JP2021041824A - Steering operation device - Google Patents

Abstract

To provide a highly practical steer-by-wire vehicular steering system.SOLUTION: A steering operation device 10 including a steering wheel 20 is provided with a left-side stopper 92L and a right-side stopper 92R for abutting a movable body 94 from left and right sides respectively, the movable body 94 linked with the steering wheel, in order to regulate an operation range of the steering wheel; and with a left-side abut position change mechanism 80L and a right-side abut position change mechanism 80R for independently changing abut positions of the left and right sides of the aforementioned stoppers by independently moving the stoppers. Thus, the left-side stopper and right-side stopper make it possible to lock the steering wheel at a discretionary operation position.SELECTED DRAWING: Figure 2

Description

The present invention relates to a steering operating device used in a steer-by-wire type vehicle steering system.

A vehicle steering system that realizes steering of the wheels according to the amount of operation of the steering operating member by the force generated by the actuator without depending on the force applied by the driver to the steering operating member such as the steering wheel, that is, steer-by-wire. In the type of vehicle steering system, a steering operating device having a steering operating member and a wheel steering device for steering the wheels are configured to be electrically connected. Therefore, when the steering operating member is maintained at a specific or arbitrary operating position, in other words, when the operation of the steering operating member is prohibited at the specific or arbitrary operating position, the steering operating member is provided with a lock device. Need to be provided. Regarding this lock device (hereinafter, may be referred to as a "steering lock device"), for example, there is a technique described in the following patent document. The technique prohibits the operation of the steering wheel by gripping the steering shaft that rotates integrally with the steering wheel, that is, locks the steering wheel. With such a steering lock device, it is possible to lock the steering wheel at any position (rotational position, which can also be called an "operation angle") of the steering wheel. It has become.

Japanese Unexamined Patent Publication No. 2004-314833

The steering system for vehicles of the steer-by-wire type (hereinafter, may be simply referred to as "steering-by-wire system") is currently under development, and the structure of the steering operating device, specifically, the steering lock device of the steering operating device. , It is possible to improve the practicality of the steering-by-wire system by improving the control and so on. The present invention has been made in view of such circumstances, and an object of the present invention is to provide a highly practical steering system for a steer-by-wire vehicle.

In order to solve the above problems, the first steering operating device of the present invention is a steering operating device used in a steering system for a steer-by-wire vehicle, and (a) a steering operating member operated by a driver. , (B) A movable body that interlocks with the steering operating member, (c) a left stopper for locking the movable body from one direction and prohibiting the operation of the steering operating member in the left turning direction, and The right stopper for locking the movable body from the side opposite to the one direction to prohibit the operation of the steering operating member in the right turning direction, and (d) the left stopper are moved and the same. The left locking position changing mechanism for changing the left locking position, which is the position where the left stopper locks the movable body, and the position where the right stopper is moved and the right stopper locks the movable body. A right-side locking position changing mechanism for changing the right-side locking position is provided, and by operating the left-side locking position changing mechanism and the right-side locking position changing mechanism, the steering operating member is turned to the left at an arbitrary operating position. It is characterized in that it is possible to prohibit any operation in the right turning direction.

Further, in order to solve the above problems, the second steering operating device of the present invention is a steering operating device used in a steering system for a steer-by-wire type vehicle, and includes a steering operating member operated by the driver. An operation position changing device capable of positioning the steering operating member at an arbitrary operating position, a steering lock device for prohibiting the operation of the steering operating member at an arbitrary operating position, and the operating position changing device and the steering lock device. When the vehicle equipped with the steering system for the vehicle performs automatic driving, the controller controls the operation position changing device to control the steering operating member of the vehicle. It is characterized in that it is positioned at a straight-ahead position, which is an operation position when the steering wheel is straight-ahead, and the steering lock device is controlled to prohibit the operation of the steering operation member at the straight-ahead position.

