JP2022022717A - Steering device - Google Patents

Abstract

To provide a steering device which can make a steering wheel in an easy-to-hold state and which can precisely transmit information when vibration for the information transmission is given.SOLUTION: A steering device 1 includes: a steering member 2; a steering angle detecting unit 23 that detects a steering angle which is the rotation angle of the steering member; an actuator 18 that applies vibration to the steering member; and a control unit 202 that controls the actuator. The control unit calculates gravity torque acting on the steering member by the gravity acting on the gravity center of the steering member on the basis of the steering angle, and controls the actuator in such a way that the ratio of the vibration component in the opposite direction to the gravity torque becomes greater than the ratio of the vibration component in the same direction as the gravity torque.SELECTED DRAWING: Figure 3

Description

The present invention relates to a steering device.

As the development of driving assistance technology progresses, the importance of information transmission technology from the vehicle to the driver is increasing. As information transmission from the vehicle to the driver, information transmission using human senses such as hearing, sight, and touch can be mentioned. In the future, it is expected that the development of information transmission technology using the tactile sensation, which has the fastest reaction speed among these sensations, will be important.
For example, Patent Document 1 discloses an electric power steering device having a function of vibrating a steering wheel when the driver deviates from the lane in order to warn the driver of the deviation from the lane. In this type of conventional technology, the motor torque command value is calculated by adding the vibration command value to the assist torque command value when the vehicle deviates from the lane, and the electric motor (assist motor) is driven and controlled based on the motor torque command value. Will be done.

Japanese Unexamined Patent Publication No. 2017-65587

When the steering wheel is rotated from the neutral position, the position of the center of gravity of the steering wheel moves with the rotation of the steering wheel, which may cause unintended steering. If vibration is applied for information transmission in such a state, further unintended disturbance will be input, which may make it difficult to keep the steering wheel steered.
An object of the present invention is to provide a steering device capable of preventing the position of the center of gravity of the handle from moving with the rotation of the handle and causing unintended steering by using the vibration applied for information transmission. Is.

One embodiment of the present invention controls a steering member, a steering angle detecting unit that detects a steering angle that is a rotation angle of the steering member, an actuator for applying vibration to the steering member, and the actuator. Based on the steering angle, the control unit calculates the gravity torque acting on the steering member by the gravity acting on the center of gravity of the steering member, and the vibration component in the direction opposite to the gravity torque is calculated. Provided is a steering device that controls the actuator so that the ratio is larger than the ratio of the vibration component in the same direction as the gravity torque.

In this configuration, the position of the center of gravity of the steering wheel moves with the rotation of the steering wheel by reducing the gravitational torque due to the vibration applied for information transmission, and it is possible to prevent unintended steering from occurring.
In one embodiment of the present invention, the control unit changes the offset amount of the vibration waveform as a vibration torque command according to the gravity torque, so that the ratio of the vibration component in the direction opposite to the gravity torque is the gravity. The actuator is controlled so as to be larger than the ratio of the vibration component in the same direction as the torque.

In one embodiment of the present invention, the control unit changes the Duty ratio of the square wave as a vibration torque command according to the gravity torque, so that the ratio of the vibration component in the direction opposite to the gravity torque is the gravity. The actuator is controlled so as to be larger than the ratio of the vibration component in the same direction as the torque.

