z may be transmitted to the driver using sound or voice.

  The present invention is not limited to the above-described exemplary embodiments, and those skilled in the art will be able to easily modify the above-described exemplary embodiments to the extent included in the claims. .

  DESCRIPTION OF SYMBOLS 10 ... Steering handle, 20 ... Transmission part, 30 ... Steering angle detection part, 40 ... Speed detection part, 50 ... Steering actuator, 60 ... Steering angle detection part, 70 ... Wheel, 80 ... Electronic control unit, 90 ... Calculation part, 100 ... Control part, 110 ... Steering actuator.

Claims (7)

Based on a signal indicating the direction and / or magnitude of the deviation of the steering angle of the steering wheel with respect to the turning angle of the wheel mechanically separated from the steering handle provided in the vehicle, the direction and / or the magnitude is determined by the driver. Steering handle with a transmission that can be transmitted to the wheel. A holding portion that can be held by a driver, the holding portion forming an outer edge of a steering handle;
A transmission part constituted by at least three transmission members, wherein each of the at least three transmission members is arranged at substantially equal intervals on the entire circumference of the holding part; and
Steering handle with From the first signal representing the steering angle of the steering wheel and the second signal representing the turning angle of the wheel, the direction and magnitude of the deviation of the steering angle of the steering wheel with respect to the turning angle of the wheel is calculated. A calculation unit;
Even if the steering wheel is operated when it is determined that the magnitude of the deviation exceeds a threshold value and it is determined from the third signal indicating the speed of the vehicle that the speed is equal to or less than a reference value. A control unit that executes a manual correction mode in which the turning angle of the wheel does not change;
Have
The said control part is an electronic control unit which controls the transmission part provided in the said steering wheel based on the signal showing the said direction and / or the said magnitude | size. The control unit executes a normal mode when the manual correction mode is not operating,
When the normal mode is executed, the calculation unit calculates an automatic target turning angle of the wheel based on the steering angle of the steering handle,
The electronic control unit according to claim 3, wherein the control unit controls a turning actuator that drives the wheels such that the turning angle coincides with the automatic target turning angle. The control unit executes the auxiliary mode when the manual correction mode is operating,
5. The electronic control unit according to claim 4, wherein when the auxiliary mode is executed, the control unit controls the steered actuator so as to eliminate the deviation in accordance with an operation of the steering handle. The control unit executes an automatic correction mode instead of the manual correction mode when the steering angle of the steering wheel does not change after a lapse of a predetermined time after the manual correction mode is activated.
The electronic control according to claim 4 or 5, wherein when the automatic correction mode is executed, the calculation unit calculates the automatic target steering angle of the steering wheel based on the direction and the size of the deviation. unit. A steering handle according to claim 1 or 2,
The electronic control unit according to any one of claims 3 to 6,
A steering angle detector for detecting the steering angle of the steering handle;
A turning angle detector for detecting the turning angle of the wheel;
A speed detector for detecting the speed of the vehicle;
A steering system.

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