The left-hand stopper and the right-hand stopper described above usually define the operating range of the steering operating member. According to the first steering operation device of the present invention, by moving the left side stopper and the right side stopper independently, the steering lock can be easily performed at any operation position.

Further, in automatic driving, the operation of the steering operating member is not required, and according to the second steering operating device of the present invention, normal driving, that is, when automatic steering is not performed during automatic driving. Since the steering lock is performed at the straight-ahead position when the vehicle is driven straight in the above-mentioned driving, it is possible to eliminate the discomfort felt by the driver of the vehicle in the automatic driving. In other words, it is possible to reduce the annoyance of the driver in automatic driving.

It is a perspective view which shows the whole structure of the steering system for a vehicle which used the steering operation device of an Example. It is sectional drawing of the steering operation device of an Example. It is a schematic perspective view for demonstrating the operation of the steering lock device provided in the steering operation device of an Example. It is a schematic diagram for demonstrating the movement of the left side stopper and the right side stopper which a steering lock device has. It is a flowchart which shows the steering lock control program which is executed in connection with the steering lock by the steering operation device of an Example.

Hereinafter, as a mode for carrying out the present invention, a steering operating device according to an embodiment of the present invention will be described in detail with reference to the drawings. In addition to the following examples, the present invention can be carried out in various forms with various modifications and improvements based on the knowledge of those skilled in the art.

[A] Overall Configuration of Steering System for Vehicles The steering system for vehicles of the steer-by-wire type (hereinafter, may be simply referred to as “steering system”) in which the steering operating device of the embodiment is used is as shown in FIG. The steering operation device 10 includes a wheel steering device 14 that steers a pair of wheels 12, and a controller 16 that controls the steering system.

The steering operating device 10, which will be described in detail later, is a reaction force motor that rotatably holds the steering wheel 20 as a steering operating member, holds the steering column 22 in the vehicle body, and applies an operating reaction force to the steering wheel 20. 24 and an operation position sensor 26 for detecting an operation position based on the straight-ahead position of the steering wheel 20 are included. By the way, the straight-ahead position is an operation position when the vehicle goes straight in normal driving, and if the state in which the steering wheel 20 is located in the straight-ahead position is a neutral state, the operation position is the neutral state in this steering system. The angle of operation of the steering wheel 20 from the state to the left and right, that is, the operation angle. Therefore, in order to facilitate understanding, the operation position will be referred to as an operation angle, and the operation position sensor 26 will be referred to as an operation angle sensor 26, respectively.

The wheel steering device 14 holds a pair of steering knuckles 30 and a steering rod 32 that are rotatably held by left and right suspension arms (not shown) to rotatably hold a pair of wheels 12. It is configured to include a steering actuator 34 that moves the steering rod 32 to the left and right. Both ends of the steering rod 32 are connected to a knuckle arm 38 extending from a pair of steering knuckles 30 via a link rod 36, respectively.

The steering actuator 34 has a housing 40 that holds the steering rod 32, and a thread groove is formed in the steering rod 32 in the housing 40. Inside the housing 40, a nut that holds the bearing ball and meshes with the thread groove of the steering rod 32 is rotatably held. That is, the steering actuator 34 has a ball screw mechanism composed of a steering rod 32 and a nut. A steering motor 42 is attached to the housing 40, and the steering motor 42 rotates a nut via a transmission belt 44. The steering actuator 34 steers the wheels 12 by an angle corresponding to the amount of rotation of the nut, that is, the amount of rotation of the steering motor 42. The steering angle of the wheels 12 is proportional to the amount of movement of the steering rod 32 to the left and right, and the steering actuator 34 is subjected to the amount of movement of the steering rod 32 corresponding to the steering angle of the wheels 12. As the steering amount, a steering amount sensor 46 that detects via a rack and pinion mechanism is provided.