It is a schematic diagram which shows the schematic structure of the electric power steering apparatus to which the steering apparatus which concerns on one Embodiment of this invention is applied. FIG. 2A is a plan view showing a handle in a neutral position, and FIG. 2B is a plan view showing a handle when rotated by a predetermined angle from the neutral position. It is a block diagram for demonstrating the electric structure of the motor control ECU. It is a graph which shows the setting example of the assist current command value _{Ia, cmd} with respect to the torsion bar torque T _tb . It is a block diagram which shows the structure of the vibration waveform generation part. FIG. 6A is a time chart showing an example of the gravity torque _Tr calculated by the gravity torque calculation unit, and FIG. 6B shows the addition of FIG. 5 when the gravity torque _Tr is a value as shown in FIG. 6A. It is a time chart showing the vibration waveform output from the unit, and FIG. 6C shows the vibration waveform output from the rectangular wave generation unit of FIG. 7 when the gravitational torque _Tr is a value as shown in FIG. 6A. It is a time chart which shows. It is a block diagram which shows the modification of the vibration waveform generation part.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
As shown in FIG. 1, the electric power steering device (EPS) 1 rolls a steering wheel 2 as a steering member for steering a vehicle and a steering wheel 3 in conjunction with the rotation of the steering wheel 2. It is provided with a steering mechanism 4 for steering and a steering assist mechanism 5 for assisting the steering of the driver. The steering wheel 2 and the steering mechanism 4 are mechanically connected via a steering shaft 6 and an intermediate shaft 7.

As shown in FIG. 2A, the steering wheel 2 includes an annular rim portion 31, a three-spoke portion 32, and a connecting portion 33 connected to the steering shaft. The connecting portion 33 is arranged near the central portion of the space surrounded by the rim portion 31. The spoke portion 32 includes a left spoke portion 32, a right spoke portion 32, and a lower spoke portion 32.
The left end of the left spoke portion 32 is connected to the central portion of the left side portion of the rim portion 31, and the right end of the left spoke portion 32 is connected to the connecting portion 33. The right end of the right spoke portion 32 is connected to the central portion of the right side portion of the rim portion 31, and the left end of the right spoke portion 32 is connected to the connecting portion 33.
The lower end of the lower spoke portion 32 is connected to the lower central portion of the rim portion 31, and the upper end of the lower spoke portion 32 is connected to the connecting portion 33.

In the following, the _{XhYh coordinate} system that rotates with the rotation of the handle 2 will be referred to as a handle coordinate system. The _Xh axis is a straight line passing through the position G of the center of gravity of the handle 2 and the center of rotation C in the rotation plane of the handle 2. The Y _h axis is a straight line that passes through the center of rotation C and is orthogonal to the X _h axis.
Further, the _{XvYv coordinate} system that does not rotate with the rotation of the handle 2 is referred to as a vehicle coordinate system. The _Xv axis is a straight line passing through the center of gravity position G and the center of rotation C in the rotation plane of the handle 2 when the handle 2 is in the neutral position. The _Yv axis is a straight line that passes through the center of rotation C and is orthogonal to the _Xv axis. The origin of the steering wheel coordinate system and the vehicle coordinate system is the rotation center C.

As shown in FIG. 2A, when the steering wheel 2 is in the neutral position, the X _h axis and the Y _h axis of the steering wheel coordinate system coincide with the X _v axis and the Y _v axis of the vehicle coordinate system, respectively. As shown in FIG. 2B, when the steering wheel 2 is rotated, the steering wheel coordinate system rotates, but the vehicle coordinate system does not rotate. In this embodiment, the steering angle θ _d , which is the angle of rotation of the handle, is the counterclockwise angle from the + X _v axis (the portion above the origin C in the X _v axis) of the vehicle coordinate system to the X _h axis of the handle coordinate system. Become.

Returning to FIG. 1, the steering shaft 6 includes an input shaft 8 connected to the handle 2 and an output shaft 9 connected to the intermediate shaft 7. The input shaft 8 and the output shaft 9 are rotatably connected to each other via a torsion bar 10.
A steering angle sensor 23 for detecting the steering angle θ _d is arranged around the input shaft 8. The steering angle sensor 23 is an example of the "steering angle detection unit" of the present invention.

A torque sensor 12 is arranged in the vicinity of the torsion bar 10. The torque sensor 12 detects the torsion bar torque (steering torque) T _tb applied to the handle 2 based on the relative rotational displacement amounts of the input shaft 8 and the output shaft 9. In this embodiment, in the torsion bar torque T _tb detected by the torque sensor 12, for example, the torque for steering to the left is detected as a positive value, and the torque for steering to the right is negative. It is detected as a value, and it is assumed that the larger the absolute value, the larger the magnitude of the torsion bar torque T _tb .

