JP2018100058A - Steering member for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering member for a vehicle, to which a table can be readily installed.SOLUTION: A steering member for a vehicle includes: a rim part; a storage part provided to part of a member rotating integrally with the rim part relative to a vehicle body; a table capable of being stored inside of the storage part; and a drive device capable of deploying the table from the storage part. The table deployed by the drive device forms a table top on at least an inner peripheral side of the rim part.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a steering member for a vehicle.

In a conventional vehicle, a steering wheel (steering member) is disposed in front of the driver's seat. For this reason, the space ahead of the driver's torso is narrowed by the steering wheel, and there is a problem that it is difficult for the driver to work such as eating and writing.
Therefore, for example, in Patent Document 1 below, an auxiliary plate for a steering wheel for an automobile that does not slide even if the edge is placed around the whole or a part of the periphery of the top part placed on the handle and is placed on the handle ( Table).

Utility Model Registration No. 3105635

  However, since the table of the prior art is formed so as to be detachable with respect to the steering wheel, it is necessary for the occupant to attach the steering wheel to the steering wheel during use. Therefore, in the prior art, there is room for improvement in that the table is easily installed on the steering wheel.

  Therefore, the present invention provides a vehicle steering member in which a table can be easily installed.

  A steering member for a vehicle according to the present invention includes a rim portion, a storage portion provided in a part of a member that rotates integrally with the rim portion with respect to a vehicle body, a table that can be stored in the storage portion, And a drive device capable of deploying the table from the storage portion, wherein the table developed by the drive device forms a table surface at least on the inner peripheral side of the rim portion.

  According to the present invention, the table stored in the storage section can be developed as necessary to form a table surface. Therefore, it is possible to provide a steering wheel device in which the table can be easily installed.

  In the vehicle steering member described above, it is desirable that the table be deployed in a state in which an occupant can rotate the rim portion.

  According to the present invention, when the occupant needs to rotate the rim portion with the table deployed, that is, when the occupant needs to grip the rim portion, the table is placed inside the storage portion. The rotating operation with respect to the rim portion can be performed without storing. Therefore, the rotation operation with respect to the rim portion can be quickly started from the state where the hand is released from the rim portion.

  In the steering member of the vehicle, the storage portion is provided on an inner peripheral side with respect to the rim portion, and the table is unfolded in a plan view as viewed from the axial direction of the central axis of the rim portion. It is desirable to allow the occupant to rotate the rim portion by being located inside the inner periphery of the rim portion.

  According to the present invention, a gap is formed between the inner peripheral edge of the rim portion and the table developed from the storage portion provided on the inner peripheral side of the rim portion in a plan view as viewed from the axial direction. For this reason, from the state where the occupant releases his hand from the rim part, the hand (finger) is moved so as to be inserted between the inner peripheral edge of the rim part and the table in a plan view as seen from the axial direction, thereby Smooth transition to the gripping state. Therefore, the rotation operation with respect to the rim portion can be quickly started from the state where the hand is released from the rim portion.

  In the vehicle steering member, the storage portion is provided on an inner peripheral side with respect to the rim portion, and the table is in a deployed state in an axial direction of a central axis of the rim portion with respect to the rim portion. It is desirable that they are arranged at a predetermined interval.

  According to the present invention, it is possible to place a hand between the rim portion and the table developed from the storage portion provided on the inner peripheral side of the rim portion. For this reason, it is possible to smoothly shift from a state where the occupant releases his hand from the rim portion to a state where the rim portion is gripped. Therefore, the rotation operation with respect to the rim portion can be quickly started from the state where the hand is released from the rim portion.

  In the above vehicle steering member, the storage portion can change the inclination angle of the central axis of the rim portion together with the rim portion, and the inclination angle can be set according to the state of driving assistance being executed in the vehicle. It is desirable to further include an inclination control unit for controlling.

  According to the present invention, the direction in which the table surface faces can be changed by controlling the inclination angle of the central axis of the rim portion according to the driving support state. For this reason, for example, during automatic driving, when the level of duty related to driving required by the occupant is low, the table surface can be tilted so as to have an angle that is easy for the occupant to use. Therefore, it can be set as the steering member provided with the easy-to-use table.

  In the vehicle steering member, the table forms the table surface along a direction perpendicular to the central axis of the rim portion, and the inclination control unit has a high degree of driving assistance being executed in the vehicle. In this case, it is desirable to control the inclination angle so that the central axis approaches the vehicle vertical direction.

  According to the present invention, for example, during automatic driving, the table surface can be brought closer to a horizontal surface as the degree of driving assistance increases and the level of duty related to driving required by the occupant decreases. Thereby, it becomes easy to place articles etc. on the table surface. Therefore, it can be set as the steering member provided with the easy-to-use table.

  It is desirable that the vehicle steering member further includes a table control unit that changes the area of the table surface in accordance with the state of driving assistance being executed in the vehicle.

  According to the present invention, for example, during automatic driving, when the degree of driving support is relatively high and the level of duty required for driving is relatively low, the area of the table surface is relatively widened. This makes it easier to place articles on the table surface. In addition, when the level of driving assistance is relatively low and the level of duty required for driving is relatively high, the area of the table surface may be made relatively narrow to make it easier to grip the rim portion. it can. Therefore, the table can be developed so as not to affect the rotation operation of the occupant on the rim portion.

  In the steering member of the vehicle described above, it is desirable that the table controller increases the area of the table surface when the degree of driving assistance being executed in the vehicle increases.

  According to the present invention, for example, during automatic driving, the area of the table surface can be increased as the degree of driving assistance increases and the level of duty related to driving required by the occupant decreases. This makes it easier to perform work other than driving by placing articles or the like on the table surface. Therefore, it can be set as the steering member provided with the easy-to-use table.

  In the vehicle steering member, it is desirable that a touch panel is provided on the table surface.

  According to the present invention, it is possible to display various information at the driver's hand and allow the driver to input information at hand.

  In the vehicle steering member, the touch panel preferably displays an image displayed by a display device in the vehicle.

  According to the present invention, for example, an image displayed on a display device in a vehicle such as a navigation display or a center display can be displayed and operated at the driver's hand. Therefore, the operability of various devices in the vehicle can be improved.

  In the vehicle steering member described above, it is desirable that a keyboard is provided on the table surface.

  According to the present invention, it is possible to operate the navigation device and the like with a keyboard provided at the driver's hand. Therefore, the operability of various devices in the vehicle can be improved.

  In the vehicle steering member, the keyboard is preferably formed by a touch sensor provided on the table surface.

  According to the present invention, since the surface of the keyboard is formed flat, it is possible to place an article or the like on the keyboard by invalidating the keyboard input. Therefore, it is possible to suppress a decrease in functionality as a table.

  According to the present invention, the table stored in the storage unit can be developed as necessary to form a table surface. Therefore, it is possible to provide a vehicle steering member in which the table can be easily installed.