The controller 16 includes a computer composed of a CPU, a ROM, a RAM, and the like, a reaction force motor 24 which is a brushless DC motor, and an inverter which is a driver of a steering motor 42. The steering system is controlled by the computer of the controller 16 executing a predetermined program. To briefly explain the normal control in which automatic operation or the like is not performed, that is, the basic control, in the basic control, the controller 16 is based on the operation angle of the steering wheel 20 detected by the operation angle sensor 26. The rotation amount of the steering motor 42 of the steering actuator 34 is controlled so that the steering amount detected by the steering amount sensor 46 becomes the target steering amount determined according to the operation angle thereof. Further, the controller 16 controls the reaction force motor 24 of the steering operation device 10 so as to apply the operation reaction force in the direction of returning to the neutral state to the steering wheel 20 in a magnitude corresponding to the detected operation angle. To do.

[B] Basic structure of the steering operating device Explaining with reference to FIG. 2, in the steering operating device 10, the steering wheel 20 is arranged on the rear side of the vehicle of the steering column 22 in the axial direction in which the axis L extends. A reaction force motor 24 is attached to the front end of the vehicle. The steering column 22 rotates around the tubular casing (hereinafter, may be referred to as “casing cylinder”) 50 and the casing cylinder 50 in a posture in which the axis L coincides with its own axis inside the casing cylinder 50. It is configured to include a steering shaft 52 that is held in a casing.

The steering shaft 52 includes a rear shaft 54, a front shaft 56, and a torsion bar 58 that connects the rear shaft 54 and the front shaft 56. The rear shaft 54 is rotatably held in the casing cylinder 50 by a pair of radial bearings 60, and the front shaft 56 is rotatably held by a pair of radial bearings 62. The rear shaft 54 has a bottomed hole 64 that opens at the front end and extends in the axial direction, and the front portion has a tubular shape. The torsion bar 58 is embedded in the bottom hole 64 in a posture extending in the axial direction, the rear end portion of the torsion bar 58 is the bottom portion of the bottom hole 64, and the front end portion is the front shaft. It is fitted to the rear end of 56 by serration fitting, respectively.

The steering wheel 20 is fixedly attached to the rear end of the rear shaft 54. When the driver rotates the steering wheel 20, the steering shaft 52 also rotates integrally with the steering wheel 20. The reaction force motor 24 is fixedly held at the front end of the casing cylinder 50 in a state where the motor shaft 66 is fitted into the front end of the front shaft 56 by serration fitting.

When a current is supplied to the reaction force motor 24, the reaction force motor 24 gives a rotational force (rotational torque) to the steering shaft 52 as a motor force. That is, a motor force having a magnitude corresponding to the supplied current is applied to the steering shaft 52. If the driver rotates the steering wheel 20 while applying a rotational force (rotational torque) larger than the motor force as an operating force, the steering shaft 20 applies the motor force to a reaction force to the operation of the steering wheel 20, that is, It rotates while receiving it as an operation reaction force. On the other hand, when the motor force exceeds the operating force, the steering shaft 52, that is, the steering wheel 20 rotates against the operating force, and more specifically, the steering wheel 20 is not provided with the operating force. Also in this case, the steering wheel 20 is rotated by the motor force. That is, the motor force of the reaction force motor 24 functions not only as an operation reaction force but also as a force for positively rotating the steering wheel 20, in other words, a force for changing the operation angle (operation position) of the steering wheel 20. To do.

When the operating force and the motor force oppose each other, they are actually balanced at the steering shaft 52. Therefore, if the balanced force is considered as the operating force, the torsion bar 58 is twisted and deformed by an amount corresponding to the magnitude of the operating force. The steering operating device 10 is provided with a detector 68 for detecting the amount of twist at the front end of the bottomed hole 64 of the rear shaft 54. That is, the steering operation device 10 is mainly composed of the detector 68, and has an operation force sensor 70 for detecting the operation force applied to the steering wheel 20.

Further, the operation angle sensor 26 is attached to the rear end portion of the casing cylinder 50. The operation angle sensor 26 includes a flange 72 as a detector that rotates integrally with the rear shaft 54, and a donut-shaped detector 74 that detects the rotation angle of the flange 72.