The steering mechanism 4 includes a rack and pinion mechanism including a pinion shaft 13 and a rack shaft 14 as a steering shaft. A steering wheel 3 is connected to each end of the rack shaft 14 via a tie rod 15 and a knuckle arm (not shown). The pinion shaft 13 is connected to the intermediate shaft 7. The pinion shaft 13 rotates in conjunction with the steering of the steering wheel 2. A pinion 16 is formed on the pinion shaft 13 (lower end side in FIG. 1). The rack shaft 14 extends linearly along the left-right direction of the vehicle. The rack shaft 14 is formed with a rack 17 that meshes with the pinion 16.

When the handle 2 is steered (rotated), this rotation is transmitted to the pinion shaft 13 via the steering shaft 6 and the intermediate shaft 7. Then, the rotation of the pinion shaft 13 is converted into the axial movement of the rack shaft 14 by the pinion 16 and the rack 17. As a result, the steering wheel 3 is steered.
The steering assist mechanism 5 includes an electric motor 18 for generating a steering assist force (assist torque) and a speed reducer 19 for amplifying the output torque of the electric motor 18 and transmitting it to the steering mechanism 4. The electric motor 18 is an example of the "actuator" of the present invention. The speed reducer 19 includes a worm gear mechanism including a worm gear 20 and a worm wheel 21 that meshes with the worm gear 20. The speed reducer 19 is housed in a gear housing 22 as a transmission mechanism housing. The worm gear 20 is rotationally driven by the electric motor 18. Further, the worm wheel 21 is integrally rotatably connected to the output shaft 9.

When the worm gear 20 is rotationally driven by the electric motor 18, the worm wheel 21 is rotationally driven, motor torque is applied to the steering shaft 6, and the steering shaft 6 (output shaft 9) rotates. Then, the rotation of the steering shaft 6 is transmitted to the pinion shaft 13 via the intermediate shaft 7. The rotation of the pinion shaft 13 is converted into the axial movement of the rack shaft 14. As a result, the steering wheel 3 is steered. That is, by rotationally driving the worm gear 20 by the electric motor 18, steering assistance by the electric motor 18 and steering of the steering wheel 3 become possible.

The vehicle is provided with a higher-level ECU (Electronic Control Unit) 201. The upper ECU 201 outputs vibration generation commands Tv _{and cmd} including vibration information. In this embodiment, the vibration information includes a vibration frequency f, which is the frequency of the vibration to be generated, an amplitude A of the vibration to be generated, and a vibration applying time τ, which is the time length for applying the vibration. The vibration generation commands Tv _{and cmd} generated by the higher-level ECU 201 are given to the motor control ECU 202 via the vehicle-mounted network. The motor control ECU 202 is an example of the "control unit" of the present invention.

The upper ECU 201 determines whether or not the vehicle is likely to deviate from the lane based on, for example, an image captured by a CCD camera that captures the front of the vehicle, and the vehicle is likely to deviate from the lane. When the vehicle is in a state, vibration generation commands _{Tv and cmd} may be output to notify the driver to that effect. Further, the upper ECU 201 determines, for example, whether or not the driver's wakefulness is low based on the image captured by the CCD camera that captures the driver, and when the driver's wakefulness is low, the driver indicates that fact. Vibration generation commands _{Tv and cmd} may be output to notify the user.

The vehicle is provided with a vehicle speed sensor 11 for detecting the vehicle speed V. The steering angle θ _d detected by the steering angle sensor 23, the torsion bar torque T _tb detected by the torque sensor 12, the vehicle speed V detected by the vehicle speed sensor 11, and the vibration generation commands T _{v and cmd} output from the host ECU 201 are. , Is input to the motor control ECU 202. The motor control ECU 202 controls the electric motor 18 based on these input signals. Therefore, in the present embodiment, the vibration generated by the electric motor 18 is transmitted to the steering wheel 2 via the speed reducer 19 and the steering shaft 6.