It is a lineblock diagram of vehicles system 1 of each embodiment. It is a figure which shows a mode that the relative position and attitude | position of the own vehicle M with respect to the driving lane L1 are recognized by the own vehicle position recognition part 122. FIG. It is a figure which shows a mode that a target track is produced | generated based on a recommended lane. It is sectional drawing of the vehicle of 1st Embodiment. It is a front view of the steering wheel main body 301 of 1st Embodiment. FIG. 6 is a view taken in the direction of arrow VI in FIG. 5. It is a front view of the steering wheel main body 301 of 1st Embodiment. It is a front view of the steering wheel main body 301 of 1st Embodiment. FIG. 8 is a view on arrow IX in FIG. 7. It is explanatory drawing of the steering wheel main body 301 of 1st Embodiment, Comprising: It is a side view equivalent to VI arrow of FIG. It is a flowchart which shows the flow of a process of the steering wheel control part 330 of 1st Embodiment. It is sectional drawing of the vehicle of 1st Embodiment. It is sectional drawing of the vehicle of 1st Embodiment. It is sectional drawing of the vehicle of 1st Embodiment. It is explanatory drawing of the 1st airbag bag body 401 of 1st Embodiment, Comprising: It is sectional drawing of the vehicle in the state which the 1st airbag bag body 401 expand | deployed. It is explanatory drawing of the 2nd airbag bag body 402 of 1st Embodiment, Comprising: It is sectional drawing of the vehicle in the state which the 2nd airbag bag body 402 expand | deployed. It is explanatory drawing of the 2nd airbag bag body 502 of 2nd Embodiment, Comprising: It is a side view of the steering wheel main body 301 equivalent to VI arrow of FIG. It is explanatory drawing of the 2nd airbag bag body 502 of 2nd Embodiment, Comprising: It is sectional drawing of the vehicle in the state which the 2nd airbag bag body 502 expand | deployed. It is sectional drawing of the vehicle of 3rd Embodiment. It is explanatory drawing of the 2nd airbag bag body 602 of 3rd Embodiment, Comprising: It is sectional drawing of the vehicle in the state which the 2nd airbag bag body 602 expand | deployed. It is a front view of the steering wheel main body 701 of 4th Embodiment. It is a XXII arrow directional view of FIG. It is explanatory drawing of the steering wheel main body 701 of 4th Embodiment, Comprising: It is a side view equivalent to the XXII arrow of FIG. It is a front view of the steering wheel main body 701 of 4th Embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a configuration diagram of a vehicle system 1 according to each embodiment including an automatic operation control unit 100. The vehicle on which the vehicle system 1 is mounted is, for example, a vehicle such as a two-wheel, three-wheel, or four-wheel vehicle, and a drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using electric power generated by a generator connected to the internal combustion engine or electric discharge power of a secondary battery or a fuel cell.

[First Embodiment]
As shown in FIG. 1, the vehicle system 1 includes, for example, a camera 10, a radar device 12, a finder 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, and a navigation device 50. An MPU (Micro-Processing Unit) 60, a vehicle sensor 70, a driving operator 80, an automatic driving control unit 100, a travel driving force output device 200, a brake device 210, a steering device 220, and a steering wheel. 300 (steering member of the vehicle) and an airbag device 400. These devices and devices are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. In FIG. 1, “steering wheel” is abbreviated as “STR wheel”. The configuration illustrated in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.

  The camera 10 is a digital camera using a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). One or a plurality of cameras 10 are attached to any part of a vehicle (hereinafter referred to as the host vehicle M) on which the vehicle system 1 is mounted. When imaging the front, the camera 10 is attached to the upper part of the front windshield, the rear surface of the rearview mirror, or the like. For example, the camera 10 periodically and repeatedly images the periphery of the host vehicle M. The camera 10 may be a stereo camera.

  The radar device 12 radiates a radio wave such as a millimeter wave around the host vehicle M and detects a radio wave (reflected wave) reflected by the object to detect at least the position (distance and direction) of the object. One or a plurality of radar devices 12 are attached to arbitrary locations of the host vehicle M. The radar apparatus 12 may detect the position and speed of an object by FM-CW (Frequency Modulated Continuous Wave) method.

  The finder 14 is LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) that measures the scattered light with respect to the irradiation light and detects the distance to the target. One or a plurality of the finders 14 are attached to arbitrary locations of the host vehicle M.

  The object recognition device 16 performs sensor fusion processing on the detection results of some or all of the camera 10, the radar device 12, and the finder 14, and recognizes the position, type, speed, and the like of the object. The object recognition device 16 outputs the recognition result to the automatic driving control unit 100.

  The communication device 20 communicates with other vehicles existing around the host vehicle M using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or wirelessly. It communicates with various server apparatuses via a base station.

  The HMI 30 presents various information to the occupant of the host vehicle M and accepts an input operation by the occupant. The HMI 30 includes various display devices, speakers, buzzers, touch panels, switches, keys, and the like.

  The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The first map information 54 is stored in a storage device such as an HDD (Hard Disk Drive) or a flash memory. Holding. The GNSS receiver specifies the position of the host vehicle M based on the signal received from the GNSS satellite. The position of the host vehicle M may be specified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 70. The navigation HMI 52 includes a display device (navigation display), a speaker, a touch panel, a switch, a key, a microphone, and the like. The navigation HMI 52 may be partly or wholly shared with the HMI 30 described above. The route determination unit 53, for example, determines the route from the position of the host vehicle M specified by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52. This is determined with reference to one map information 54. The first map information 54 is information in which a road shape is expressed by, for example, a link indicating a road and nodes connected by the link. The first map information 54 may include road curvature and POI (Point Of Interest) information. The route determined by the route determination unit 53 is output to the MPU 60. Further, the navigation device 50 may perform route guidance using the navigation HMI 52 based on the route determined by the route determination unit 53. In addition, the navigation apparatus 50 may be implement | achieved by the function of terminal devices, such as a smart phone and a tablet terminal which a user holds, for example. Further, the navigation device 50 may acquire the route returned from the navigation server by transmitting the current position and the destination to the navigation server via the communication device 20. Further, the navigation device 50 may collect the voice of the occupant through the microphone of the navigation HMI 52 and recognize the voice, and may set the route based on the content of the voice.

  For example, the MPU 60 functions as the recommended lane determining unit 61 and holds the second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determining unit 61 divides the route provided from the navigation device 50 into a plurality of blocks (for example, every 100 [m] with respect to the vehicle traveling direction), and refers to the second map information 62 for each block. Determine the recommended lane. The recommended lane determining unit 61 performs determination such as what number of lanes from the left to travel. The recommended lane determining unit 61 determines a recommended lane so that the host vehicle M can travel on a reasonable route for proceeding to the branch destination when there is a branch point or a merge point in the route.

  The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of the lane or information on the boundary of the lane. The second map information 62 may include road information, traffic regulation information, address information (address / postal code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as expressway, toll road, national road, prefectural road, road lane number, width of each lane, road gradient, road position (longitude, latitude, height). Information including 3D coordinates), curvature of lane curves, lane merging and branch point positions, signs provided on roads, and the like. The second map information 62 may be updated at any time by accessing another device using the communication device 20.

  The vehicle sensor 70 includes a vehicle speed sensor that detects the speed of the host vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects an angular velocity around the vertical axis, a direction sensor that detects the direction of the host vehicle M, and the like.

  The driving operation element 80 includes, for example, an accelerator pedal, a brake pedal, a shift lever, and other operation elements. Note that the driving wheel 80 may include the steering wheel 300. The driving operator 80 is provided with a sensor for detecting the operation amount, the presence / absence of the operation, and the like, and the detection result is the automatic driving control unit 100 or the traveling driving force output device 200, the brake device 210, and the steering. Output to one or both of the devices 220.

  The automatic operation control unit 100 includes, for example, a first control unit 120 and a second control unit 140. Each of these functional units is realized when a processor such as a CPU (Central Processing Unit) executes a program (software). Some or all of these functional units may be realized by hardware such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or software. It may be realized by cooperation of hardware.

  The first control unit 120 includes, for example, an external environment recognition unit 121, a vehicle position recognition unit 122, an action plan generation unit 123, an automatic driving mode control unit 124, and a switching control unit 125.

  The external environment recognition unit 121 determines the position of the surrounding vehicle and the state such as speed and acceleration based on information input directly from the camera 10, the radar device 12, and the finder 14 or via the object recognition device 16. recognize. The position of the surrounding vehicle may be represented by a representative point such as the center of gravity or corner of the surrounding vehicle, or may be represented by an area expressed by the outline of the surrounding vehicle. The “state” of the surrounding vehicle may include acceleration and jerk of the surrounding vehicle, or “behavioral state” (for example, whether or not the lane is changed or is about to be changed). In addition to the surrounding vehicles, the external environment recognition unit 121 may recognize the positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects.