The steering operating device 10 has two operating end defining mechanisms 80 for defining the operating range of the steering wheel 20, specifically, a left end defining mechanism 80L for defining the left end which is an operating end in the left turning direction. , And a right end defining mechanism 80R for defining the right end, which is the operating end in the right turning direction.

The left end regulating mechanism 80L and the right end regulating mechanism 80R have worm wheels 84L and 84R rotatably supported by the front shaft 56 of the steering shaft 52 via the bearing needle 82, respectively. The worm wheels 84L and 84R are arranged so as to be separated from each other in the axial direction, and are held in the casing cylinder 50 so as not to be movable in the axial direction via the thrust bearing 86. The left end regulation mechanism 80L and the right end regulation mechanism 80R are worms 88L and 88R that mesh with the worm wheels 84L and 84R, respectively, and an electric motor that rotates the worms 88L and 88R (hereinafter, may be referred to as "end change motor"). Yes) It has 90L and 90R.

The worm wheels 84L and 84R are fixedly provided with a flake-shaped stopper 92, specifically, a left-side stopper 92L and a right-side stopper 92R, on surfaces facing each other. On the other hand, the locked ring 94 is fixedly fitted to the front shaft 56 at a position between the worm wheels 84L and 84R, and the locked ring 94 is fixedly fitted at one position in the circumferential direction. , Each of which is provided with convex portions 96L and 96R protruding forward and backward. When the steering wheel 20 is operated in the left turning direction and the convex portion 96L comes into contact with the left stopper 92L, the operation of the steering wheel 20 beyond the left end is prohibited. Similarly, when the steering wheel 20 is operated in the right turning direction and the convex portion 96R abuts on the right stopper 92R, the operation of the steering wheel 20 beyond the right end is prohibited. By the way, even if the convex portions 96L and 96R abut on the left side stopper 92L and the right side stopper 92R, respectively, in other words, even when the convex portions 96L and 96R are locked by the left side stopper 92L and the right side stopper 92R, respectively. , The left side stopper 92L and the right side stopper 92R do not move due to the reverse efficiency of the worm wheels 84L and 84R and the worms 88L and 88R.

In other words, the locked ring 94 functions as a movable body that interlocks with the steering wheel 20, and the left stopper 92L moves the locked locked ring 94, which is a movable body, from one direction on the convex portion 96L. The steering wheel 20 is locked to operate the steering wheel 20 in the left turning direction, and the right stopper 92R locks the locked ring 94, which is a movable body, on the convex portion 96R from the side opposite to the above one direction for steering. The operation of the wheel 20 in the right turning direction is prohibited.

Then, by operating the end change motors 90L and 90R, the positions of the left side stopper 92L and the right side stopper 92R can be changed by rotating the worm wheels 84L and 84R around the axis L, respectively. In other words, the steering operating device 10 changes the left locking position, which is the locking position of the convex portion 96L by the left stopper 92L, and the right locking position, which is the locking position of the convex portion 96R by the right stopper 92R. By doing so, it is possible to change the left end and the right end in the operation of the steering wheel 20 and change the operation range of the steering wheel 20.

In other words, the left locking position changing mechanism that includes the worm wheel 84L, worm 88L, and end change motor 90L and moves the left stopper 92L to change the left locking position is the worm wheel 84R, worm 88R. A right-side locking position changing mechanism that moves the right-side stopper 92R to change the right-side locking position, including the end-changing motor 90R, is configured.

Explaining with reference to FIG. 3, which is a perspective view schematically showing the left end regulating mechanism 80L and the right end regulating mechanism 80R, FIG. 3A shows the steering wheel 20 in the straight-ahead position (when the vehicle is driven straight). (It is the operation position of the above and can also be called the neutral position), and neither of the convex portions 96L and 96R of the locked ring 94 is locked by the left stopper 92L and the right stopper 92R. Is shown. On the other hand, FIG. 3B shows a state in which the right side stopper 92R is moved and the convex portion 96R is locked by the right side stopper 92R, that is, a state in which the steering wheel 20 is positioned at the right end in the operating range. Is shown.