As shown in FIG. 3, the motor control ECU 202 includes a microcomputer 40 for controlling the electric motor 18, a drive circuit (inverter circuit) 51 controlled by the microcomputer 40, and supplying power to the electric motor 18. It includes a current detection circuit 52 that detects a motor current (actual motor current _Im ) flowing through the electric motor 18.
The microcomputer 40 includes a CPU and a memory (ROM, RAM, non-volatile memory, etc.), and functions as a plurality of functional processing units by executing a predetermined program. The plurality of function processing units include an assist current command value setting unit 41, a vibration current command value calculation unit 42, a current command value addition unit 43, a current deviation calculation unit 44, a PI control unit 45, and PWM control. A part 46 and the like are included.

The assist current command value setting unit 41 sets the assist current command values _{Ia and cmd} based on the torsion bar torque _Ttb detected by the torque sensor 12 and the vehicle speed V detected by the vehicle speed sensor 11. An example of setting the assist current command values I _{a and cmd} for the torsion bar torque T _tb is shown in FIG.
The assist current command values _{Ia and cmd} are set to positive values when the steering assist force for leftward steering should be generated from the electric motor 18, and the steering assist force for rightward steering is generated from the electric motor 18. When it should be, it is a negative value. The assist current command values I _{a and cmd} take a positive value for a positive value of the torsion bar torque T _tb and a negative value for a negative value of the torsion bar torque T _tb . The assist current command values _{Ia and cmd} are set so that the absolute value of the torsion bar torque _Ttb increases as the absolute value increases. Further, the assist current command values _{Ia and cmd} are set so that the larger the vehicle speed V detected by the vehicle speed sensor 11, the smaller the absolute value thereof. As a result, a large steering assist force can be generated when traveling at low speed, and the steering assist force can be reduced when traveling at high speed.

Hereinafter, the vibration command value (vibration waveform) represented as the target value of the torsion bar torque is referred to as "vibration torque command value (vibration waveform) of the torsion bar torque level". On the other hand, the vibration command value expressed as the target value of the motor torque is referred to as "the vibration torque command value of the motor torque level". Further, the vibration command value expressed as the target value of the motor current is referred to as "vibration current command value". The amplitude A included in the vibration information is "vibration amplitude [Nm] of torsion bar torque level".

The vibration current command value calculation unit 42 is based on the vibration generation commands T _{v, cmd} including the vibration information f, A, τ given from the host ECU 201 and the steering angle θ _d detected by the steering angle sensor 23. Calculate the command values _{Iv and cmd} . The vibration current command value calculation unit 42 includes a vibration waveform generation unit (torque command value generation unit) 42A, a torque command value conversion unit 42B, a torque constant division unit 42C, and a table storage unit 42D.

The torque conversion table TA is stored in the table storage unit 42D. In the torque conversion table TA, the relationship between the motor torque command value for the electric motor 18 and the torsion bar torque generated by the motor torque generated from the electric motor 18 based on the motor torque command value is the vibration torque command value of the motor torque level. It is stored as the relationship between and the torque command value of the torsion bar torque level. This relationship may be obtained, for example, based on the reduction ratio of the speed reducer 19.

When the vibration waveform generation unit 42A receives the vibration generation command _{Tv, cmd} , the vibration waveform generation unit 42A generates the vibration torque command value (vibration waveform) _{Tvt, cmd} of the torsion bar torque level. The details of the operation of the vibration waveform generation unit 42A will be described later.
In this embodiment, the torque command value conversion unit 42B uses the torque conversion table TA to set the torsion bar torque level vibration torque command values _{Tvt and cmd} generated by the vibration waveform generation unit 42A to the motor torque level vibration. Convert to torque command values T _{vm and cmd} .