  The own vehicle position recognition unit 122 recognizes, for example, the lane (traveling lane) in which the own vehicle M is traveling, and the relative position and posture of the own vehicle M with respect to the traveling lane. The own vehicle position recognition unit 122, for example, includes a road marking line pattern (for example, an arrangement of solid lines and broken lines) obtained from the second map information 62 and an area around the own vehicle M recognized from an image captured by the camera 10. The traveling lane is recognized by comparing the road marking line pattern. In this recognition, the position of the host vehicle M acquired from the navigation device 50 and the processing result by INS may be taken into account.

  And the own vehicle position recognition part 122 recognizes the position and attitude | position of the own vehicle M with respect to a travel lane, for example. FIG. 2 is a diagram illustrating a state in which the vehicle position recognition unit 122 recognizes the relative position and posture of the vehicle M with respect to the travel lane L1. The own vehicle position recognizing unit 122 makes, for example, a line connecting the deviation OS of the reference point (for example, the center of gravity) of the own vehicle M from the travel lane center CL and the travel lane center CL in the traveling direction of the own vehicle M. The angle θ is recognized as the relative position and posture of the host vehicle M with respect to the traveling lane L1. Instead, the host vehicle position recognition unit 122 recognizes the position of the reference point of the host vehicle M with respect to any side end of the host lane L1 as the relative position of the host vehicle M with respect to the traveling lane. Also good. The relative position of the host vehicle M recognized by the host vehicle position recognition unit 122 is provided to the recommended lane determination unit 61 and the action plan generation unit 123.

  The action plan generation unit 123 determines events that are sequentially executed in the automatic driving so that the recommended lane determination unit 61 determines the recommended lane and travels along the recommended lane, and can cope with the surrounding situation of the host vehicle M. Events include, for example, a constant speed event that travels in the same lane at a constant speed, a follow-up event that follows the preceding vehicle, a lane change event, a merge event, a branch event, an emergency stop event, and automatic driving There are handover events to switch to manual operation. Further, during execution of these events, actions for avoidance may be planned based on the surrounding situation of the host vehicle M (the presence of surrounding vehicles and pedestrians, lane narrowing due to road construction, etc.).

  The action plan generation unit 123 generates a target track on which the host vehicle M will travel in the future. The target trajectory includes, for example, a velocity element. For example, the target trajectory is generated as a set of target points (orbit points) that should be set at a plurality of future reference times for each predetermined sampling time (for example, about 0 comma [sec]) and reach these reference times. The For this reason, when the width | variety of a track point is wide, it has shown running in the area between the track points at high speed.

  FIG. 3 is a diagram illustrating a state in which a target track is generated based on the recommended lane. As shown in the figure, the recommended lane is set so as to be convenient for traveling along the route to the destination. The action plan generation unit 123 activates a lane change event, a branch event, a merge event, or the like when a predetermined distance before the recommended lane switching point (may be determined according to the type of event) is reached. If it becomes necessary to avoid an obstacle during the execution of each event, an avoidance trajectory is generated as shown in the figure.

  For example, the action plan generation unit 123 generates a plurality of candidate target trajectories, and selects an optimal target trajectory at that time point based on safety and efficiency.

  The automatic operation mode control unit 124 automatically controls at least one of acceleration / deceleration and steering of the host vehicle M so that the host vehicle M travels along the route to the destination. The automatic driving mode control unit 124 performs automatic driving control in any of a plurality of modes having different degrees of driving assistance. Note that the degree of driving support is, for example, the level of the vehicle driving duty required by the vehicle occupant of the host vehicle M (hereinafter also simply referred to as “driving duty”), and the operation of the vehicle occupant and the output of information. One or both of the operation tolerance levels of the interface devices of the HMI 30 to be performed.

  The automatic driving mode control unit 124 determines the mode of automatic driving performed by the first control unit 120 based on the occupant's operation on the HMI 30, the driving mode determined by the event determined by the action plan generating unit 123, and the like. . The determined automatic driving mode is notified to a steering wheel control unit 330 described later. The modes of automatic operation in the present embodiment include the following modes. In addition, the following is an example to the last, and the mode number and mode content of automatic driving | operation may be determined arbitrarily.

[First mode]
The first mode is a mode with the highest degree of driving assistance compared to other modes. When the first mode is implemented, since all vehicle control such as complicated merge control is automatically performed, there is no obligation regarding driving required for vehicle occupants. For example, the vehicle occupant does not need to monitor the surroundings and the state of the own vehicle M (no obligation to monitor the surroundings required by the vehicle occupant). In addition, the vehicle occupant does not need to perform a driving operation on the accelerator pedal, the brake pedal, the steering, etc. (the driving operation requirement required by the vehicle occupant does not occur), and may be aware of other than driving the vehicle.

Here, as an example of the first mode, there is a traffic jam tracking mode (low speed tracking mode) that follows the preceding vehicle in the traffic jam. In the first mode, for example, a safe automatic driving can be realized by following the preceding vehicle on a congested highway such as TJP (Traffic Jam Pilot), and TJP ends when the congestion is resolved. . For example, when the traveling speed of the host vehicle M is equal to or higher than a predetermined speed (for example, 40 km / h or higher), it is possible to determine that the traffic jam has been resolved. However, the present invention is not limited to this. For example, the communication device 20 may receive traffic information (congestion information) from an external device to detect that the congestion has been eliminated.
In addition, the first mode may be switched to another mode at the timing when the TJP ends, but the mode is switched after a predetermined time after the TJP ends or when a speed faster than the speed at which the TJP ends is reached. Also good.

[Second mode]
The second mode is a mode in which the degree of driving assistance is the second highest after the first mode. When the second mode is implemented, in principle, all vehicle control is performed automatically, but the driving operation of the host vehicle M is left to the vehicle occupant depending on the scene (compared to the first mode regarding vehicle driving). Duty increases). For this reason, the vehicle occupant needs to monitor the surroundings and state of the host vehicle M and pay attention to the driving of the vehicle (duty for driving the vehicle is increased compared to the first mode).

[Third mode]
The third mode is a mode in which the degree of driving assistance is the second highest after the second mode. When the third mode is implemented, the vehicle occupant needs to perform a confirmation operation corresponding to the scene on the HMI 30 (duty relating to vehicle driving increases compared to the second mode). In the third mode, for example, when the vehicle occupant is notified of the lane change timing and the vehicle occupant performs an operation to instruct the HMI 30 to change the lane, the automatic lane change is performed. For this reason, the vehicle occupant needs to monitor the periphery and the state of the own vehicle M (duty relating to vehicle driving is increased as compared with the second mode).

  Note that the operation mode may include a manual operation mode. When considering that the manual operation mode is included as one of the automatic operation modes, the manual operation mode is a mode in which the degree of driving assistance is the second highest after the third mode, that is, the mode in which the degree of driving assistance is the lowest.

  In any mode of automatic driving, switching to manual driving (override) is possible by operating the driving operator 80. For example, when the operation of the driver 80 of the host vehicle M by the vehicle occupant continues for a predetermined time or more, a predetermined operation change amount (for example, accelerator pedal opening, brake pedal depression, steering wheel body, etc.) 301 (steering steering angle of 301) or more, or when the operation of the driving operator 80 is performed a predetermined number of times or more.