Further, if the left end defining mechanism 80L and the right end defining mechanism 80R are described with reference to FIG. 4, which schematically shows the right end defining mechanism 80R from the viewpoint in the axial direction, the left stopper 92L and the right stopper 92R are respectively shown in FIG. If it is located at the position shown in (a), the operating range OR of the steering wheel 20 defined by the left end EL and the right end ER is about 360 °. On the other hand, if the left stopper 92L and the right stopper 92R are located at the positions shown in FIG. 4B, respectively, the operating range of the steering wheel 20 defined by the left end EL and the right end ER is defined. The OR is about 255 °. For example, as the traveling speed of the vehicle increases, the state shown in FIG. 4A can be gradually shifted to the state shown in FIG. 4B in order to reduce the operating range.

[C] Steering lock device The steering operation device 10 is provided with a steering lock device 100 using the left end regulation mechanism 80L and the right end regulation mechanism 80R. In other words, the steering operation device 10 changes the operation position of the steering lock device 100, that is, the steering wheel 20, which is configured to include the left end regulation mechanism 80L and the right end regulation mechanism 80R, in the left turn direction and the right turn. A device is provided that prohibits both directions. More specifically, when the steering wheel 20 is located at a certain operating position, the left stopper 92L and the right stopper 92R sandwich the convex portion 96L and the convex portion 96R from opposite directions, thereby locking the convex portion 96L and the convex portion 96R, respectively. At that position, the operation of the steering wheel 20 is prohibited in both the left turning direction and the right turning direction. That is, the steering lock device 100 can lock the steering wheel 20 at an arbitrary operation position by changing the left locking position and the right locking position independently of each other.

More specifically, with reference to FIGS. 3 and 4, FIGS. 3 (c) and 4 (c) show a state in which the operation of the steering wheel 20 is prohibited at the straight-ahead position, and FIG. (D) shows a state in which the operation of the steering wheel 20 is prohibited at a position where the steering wheel 20 is operated to some extent in the left turning direction.

[D] Control related to steering lock The operation of the end change motors 90L and 90R of the left end regulation mechanism 80L and the right end regulation mechanism 80R is also controlled by the controller 16. The end change motors 90L and 90R are brushless DC motors, and the controller 16 has an inverter as a driver for the end change motors 90L and 90R. The controller 16 constantly monitors the rotation angles of the end change motors 90L and 90R, and grasps the left locking position and the right locking position by the left stopper 92L and the right stopper 92R at the present time. Incidentally, in the traveling of a normal vehicle, the left locking position and the right locking position are the positions shown in FIG. 4A (hereinafter, may be referred to as "normal traveling position").

When the vehicle is stopped and the ignition switch (hereinafter, may be referred to as "IG / SW") is turned off, the above is the operating position at that time (hereinafter, may be referred to as "stopped position"). The steering wheel 20 is locked by the steering lock device 100. Specifically, when the IG / SW is turned off, the reaction force motor 24 keeps the steering wheel 20 in the stopped position, and the end change motor 90L is based on the operation angle detected by, for example, the operation angle sensor 26. , 90R are controlled, and the left side stopper 92L and the right side stopper 92R are moved to the left side locking position and the right side locking position corresponding to the stopped position, respectively.

By locking the steering wheel 20 at the stopped position when the IG / SW is turned off, in this steer-by-wire type steering system, the steering position of the wheel 12 by the wheel steering device 14 and the steering operation device 10 The deviation of the steering wheel 20 from the operating angle (operating position) is prevented. Further, since the steering wheel 20 is locked, when the driver gets on and off the vehicle, it is possible to get on and off with the steering wheel 20 by hand, that is, to get on and off with the steering wheel 20 as a body support. It becomes.