The torque constant dividing unit 42C divides the vibration torque command value T _{vm, cmd} obtained by the torque command value conversion unit 42B by the torque constant K _t of the electric motor 18, so that the vibration current command value I _v of the motor current level is obtained. _{, Cmd} is calculated.
The current command value addition unit 43 adds the vibration current command values I _{v and cmd} calculated by the vibration current command value calculation unit 42 to the assist current command values I _{a and cmd} set by the assist current command value setting unit 41. By doing so, the motor current command values Im and _cmd are calculated. The current deviation calculation unit 44 is a deviation between the motor current command value _{Im, cmd} obtained by the current command value addition unit 43 and the actual motor current Im detected by the current detection circuit 52 (current deviation = _{Im , cmd).} -I _m ) is calculated.

The PI control unit 45 performs a PI calculation on the current deviation calculated by the current deviation calculation unit 44 to set a drive command value for bringing the current _Im flowing through the electric motor 18 closer to the motor current command values _{Im and cmd} . Generate. The PWM control unit 46 generates a PWM control signal having a duty ratio corresponding to the drive command value and supplies it to the drive circuit 51. As a result, the electric power corresponding to the drive command value is supplied to the electric motor 18.

The current deviation calculation unit 44 and the PI control unit 45 constitute a current feedback control means. By the action of this current feedback control means, the motor current _Im flowing through the electric motor 18 is controlled to approach the motor current command values _{Im and cmd} .
Hereinafter, the operation of the vibration waveform generation unit 42A will be described.
As shown in FIG. 5, the vibration waveform generation unit 42A includes a reference amplitude sine wave generation unit 61, a multiplication unit 62, a gravity torque calculation unit 63, an offset amount calculation unit 64, and an addition unit 65. ..

When the reference amplitude sine wave generation unit 61 receives the vibration generation command Tv _{, cmd} including the vibration information f, A, τ from the host ECU 201, the reference amplitude sine wave generation unit 61 has an amplitude of 1 [Nm] and a frequency of the vibration frequency f. A wave is generated for the vibration application time τ.
The multiplication unit 62 multiplies the reference amplitude sine wave generated by the reference amplitude sine wave generation unit 61 by the vibration amplitude A. As a result, a sine wave having an amplitude of A [Nm] and a frequency of f is output from the multiplication unit 62 for a time corresponding to the vibration applying time τ.

The gravity torque calculation unit 63 calculates the gravity torque _Tr acting on the handle 2 by the gravity acting on the center of gravity of the handle 2 based on the following equation (1).
_Tr = -L _GC · _MH · g · sin θ _d … (1)
In the formula (1), _LGC is the distance between the center of rotation C and the position of the center of gravity G, _MH is the mass of the handle 2, and g is the gravitational acceleration, and these values are preset.

The offset amount calculation unit 64 calculates the offset amount F [Nm] so that the ratio of the vibration component in the direction opposite to the gravity torque _Tr is larger than the ratio of the vibration component in the same direction as the gravity torque _Tr . Specifically, when the gravitational torque _Tr is positive, the offset amount calculation unit 64 calculates the offset amount F so that the vibration waveform is offset in the negative direction, and the gravitational torque _Tr is negative. In some cases, the offset amount F is calculated so that the vibration waveform is offset in the positive direction.

In this embodiment, the offset amount calculation unit 64 subtracts the absolute value of the time integral value of the positive component from the absolute value of the time integral value of the negative component of the vibration waveform when the gravity torque _Tr is positive. The offset amount F is calculated so that the value obtained is equal to the time-integrated value of the gravity torque _Tr . On the other hand, when the gravity torque _Tr is negative, the offset amount calculation unit 64 has a value obtained by subtracting the absolute value of the time integrated value of the negative component from the absolute value of the time integrated value of the positive component of the vibration waveform. , The offset amount F is calculated so as to be equal to the time integrated value of the gravity torque _Tr . As a result, vibration that compensates for the gravitational torque _Tr can be applied to the handle 2.