  The switching control unit 125 switches between the automatic operation mode and the manual operation mode based on a signal input from the HMI 30. In addition, the switching control unit 125 switches from the automatic operation mode to the manual operation mode based on an operation for instructing acceleration / deceleration or steering with respect to the driving operator 80. For example, the switching control unit 125 switches from the automatic operation mode to the manual operation mode (override) when the state in which the operation amount indicated by the signal input from the driving operator 80 exceeds the threshold value continues for a reference time or longer. Note that the switching control unit 125 may return to the automatic driving mode when an operation on the driving operator 80 is not detected for a predetermined time after switching to the manual driving mode by the override.

  The second control unit 140 includes a travel control unit 141. The travel control unit 141 controls the travel driving force output device 200, the brake device 210, and the steering device 220 so that the host vehicle M passes the target track generated by the action plan generation unit 123 at a scheduled time. To do.

  The traveling driving force output device 200 outputs a traveling driving force (torque) for traveling of the vehicle to driving wheels. The travel driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU that controls these. The ECU controls the above-described configuration in accordance with information input from the travel control unit 141 or information input from the driving operator 80.

  The brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with the information input from the travel control unit 141 or the information input from the driving operation element 80 so that the brake torque corresponding to the braking operation is output to each wheel. The brake device 210 may include, as a backup, a mechanism that transmits the hydraulic pressure generated by operating the brake pedal included in the driving operation element 80 to the cylinder via the master cylinder. The brake device 210 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device that controls the actuator according to information input from the travel control unit 141 and transmits the hydraulic pressure of the master cylinder to the cylinder. Good.

  The steering device 220 includes, for example, a steering ECU and an electric motor. For example, the electric motor changes the direction of the steered wheels by applying a force to a rack and pinion mechanism. The steering ECU drives the electric motor according to information input from the travel control unit 141 or information input from the steering wheel main body 301 to change the direction of the steered wheels.

  The steering wheel 300 includes a steering wheel main body 301, a table 310, a driving device 320, and a steering wheel control unit 330 (tilt control unit, table control unit).

FIG. 4 is a cross-sectional view of the vehicle according to the first embodiment. In the figure, the arrow UP indicates the vehicle upper side, and the arrow FR indicates the vehicle front side.
As shown in FIG. 4, the steering wheel body 301 is coupled to the steering shaft and is provided so as to be rotatable around a rotation axis O perpendicular to the vehicle width direction. The rotation axis O is slightly inclined with respect to the vehicle front-rear direction so as to go to the vehicle upper side from the front side toward the rear side. In the following description, the driver (occupant) side of the steering wheel main body 301 will be described as the front side, and the opposite side will be described as the back side. Further, in the following description regarding the configuration of the steering wheel body 301, the steering wheel body 301 will be described as being in a neutral state during manual operation (that is, a straight traveling steering state) unless otherwise specified.

FIG. 5 is a front view of the steering wheel main body 301 of the first embodiment. In the figure, the X direction coincides with the axial direction of the central axis P (to be described later) (the front side is + X direction), the Y direction is coincident with the vehicle width direction (the vehicle right side is + Y direction), and the Z direction is orthogonal to the XY direction. Is in the same direction (upper direction is + Z direction).
As shown in FIG. 5, the steering wheel main body 301 includes an annular rim portion 302, a hub portion 303 provided inside the rim portion 302 and coupled to a steering shaft (not shown), and a rim portion 302. And a plurality of (three in this embodiment) spoke portions 305A to 305C that connect the hub portion 303 to each other. The rim portion 302, the hub portion 303, and the spoke portions 305A to 305C rotate integrally around the rotation axis O with respect to the vehicle body.

  The rim portion 302 is gripped by the driver during steering. The rim portion 302 is formed in an annular shape when viewed from the front. The central axis P of the rim portion 302 is coaxial with the rotation axis O.

6 is a view taken along arrow VI in FIG.
As shown in FIGS. 5 and 6, the hub portion 303 is formed in a circular shape when viewed from the front, and extends along the axial direction of the central axis P. An end portion on the front side of the hub portion 303 (a front end portion 307 (storage portion)) protrudes more to the front side than the rim portion 302 in the axial direction of the central axis P. A horn switch that functions as a switch for sounding a horn is provided at a portion of the front end portion 307 facing the front side. Note that a switch such as the HMI 30 or the navigation HMI 52 (both see FIG. 1) may be provided in a portion facing the front side of the front end portion 307.

7 and 8 are front views of the steering wheel main body 301 according to the first embodiment. FIG. 9 is a view taken along arrow IX in FIG.
As shown in FIGS. 7 to 9, the table 310 is provided so as to be housed inside the front end portion 307 of the hub portion 303. The table 310 is unfolded from a state of being housed in the front end portion 307 of the hub portion 303, thereby forming a table surface 311 at least on the inner peripheral side of the rim portion 302. The table surface 311 is formed in a planar shape along a direction orthogonal to the central axis P. The table 310 is developed in a circular shape when viewed from the front, and is arranged at a predetermined interval in the axial direction of the central axis P with respect to the rim portion 302. The predetermined interval is an interval at which the driver can place a finger between the rim portion 302 and the table 310, for example. As a result, the table 310 is unfolded in a state where the driver can perform a steering operation (rotating operation on the rim portion 302).

  As shown in FIG. 7, the table 310 is comprised by the several fan-shaped member connected so that rotation was mutually possible, for example. In this case, the table 310 has a plurality of fan-shaped members arranged in the circumferential direction around the central axis P in a state where each fan-shaped member has an arc portion at the outer peripheral edge thereof facing away from the central axis P. Thus, it is expanded and developed so as to have a circular shape when viewed from the axial direction of the central axis P. Further, the table 310 is displaced so that the respective fan-shaped members are overlapped with each other, thereby reducing the diameter as viewed from the axial direction of the central axis P and being housed in the front end portion 307 of the hub portion 303 (see FIG. 5).

  The table 310 is, for example, a small unfolded state (state shown in FIG. 7) in which the table 310 is deployed so as to fit inside the inner peripheral edge of the rim portion 302 in a plan view viewed from the axial direction of the center axis P, and Development is possible in two stages: a large deployment state (state shown in FIG. 8) in which the area of the table surface 311 is larger than the small deployment state, which is deployed so as to cover the rim portion 302 when viewed from the direction. The table 310 is unfolded so that a hand (finger) can be inserted along the axial direction of the central axis P between the inner periphery of the rim 302 in a small unfolded state, and a steering operation by the driver is possible. And

  As shown in FIGS. 7 and 8, the table surface 311 of the table 310 is provided with a touch panel 317 formed by a display device and a touch sensor. The touch panel 317 can be used as the keyboard 319, for example. That is, the keyboard 319 formed by the touch sensor of the touch panel 317 is disposed on the table surface 311 of the table 310. The keyboard 319 may constitute the navigation HMI 52 (see FIG. 1) of the navigation device 50 described above. In this case, the navigation device 50 may process the information input from the keyboard 319 with priority over the information input through the microphone of the navigation HMI 52. The touch panel 317 may display an image displayed by a display device of the navigation HMI 52 of the navigation device 50 or a display device in the vehicle such as a center display.

  The driving device 320 performs a deployment operation and a storage operation of the table 310. That is, the driving device 320 can expand the table 310 housed in the front end portion 307 of the hub portion 303 from the front end portion 307 of the hub portion 303. Further, the driving device 320 can store the developed table 310 in the front end portion 307 of the hub portion 303. The drive device 320 is a motor or the like, and is disposed, for example, inside the hub portion 303. The driving device 320 is controlled by a steering wheel control unit 330 (see FIG. 1). The driving device 320 may be capable of changing the position of the table 310 in the axial direction of the central axis P.