On the other hand, when the vehicle is automatically driven, the steering wheel 20 is locked in the straight-ahead position. More specifically, when the steering wheel 20 is not located in the straight-ahead position triggered by the start of automatic driving, the steering wheel is based on the operation angle detected by the reaction force motor 24, for example, the operation angle sensor 26. After moving 20 to the straight-ahead position, the end change motors 90L and 90R are controlled to move the left-side stopper 92L and the right-side stopper 92R to the left-side locking position and the right-side locking position corresponding to the straight-ahead position, respectively.

In automatic driving, the wheels 12 are automatically steered regardless of the operation of the steering wheel 20. Even if automatic steering is performed in automatic driving, by locking the steering wheel 20 in a straight-ahead position, it is possible to eliminate the discomfort felt by the driver in automatic driving. In other words, it is possible to reduce the annoyance of the driver in automatic driving.

If the driver applies a certain amount of operating force to the steering wheel 20 during automatic driving, the automatic driving is canceled, in other words, the steering wheel 20 can be operated by the driver. The left stopper 92L and the right stopper 92R are retracted to the normal traveling position. Incidentally, the operating force applied by the driver to the steering wheel 20 can be detected by the operating force sensor 70.

Here, the function of the reaction force motor 24 will be described. In addition to the function of applying the above-mentioned operation reaction force to the steering wheel 20, the reaction force motor 24 positively rotates and moves the steering wheel 20 to the operation position. It also has a function to change. That is, it is considered that the steering operation device 10 is a device including the reaction force motor 24 and includes an operation position changing device capable of positioning the steering wheel 20 at an arbitrary operation position. Can be done.

The control related to the steering lock is performed by the computer of the controller 16 repeatedly executing the steering lock control program shown in the flowchart in FIG. 5 at a short time pitch from the time when the IG / SW is turned on. The processing according to the program will be briefly described below.

First, in step 1 (hereinafter, abbreviated as “S1”; the same applies to the other steps), it is determined whether or not the automatic operation flag FA is “1”. This automatic driving flag FA is a flag that is set to "1" when automatic driving is being performed in the vehicle, and is set to "0" when the initial value and automatic driving are not being performed.

When the automatic operation flag FA is not "1" in S1, it is determined in S2 whether or not IG / SW is turned ON in the execution of the program this time. When it is determined that the IG / SW is turned on this time, the left stopper 92L and the right stopper 92R are respectively retracted to the normal traveling position in S3. If it is determined in S2 that the IG / SW is not turned on this time, the processing in S3 is skipped.

In the following S4, it is determined whether or not the automatic operation has been started this time. When the automatic operation is started, the automatic operation flag FA is set to "1" in S5. In the following S6, the reaction force motor 24 is operated to position the steering wheel 20 in the straight-ahead position, and in S7, the left stopper 92L and the right-side stopper 92R are set to the straight-ahead position in order to lock the steering wheel 20 in the straight-ahead position. Advance to the corresponding position. Incidentally, in S4, when it is determined that the automatic operation has not been started this time, the processes of S5 to S7 are skipped.

After the processing of S7, or when it is determined in S1 that the automatic operation flag FA is "1", the operating force (operating torque) Tq detected by the operating force sensor 70 in S8 is the set value. It is determined whether or not Tq0 is exceeded. When the operating force Tq exceeds the set value Tq0, in S9, the left stopper 92L and the right stopper 92R are in the normal traveling position so as to enable the normal operation of the steering wheel 20 with the cancellation of the automatic operation. In S10, the automatic operation flag FA is reset to "0". If it is determined in S8 that the operating force Tq is equal to or less than the set value Tq0, the processes of S9 and S10 are skipped.

After the dynamic operation flag FA is reset to "0" in S10, or when it is determined in S4 that the automatic operation has not been started this time, it is determined in S11 whether or not the IG / SW is turned off this time. Will be done. When the IG / SW is turned off this time, in S12, the reaction force motor 24 is operated to maintain the steering wheel 20 at the current position when the vehicle is stopped. After that, in S13, the left stopper 92L and the right stopper 92R are moved in order to lock the steering wheel 20 at the stopped position. If it is determined in S11 that the IG / SW is not turned off this time, the processes of S12 and S13 are skipped. The above is the process by executing the steering lock control program once.