FIG. 10 is a side view corresponding to the view taken along arrow VI in FIG.
As shown in FIGS. 6 and 10, the hub portion 303 is formed to be bendable at an intermediate portion in the vehicle longitudinal direction. Specifically, the hub portion 303 is formed by a base portion 313 connected to a steering shaft (not shown) and a rotating portion 315 including a front end portion 307 provided to be rotatable with respect to the base portion 313. ing. The base 313 supports the rotating part 315 so as to be rotatable (displaceable). The rotation part 315 is connected to the base 313 so as to be rotatable around a rotation axis Q along the vehicle width direction. A plurality of spoke parts 305A to 305C (see FIG. 1) are connected to the rotating part 315. Thereby, the rotation part 315 of the hub part 303, the spoke parts 305 </ b> A to 305 </ b> C, and the rim part 302 can be integrally rotated (displaced) around the rotation axis Q with respect to the base part 313.

  The rotation unit 315 rotates with respect to the base 313 by a hub drive source such as a motor (not shown). The turning operation of the turning unit 315 is controlled by the steering wheel control unit 330 (see FIG. 1). When the rotating portion 315 rotates with respect to the base portion 313, the connection between the base portion 313 and the steering shaft (not shown) is released, and the steering wheel body 301 is set in a neutral state. Thereby, the rotation part 315 is formed so that the inclination angle of the central axis P can be changed together with the rim part 302. That is, the inclination angle of the central axis P is an angle around the rotation axis Q, and the inclination angle of the central axis P with respect to the central axis P in the state where the automatic operation control unit 100 executes the manual operation mode (first state). It is. The inclination angle of the central axis P can be detected by an inclination angle sensor (not shown) or the like.

  The state in which the inclination angle of the central axis P in the rotational range of the rotational part 315 is the smallest is a state where the central axis P coincides with the rotational axis O (the state shown in FIG. 6). The state where the inclination angle of the central axis P in the rotation range of the rotation unit 315 is the largest is the state where the central axis P is along the vehicle vertical direction (the state shown in FIG. 10). The rotating part 315 is formed so as to expose the end face on the front side of the base part 313 toward the front side by rotating from the state where the inclination angle of the central axis P is the smallest. In the following description, a state where the central axis P coincides with the rotation axis O is referred to as a minimum inclination state, and a state where the central axis P is along the vehicle vertical direction is referred to as a maximum inclination state. A state in which the inclination angle of the central axis P is larger than the inclination angle in the minimum inclination state and the inclination angle of the central axis P is smaller than the maximum inclination state is referred to as an intermediate state.

  The steering wheel control unit 330 determines the inclination angle of the central axis P and the table surface 311 of the table 310 (FIG. 7) according to the driving assistance state, that is, the information on the automatic driving mode notified from the automatic driving mode control unit 124. Control). The steering wheel control unit 330 controls the inclination angle of the central axis P by controlling the hub drive source described above to rotate the rotation unit 315. Further, the steering wheel control unit 330 changes the area of the table surface 311 of the table 310 by controlling the driving device 320 to deform the table 310.

Here, with reference to FIG. 4 and FIGS. 11 to 14, the control mode of the steering wheel control unit 330 in each mode of automatic driving will be described.
The steering wheel control unit 330 controls the inclination angle of the central axis P and changes the area of the table surface 311 according to the state of driving assistance being executed in the host vehicle M. Further, the steering wheel control unit 330 controls the inclination angle of the central axis P so that the central axis P approaches the vehicle vertical direction when the degree of driving assistance being executed in the host vehicle M becomes high, and the table surface 311. Increase the area.

FIG. 11 is a flowchart showing a process flow of the steering wheel control unit 330 according to the first embodiment. 12 to 14 are cross-sectional views of the vehicle according to the first embodiment.
The steering wheel control unit 330 acquires information on the mode of automatic driving from the automatic driving control unit 100 (automatic driving mode control unit 124) (step S100). Subsequently, the steering wheel control unit 330 determines whether or not the automatic driving mode is the manual mode (step S102). When the automatic operation mode is the manual mode (S102: Yes), as shown in FIG. 4, the steering wheel control unit 330 controls the inclination angle of the central axis P so that the rotation unit 315 is in the minimum inclination state. (Step S104). In addition, the steering wheel control unit 330 stores the table 310 in the steering wheel main body 301 (step S106). Then, the process ends.

  When the automatic driving mode is not the manual mode (S102: No), the steering wheel control unit 330 determines whether or not the automatic driving mode is the third mode (step S108). When the automatic driving mode is the third mode (S108: Yes), as shown in FIG. 12, the steering wheel control unit 330 tilts the central axis P so that the tilt angle of the central axis P is in an intermediate state. The angle is controlled (step S110). Further, the steering wheel control unit 330 expands the table 310 to a small expansion state (step S112). By deploying the table 310 in a small unfolded state, a steering operation by an occupant is enabled. Then, the process ends.

  When the automatic driving mode is not the third mode (S108: No), the steering wheel control unit 330 determines whether or not the automatic driving mode is the second mode (step S114). When the automatic operation mode is the second mode (S114: Yes), as shown in FIG. 13, the steering wheel control unit 330 tilts the central axis P so that the tilt angle of the central axis P is in an intermediate state. The angle is controlled (step S116). In the example illustrated in FIG. 13, the steering wheel control unit 330 controls the inclination angle of the central axis P so that the first control unit 120 is in the same state as when the third mode of automatic driving is performed. Further, the steering wheel control unit 330 expands the table 310 to the large expanded state (step S118). Then, the process ends.

  When the automatic driving mode is not the second mode (S114: No), since the automatic driving mode is the first mode, as shown in FIG. 14, the steering wheel control unit 330 sets the rotating unit 315 to the maximum tilt state. The inclination angle of the central axis P is controlled so as to become (step S120). Subsequently, the process proceeds to step S118, and after the table 310 is expanded to the large expansion state, the process is terminated.

  Note that the control of the inclination angle of the central axis P and the area of the table surface 311 of the table 310 by the steering wheel control unit 330 is not limited to the above-described aspect, and the inclination angle of the central axis P and the table based on the passenger's instruction The area of the surface 311 may be changed. In addition, the steering wheel control unit 330 controls the inclination angle of the central axis P so that the rotation unit 315 is in a minimum inclination state in an emergency such as when the action plan generation unit 123 starts an emergency stop event, The table 310 may be stored. Further, the steering wheel control unit 330 may control the position of the table 310 in the axial direction of the central axis P by controlling the driving device 320 in accordance with the state of driving assistance being executed in the host vehicle M.

  As shown in FIG. 1, the airbag device 400 includes a pair of airbag bags 401 and 402 that are deployed in front of the driver, and is provided separately for each airbag bag body 401 and 402. A plurality of inflators (not shown) for supplying gas to the bag bags 401 and 402 to deploy and conditions such as an impact input to the host vehicle M when the vehicle crashes among the airbag bags 401 and 402 (deployment conditions) ), An airbag operation control unit 410 that determines an airbag bag body to be deployed.

  As shown in FIG. 4, the airbag device 400 is configured to change the deployment direction of the airbag bag body with respect to the rotating portion 315 in accordance with the inclination angle of the central axis P. The pair of airbag bags 401 and 402 are a first airbag bag 401 and a second airbag bag 402 arranged inside the steering wheel main body 301.

FIG. 15 is an explanatory diagram of the first airbag bag body 401 of the first embodiment, and is a cross-sectional view of the vehicle in a state in which the first airbag bag body 401 is deployed.
As shown in FIGS. 4 and 15, the first airbag bag body 401 is disposed inside the rotating portion 315 of the hub portion 303. The first airbag body 401 is formed so as to be deployed in front of the driver at least in the minimum inclined state of the rotating portion 315. The first airbag bag body 401 is deployed from the front end 307 of the hub portion 303. At this time, the first airbag bag body 401 is deployed after the front end portion 307 of the hub portion 303 is released together with the table 310 to the vehicle upper side. Thereby, it can suppress that the table 310 contacts a driver | operator at the time of the expansion | deployment of the 1st airbag bag body 401. FIG.

FIG. 16 is an explanatory diagram of the second airbag bag body 402 of the first embodiment, and is a cross-sectional view of the vehicle in a state in which the second airbag bag body 402 is deployed.
As shown in FIGS. 4 and 16, the second airbag bag body 402 is disposed inside the base portion 313 of the hub portion 303. The second airbag bag body 402 is deployed from the base portion 313 of the hub portion 303 toward the front side (vehicle rear side). The second airbag body 402 can be deployed in front of the driver by rotating the rotating portion 315 from the minimum inclined state to expose the front end face of the base portion 313.

  The airbag operation control unit 410 acquires the inclination angle of the central axis P based on the detection result of the above-described inclination angle sensor (not shown) provided in the steering wheel main body 301. The airbag operation control unit 410 deploys the airbag bags 401 and 402 by the first deployment method when the inclination angle of the central axis P is equal to or smaller than the threshold value and the deployment condition is satisfied. In addition, the airbag operation control unit 410 performs the second deployment of the airbag bags 401 and 402 when the inclination angle of the central axis P exceeds the threshold (second state) and the deployment condition is satisfied. Deploy in the way. Specifically, the airbag operation control unit 410 prohibits the deployment of the second airbag bag body 402 when the inclination angle of the central axis P is equal to or smaller than a threshold value. Further, the airbag operation control unit 410 deploys the first airbag bag body 401 when the inclination angle of the central axis P is equal to or smaller than the threshold value and the deployment condition is satisfied. In addition, the airbag operation control unit 410 prohibits the deployment of the first airbag bag body 401 when the inclination angle of the central axis P exceeds the threshold value. Further, the airbag operation control unit 410 enables the second airbag bag body 402 to be deployed when the inclination angle of the central axis P exceeds the threshold value and the deployment condition is satisfied. Thus, the second airbag bag body 402 is formed so as to be deployable in a direction different from the deployment direction of the first airbag bag body 401 with respect to the rim portion 302. The airbag operation control unit 410 selects one inflator (not shown) provided corresponding to each airbag bag body 401, 402 by operating an inflator that is activated when a deployment condition is satisfied. The deployment of the bag bag body is prohibited, and when the deployment condition is satisfied, the other airbag bag body is deployed.

  The threshold value of the inclination angle of the central axis P described above is the maximum inclination angle among the inclination angles at which the first airbag bag body 401 is deployed forward of the driver when the first airbag bag body 401 is deployed. It is. Thereby, the airbag operation control unit 410 enables the first airbag bag body 401 to be deployed when the first airbag bag body 401 is effective for protecting the driver, and the first airbag bag body 401 is operated. When it is not effective for the protection of the person, the second airbag bag body 402 can be deployed.

  As described above, according to the present embodiment, the table 310 that can be accommodated in the hub portion 303 and the drive device 320 that can deploy the table 310 from the hub portion 303 are developed by the drive device 320. Forms a table surface 311 on the inner peripheral side of the rim portion 302. For this reason, the table 310 stored in the hub portion 303 can be developed as necessary to form the table surface 311. Therefore, the steering wheel 300 in which the table 310 can be easily installed can be provided.

  Further, the table 310 is unfolded in a state where the steering operation by the driver is possible. Therefore, when the driver needs to perform a steering operation with the table 310 deployed, the steering operation can be performed without storing the table 310 in the hub portion 303. Therefore, the steering operation can be quickly started from the state where the hand is released from the rim portion 302.

  In addition, when the table 310 is unfolded, the table 310 is located inside the inner peripheral edge of the rim portion 302 when viewed from the axial direction of the central axis P, thereby enabling a steering operation by the occupant. Thereby, in a plan view viewed from the axial direction of the central axis P, a gap is formed between the inner peripheral edge of the rim portion 302 and the table 310 developed from the hub portion 303 provided on the inner peripheral side of the rim portion 302. Is formed. For this reason, when the driver releases his hand from the rim portion 302, the hand (finger) is moved so as to be inserted between the inner peripheral edge of the rim portion 302 and the table 310 when viewed from the axial direction of the central axis P. Thus, it is possible to smoothly shift to a state where the rim portion 302 is gripped. Therefore, the steering operation can be quickly started from the state where the hand is released from the rim portion 302.

  Further, since the table 310 is arranged in a deployed state with a predetermined interval in the axial direction of the central axis P with respect to the rim portion 302, the rim portion 302 and the rim portion 302 are located on the inner peripheral side. A hand can be arranged between the provided hub unit 303 and the table 310 developed. For this reason, it is possible to smoothly shift from a state in which the driver releases his hand from the rim portion 302 to a state in which the rim portion 302 is gripped. Therefore, the steering operation can be quickly started from the state where the hand is released from the rim portion 302.

  In addition, since the steering wheel control unit 330 that controls the inclination angle of the central axis P according to the state of driving assistance being executed in the vehicle is provided, the inclination angle of the central axis P is controlled according to the state of driving assistance. The direction in which the table surface 311 faces can be changed. For this reason, for example, during automatic driving, if the level of duty related to driving required by the driver is low, the table surface 311 can be tilted so as to have an angle that is easy for the passenger to use.

  Moreover, the table 310 forms a table surface 311 along a direction orthogonal to the central axis P, and the steering wheel control unit 330 causes the central axis P to move up and down the vehicle when the degree of driving assistance being performed in the vehicle increases. The inclination angle of the central axis P is controlled so as to approach the direction. For this reason, the table surface 311 can be brought closer to a horizontal plane as the degree of driving assistance increases and the level of duty related to driving required by the occupant decreases. Thereby, it becomes easy to place an article or the like on the table surface 311. Therefore, the steering wheel 300 including the easy-to-use table 310 can be obtained.

  Further, the steering wheel control unit 330 changes the area of the table surface 311 according to the state of driving assistance being executed in the vehicle. For this reason, when the level of driving assistance is relatively high and the level of driving obligations required by the driver is relatively low, the area of the table surface 311 is made relatively large and the article on the table surface 311 Etc. can be easily placed. In addition, when the degree of driving assistance is relatively low and the level of driving duty required by the driver is relatively high, the area of the table surface 311 is relatively narrow and the rim portion 302 can be easily gripped. can do. Therefore, the table 310 can be developed so as not to affect the steering operation.

  In addition, the steering wheel control unit 330 increases the area of the table surface 311 when the degree of driving assistance being executed in the vehicle increases. For this reason, the area of the table surface 311 can be increased as the degree of driving support increases and the level of duty related to driving required by the occupant decreases. This makes it easier to perform work other than driving by placing articles or the like on the table surface 311. Therefore, it can be set as the steering wheel 300 provided with the easy-to-use table.

In addition, since the touch panel 317 is provided on the table surface 311, various information can be displayed at the driver's hand, and the driver can input information at hand.
In addition, the touch panel 317 displays an image displayed by the display device in the vehicle, so that the image displayed on the display device in the vehicle such as a navigation display or a center display is displayed on the driver's hand and operated. It becomes possible. Therefore, the operability of various devices in the vehicle can be improved.

  Further, since the keyboard 319 is provided on the table surface 311, the navigation device can be operated by the keyboard 319 provided at the driver's hand. Therefore, the operability of various devices in the vehicle can be improved.

  The keyboard 319 is formed by a touch sensor (touch panel 317) provided on the table surface 311. For this reason, since the surface of the keyboard 319 is formed flat, it is possible to place an article or the like on the keyboard 319 by invalidating the input of the keyboard 319. Therefore, a decrease in functionality as the table 310 can be suppressed.