[E] Modification example In the steering operation device 10 of the above embodiment, when the steering wheel 20 is locked, the operation position of the steering wheel 20 is changed by operating the reaction force motor 24. Instead of such a change in the operation position, the operation position of the steering wheel 20 may be changed by operating the end change motor 90L or 90R and moving the left side stopper 92L or the right side stopper 92R. When such a change of the operation position is adopted, the steering lock device 100 itself, that is, the left end regulation mechanism 80L and the right end regulation mechanism 80R function as an operation position change device for positioning the steering wheel 20 at an arbitrary operation position. Will be done.

In the steering device 10 of the above embodiment, the steering lock device 100 is provided on the steering shaft 52 at a position opposite to the steering wheel 20 of the torsion bar 58, that is, on the front shaft 56. Instead of such a configuration, a similar steering lock device may be provided on the steering shaft 52 at a location on the steering wheel 20 side of the torsion bar 58, that is, on the rear shaft 54. When such a configuration is adopted, a cushioning member such as rubber is arranged between the convex portion of the locked ring and the left side stopper and the right side stopper in order to soften the impact at the time of contact between them. Is desirable. Further, during the steering lock, the magnitude of the operating force applied to the steering wheel 20 is determined by detecting the change in the operating angle of the steering wheel 20 accompanied by such deformation of the cushioning member by the operating angle sensor 26. It is also possible to cancel the automatic operation when the operating force exceeds the set value.

10: Steering operation device 12: Wheel 14: Wheel steering device 16: Controller 20: Steering wheel [Steering operation member] 22: Steering column 24: Reaction force motor [Operation position change device] 26: Operation position sensor (operation angle sensor) ) 50: Casing (casing cylinder) 52: Steering shaft 54: Rear shaft 56: Front shaft 58: Torsion bar 70: Operating force sensor 80: Operating end regulation mechanism 80L: Left end regulation mechanism 80R: Right end regulation mechanism 84R , 84L: Warm wheel 88L, 88R: Warm 90L, 90R: End change motor 92L: Left side stopper 92R: Right side stopper 94: Locked ring [movable body] 96L, 96R: Convex part 100: Steering lock device EL: Left side end ER: Right end OP: Operating range

Claims (2)

A steering operating device used in a steer-by-wire type vehicle steering system.
Steering operating members operated by the driver,
A movable body that works with the steering operating member,
A left stopper for locking the movable body from one direction to prohibit operation of the steering operating member in the left turning direction, and locking the movable body from the side opposite to the one direction. Then, the right stopper for prohibiting the operation of the steering operating member in the right turning direction, and
A left locking position changing mechanism that moves the left stopper to change the left locking position where the left stopper locks the movable body, and a left locking position changing mechanism that moves the right stopper to move the right stopper. It is equipped with a right-side locking position change mechanism that changes the right-side locking position, which is the position where the body is locked.
By operating the left locking position changing mechanism and the right locking position changing mechanism, it is possible to prohibit any operation of the steering operating member in either the left turning direction or the right turning direction at an arbitrary operation position. Operating device. A steering operating device used in a steer-by-wire type vehicle steering system.
A steering operating member operated by the driver, an operating position changing device capable of positioning the steering operating member at an arbitrary operating position, and a steering lock device prohibiting the operation of the steering operating member at an arbitrary operating position. And a controller that controls the operation position change device and the steering lock device.
The controller
When a vehicle equipped with the steering system for a vehicle automatically drives, the operation position changing device is controlled to position the steering operation member at a straight-ahead position which is an operation position when the vehicle is made to go straight. A steering operation device configured to control the steering lock device and prohibit the operation of the steering operation member at a straight-ahead position thereof.

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