[Second Embodiment]
Next, a second embodiment will be described.
FIG. 17 is an explanatory view of the second airbag bag body 502 of the second embodiment, and is a side view of the steering wheel body 301 corresponding to the view taken along arrow VI of FIG. FIG. 18 is an explanatory diagram of the second airbag bag body 502 of the second embodiment, and is a cross-sectional view of the vehicle in a state in which the second airbag bag body 502 is deployed.
In the first embodiment shown in FIG. 6, the first airbag bag body 401 is disposed inside the rotating portion 315 of the hub portion 303, and the second airbag bag body 402 is disposed inside the base portion 313 of the hub portion 303. Has been. On the other hand, in the second embodiment shown in FIG. 17, both the first airbag bag body 401 and the second airbag bag body 502 are arranged inside the rotating portion 315 of the hub portion 303. This is different from the first embodiment. In addition, about the structure similar to 1st Embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted (same also about the following embodiment).

  As shown in FIG. 1, the airbag apparatus 500 includes a first airbag bag body 401 and a second airbag bag body 502 deployed in front of the driver, and each airbag bag body 401, 502 corresponding to each airbag bag body 401, 502. A plurality of inflators (not shown) that are separately provided and supply gas to each airbag bag body 401, 502 and an airbag bag body that is deployed when an impact is applied to the host vehicle M among the airbag bags 401, 502. An airbag operation control unit 510 for determining

  As shown in FIGS. 17 and 18, the second airbag bag body 502 is disposed on the back side of the first airbag bag body 401 inside the rotating portion 315 of the hub portion 303. The second airbag bag body 502 is formed so as to be deployed in front of the driver at least in the maximum inclined state of the rotating portion 315. The second airbag bag body 502 is formed to be deployable in a direction different from the deployment direction of the first airbag bag body 401 with respect to the rim portion 302.

  The airbag operation control unit 510 changes the deployment method of the airbag bags 401 and 502 when the inclination angle of the central axis P exceeds the threshold value. Specifically, the airbag operation control unit 510 prohibits the deployment of the second airbag bag body 502 when the inclination angle of the central axis P is equal to or less than a threshold value. Further, the airbag operation control unit 510 deploys the first airbag bag body 401 when the inclination angle of the central axis P is equal to or smaller than the threshold value and the deployment condition is satisfied. In addition, the airbag operation control unit 510 prohibits the deployment of the first airbag bag body 401 when the inclination angle of the central axis P exceeds the threshold value. Further, the airbag operation control unit 510 deploys the second airbag bag body 502 when the inclination angle of the central axis P exceeds the threshold value and the deployment condition is satisfied. Note that the threshold value of the inclination angle of the central axis P is the same as that in the first embodiment. Thus, the airbag operation control unit 510 enables the first airbag bag body 401 to be deployed when the first airbag bag body 401 is effective for protecting the driver, and the first airbag bag body 401 is operated. The second airbag bag body 502 can be deployed when it is not effective for the protection of the person.

  As described above, even when both the first airbag bag body 401 and the second airbag bag body 502 are disposed inside the rotating portion 315 of the hub portion 303, the rim portion of each airbag bag body 401, 502 is provided. By setting the deployment directions with respect to 302 to be different, the airbag bags 401 and 502 can be deployed at a position that is always effective for the driver regardless of the inclination angle of the central axis P. Therefore, the passenger's protection performance can be improved.

[Third Embodiment]
Next, a third embodiment will be described.
FIG. 19 is a cross-sectional view of the vehicle according to the third embodiment. FIG. 20 is an explanatory diagram of the second airbag bag body 602 of the third embodiment, and is a cross-sectional view of the vehicle in a state where the second airbag bag body 602 is deployed.
In the first embodiment shown in FIG. 4, the second airbag bag body 402 is disposed inside the base portion 313 of the hub portion 303. On the other hand, the third embodiment shown in FIG. 19 is different from the first embodiment in that the second airbag bag body 602 is disposed at a place other than the steering wheel body 301 in the host vehicle M. .

  As shown in FIG. 1, the airbag device 600 includes a first airbag bag body 401 and a second airbag bag body 602 that are deployed in front of the driver, and each airbag bag body 401, 602 corresponding to each airbag bag body 401, 602. A plurality of inflators (not shown) that are separately provided and supply gas to each airbag bag body 401, 602, and an airbag bag body that is deployed when an impact is input to the host vehicle M among the airbag bag bodies 401, 602. And an airbag operation control unit 610 for determining.

  As shown in FIGS. 19 and 20, the second airbag bag body 602 is disposed inside the roof 3 of the vehicle, for example, in front of the head of the driver who sits in the driver's seat 4 in a normal posture. . The second airbag bag body 602 breaks the roof 3 and expands downward from the upper side of the driver seat 4 toward the position in front of the driver seat 4. The second airbag body 602 may be disposed inside the door for the driver's seat 4 and formed so as to be deployable from the side of the driver's seat 4 toward the front of the driver's seat 4.

  The airbag operation control unit 610 changes the deployment method of the airbag bags 401 and 602 when the inclination angle of the central axis P exceeds the threshold value. Specifically, the airbag operation control unit 610 prohibits the deployment of the second airbag bag body 602 when the inclination angle of the central axis P is equal to or less than a threshold value. Further, the airbag operation control unit 610 deploys the first airbag bag body 401 when the inclination angle of the central axis P is equal to or smaller than the threshold value and the deployment condition is satisfied. Further, the airbag operation control unit 610 prohibits the deployment of the first airbag bag body 401 when the inclination angle of the central axis P exceeds the threshold value. The airbag operation control unit 610 deploys the second airbag bag body 602 when the inclination angle of the central axis P exceeds the threshold value and the deployment condition is satisfied. Note that the threshold value of the inclination angle of the central axis P is the same as that in the first embodiment. Thus, the airbag operation control unit 610 can deploy the first airbag bag body 401 when the first airbag bag body 401 is effective for protecting the driver, and the first airbag bag body 401 is operated. When it is not effective for the protection of the person, the second airbag bag body 602 can be deployed.

  As described above, the second airbag bag body 602 is formed so as to be deployable from the upper side or the side of the driver seat 4 toward the position in front of the driver seat 4, so that the driver can always operate regardless of the inclination angle of the central axis P. The airbag bag bodies 401 and 602 can be deployed at positions effective for the person. Therefore, the passenger's protection performance can be improved.

[Fourth Embodiment]
Next, a fourth embodiment will be described.
FIG. 21 is a front view of the steering wheel body 701 of the fourth embodiment. 22 is a view taken in the direction of arrow XXII in FIG.
In the first embodiment shown in FIGS. 1 to 15, the table 310 is accommodated in the front end portion 307 of the hub portion 303. On the other hand, the fourth embodiment shown in FIGS. 21 and 22 differs from the first embodiment in that the table 710 is housed in the rim portion 702.

As shown in FIG. 1, the steering wheel 700 includes a steering wheel main body 701, a table 710, a driving device 720, and a steering wheel control unit 730 (tilt control unit, table control unit).
As shown in FIG. 21, the steering wheel main body 701 includes a rim portion 702 (housing portion) formed in an annular shape, and a hub portion 703 provided inside the rim portion 702 and coupled to a steering shaft (not shown). The rim portion 702 and the hub portion 703 are provided with a plurality of (two in this embodiment) spoke portions 705A and 705B. The rim portion 702, the hub portion 703, and the spoke portions 705A and 705B are integrally rotatable around the rotation axis O with respect to the vehicle body.

  The rim portion 702 is gripped by the driver during steering. The rim portion 702 is formed in an annular shape when viewed from the front. The center axis P of the rim portion 702 is coaxial with the rotation axis O in the neutral state during manual operation (see FIG. 22).

FIG. 23 is an explanatory view of the steering wheel main body 701 of the fourth embodiment, and is a side view corresponding to the arrow XXII in FIG.
As shown in FIGS. 22 and 23, the hub portion 703 can rotate (displace) the rim portion 702 about the rotation axis Q along the vehicle width direction. The hub portion 703 is formed by a base portion 713 connected to a steering shaft (not shown) and a rotation portion 715 provided to be rotatable with respect to the base portion 713. The base 713 is formed in a circular shape when viewed from the front, and extends along the axial direction of the rotation axis O. A horn switch that functions as a switch for sounding a horn is provided at a portion facing the front side of the front side end portion (front end portion 707) of the base portion 713. Further, an airbag bag body 801 is accommodated in the base portion 713. The airbag bag body 801 is formed so as to be deployable forward from the front end portion 707 of the hub portion 703 to the driver.

  As shown in FIGS. 21 and 22, the rotating portion 715 is formed in a semi-cylindrical shape having the central axis P as the central axis, and is disposed so as to cover the base portion 713 from above. An end portion on the back surface side of the rotating portion 715 is connected to the base portion 713 so as to be rotatable around a rotation axis Q. Spoke portions 705A and 705B are connected to the front end portion of the rotating portion 715. Thereby, each spoke part 705A, 705B and the rim | limb part 702 can be rotated to the periphery of the rotating shaft Q along a vehicle width direction with respect to the base 713. FIG.

FIG. 24 is a front view of the steering wheel body 701 of the fourth embodiment.
As shown in FIG. 24, the table 710 is provided so as to be housed inside the rim portion 702. The table 710 is unfolded from a state of being housed in the rim portion 702, thereby forming a table surface 711 on the inner peripheral side of the rim portion 702. The table surface 711 is formed in a planar shape along a direction orthogonal to the central axis P. The table 710 is formed of, for example, a plurality of wire members. In this case, the plurality of wire-like members can be stretched in a string shape of a circle centered on the central axis P when viewed from the axial direction of the central axis P, and the like in the circumferential direction around the central axis P. They are arranged side by side on the pitch. Each wire-like member is housed in a relaxed state inside the rim portion 702. One end portion of each wire-like member is fixed to the rim portion 702, and the other end portion is connected to the driving device 720.

  The driving device 720 performs a deployment operation and a storage operation of the table 710. That is, the driving device 720 can expand the table 710 housed in the rim portion 702 from the rim portion 702. Further, the driving device 720 can store the developed table 710 inside the rim portion 702. The driving device 720 is a motor or the like and is disposed inside the rim portion 702. The driving device 720 is controlled by a steering wheel control unit 730 (see FIG. 1). The other end of the wire-like member of the table 710 is connected to the driving device 720 in a state where it can be wound. The driving device 720 winds up each wire-like member, and gradually pulls out the wire-like member from the inside of the rim portion 702 while gradually eliminating the slack of each wire-like member, and puts each wire-like member inside the rim portion 702. Install. Thereby, a plurality of wire-like members are arranged in a stitch shape, and the table 710 is developed. A film-like member may be stretched between each wire-like member and the rim portion 702.

  The steering wheel control unit 730 (see FIG. 1) is configured similarly to the steering wheel control unit 330 of the first embodiment. That is, the steering wheel control unit 730 of the steering wheel 700 controls the inclination angle of the central axis P with respect to the vehicle longitudinal direction and the area of the table surface 711 of the table 710 according to the driving assistance state. The control mode of the steering wheel control unit 730 is the same as that of the steering wheel control unit 330 of the first embodiment.

  As described above, according to the present embodiment, the table 710 that can be stored in the rim portion 702 and the drive device 720 that can deploy the table 710 from the rim portion 702 are developed by the drive device 720. Since the table surface 711 is formed on the inner peripheral side of the rim portion 702, the steering wheel 700 on which the table 710 can be easily installed can be provided as in the first embodiment described above.

The present invention is not limited to the above-described embodiment described with reference to the drawings, and various modifications can be considered within the technical scope thereof.
For example, in the above embodiment, the keyboard 319 provided on the table surface 311 of the table 310 is formed by the touch sensor of the touch panel 317, but the present invention is not limited to this. The keyboard may be formed by a single touch sensor that does not include a display device, or may be a keyboard that includes mechanical keys. Further, the table surface 311 may not be provided with a keyboard.

Moreover, in the said embodiment, although the table 310 is expand | deployed by the front view circular shape, it is not limited to this, For example, you may expand | deploy in front view hexagon shape or front view rectangular shape.
Further, the table may be formed in a bellows shape, for example, and folded in a deployable state and housed in the steering wheel body.
Moreover, in the said embodiment, although the table is formed so that accommodation is possible in the hub part or rib part of a steering wheel main body, it is not limited to this, A table is formed so that accommodation is possible in the spoke part of a steering wheel main body. May be.

  Moreover, in the said embodiment, you may invalidate the horn switch provided in the front end parts 307 and 707 of the hub parts 303 and 703 at the time of expansion | deployment of the tables 310 and 710. FIG. Accordingly, it is possible to prevent the horn switch from being erroneously operated when an article or the like is placed on the table surfaces 311 and 711 formed around the front end portions 307 and 707 of the hub portions 303 and 703 when viewed from the front.

  In addition, in the range which does not deviate from the meaning of this invention, it is possible to replace suitably the component in above-mentioned embodiment with a well-known component, and you may combine each embodiment mentioned above suitably.

  300, 700 ... Steering wheel (steering member of vehicle) 302 ... Rim part 307 ... Front end part (storage part) 310, 710 ... Table 311, 711 ... Table surface 317 ... Touch panel (touch sensor) 319 ... Keyboard 320, 720 ... Driving device 330, 730 ... Steering wheel control part (tilt control part, table control part) 702 ... Rim part (storage part) P ... Center axis

Claims (12)

The rim,
A storage portion provided in a part of a member that rotates integrally with the rim portion with respect to the vehicle body;
A table that can be stored in the storage unit;
A drive device capable of deploying the table from the storage unit,
The table developed by the driving device forms a table surface at least on the inner peripheral side of the rim portion,
Vehicle steering member. The table is unfolded in a state in which the occupant can rotate the rim.
The vehicle steering member according to claim 1. The storage portion is provided on the inner peripheral side with respect to the rim portion,
When the table is unfolded, the table is accommodated inside the inner peripheral edge of the rim portion in a plan view as viewed from the axial direction of the central axis of the rim portion, thereby enabling the occupant to rotate the rim portion. ,
The steering member for a vehicle according to claim 2. The storage portion is provided on the inner peripheral side with respect to the rim portion,
The table is arranged at a predetermined interval in the axial direction of the central axis of the rim portion with respect to the rim portion in a deployed state.
The vehicle steering member according to claim 2 or 3. The storage portion can change the inclination angle of the central axis of the rim portion together with the rim portion,
A tilt control unit that controls the tilt angle according to a driving support state that is being executed in the vehicle;
The vehicle steering member according to any one of claims 1 to 4. The table forms the table surface along a direction perpendicular to the central axis of the rim portion,
The inclination control unit controls the inclination angle so that the central axis approaches the vehicle vertical direction when the degree of driving assistance being performed in the vehicle increases.
The vehicle steering member according to claim 5. A table control unit for changing the area of the table surface according to the state of driving support being executed in the vehicle;
The vehicle steering member according to claim 1. The table control unit widens the area of the table surface when the degree of driving assistance being executed in the vehicle increases.
The steering member for a vehicle according to claim 7. A touch panel is provided on the table surface,
The vehicle steering member according to any one of claims 1 to 8. The touch panel displays an image displayed by a display device in a vehicle.
The vehicle steering member according to claim 9. A keyboard is provided on the table surface,
The vehicle steering member according to any one of claims 1 to 9. The keyboard is formed by a touch sensor provided on the table surface.
The vehicle steering member according to claim 11.

Images