The offset amount calculation unit 64 may set the value obtained by multiplying the gravity torque _Tr by -1 as the offset amount F.
The addition unit 65 adds an offset amount F to the sine wave output from the multiplication unit 62. As a result, the vibration torque command value (vibration waveform) _{Tvt, cmd} of the torsion bar torque level is output from the addition unit 65.

FIG. 6A is a time chart showing an example of the gravity torque _Tr calculated by the gravity torque calculation unit 63. FIG. 6B is a time chart showing a vibration waveform output from the addition unit 65 when the gravitational torque _Tr is a value as shown in FIG. 6A.
FIG. 6A shows a case where the gravitational torque _Tr continues to be 0.5 [Nm] for a certain period for convenience of explanation. Further, for convenience of explanation, it is assumed that the amplitude A is 1 [Nm]. In this case, as shown in FIG. 6B, the vibration waveform is a sine wave having an amplitude A of 1 [Nm] and an offset amount F of −0.5 [Nm].

In the present embodiment, the offset amount of the vibration waveform is changed according to the gravity torque _Tr acting on the handle 2 due to the gravity acting on the center of gravity of the handle 2. Specifically, the offset amount of the vibration waveform is calculated so that the ratio of the vibration component in the direction opposite to the gravity torque _Tr is larger than the ratio of the vibration component in the same direction as the gravity torque _Tr . As a result, the gravity torque _Tr is reduced by the vibration applied for information transmission, so that the position of the center of gravity of the steering wheel moves with the rotation of the steering wheel, and it is possible to prevent unintended steering from occurring.

Next, a modification of the vibration waveform generation unit 42A will be described.
As shown in FIG. 7, the vibration waveform generation unit 42A includes a gravity torque calculation unit 71, a duty ratio calculation unit 72, and a square wave generation unit 73. Since the operation of the gravity torque calculation unit 71 is the same as the operation of the gravity torque calculation unit 63 of FIG. 5, the description thereof will be omitted.
The duty ratio calculation unit 72 periodically becomes positive with time based on the amplitude A, the vibration frequency f and the vibration application time τ given by the upper ECU 201, and the gravity torque _Tr calculated by the gravity torque calculation unit 63. The duty ratio (high period / period) of the square wave whose negative changes is calculated. Specifically, the duty ratio calculation unit 72 calculates the duty ratio D so that the negative period becomes longer than the positive period when the gravity torque _{Tr is positive, and the duty ratio T r is} negative. If, the duty ratio D is calculated so that the positive period is longer than the negative period.

In this embodiment, when the gravity torque _Tr is positive, the Duty ratio calculation unit 72 subtracts the absolute value of the time integral value of the positive component from the absolute value of the time integral value of the negative component of the vibration waveform. The subtraction ratio D is calculated so that the obtained value becomes equal to the time-integrated value of the gravity torque _Tr . On the other hand, when the gravity torque _Tr is negative, the Duty ratio calculation unit 72 subtracts the absolute value of the time integration value of the negative component from the absolute value of the time integration value of the positive component of the vibration waveform. , The subtraction ratio D is calculated so as to be equal to the time integrated value of the gravity torque _Tr . As a result, vibration that compensates (cancels) the gravitational torque _Tr can be applied to the handle 2.

The square wave generation unit 73 generates a square wave having an amplitude of A, a frequency of f, and a duty ratio of D for the vibration application time τ.
FIG. 6A is a time chart showing an example of the gravity torque _Tr calculated by the gravity torque calculation unit 71. FIG. 6C is a time chart showing a vibration waveform output from the rectangular wave generation unit 73 when the gravitational torque _Tr is a value as shown in FIG. 6A.

FIG. 6A shows a case where the gravitational torque _Tr continues to be 0.5 [Nm] for a certain period for convenience of explanation. Further, for convenience of explanation, it is assumed that the amplitude A is 1 [Nm]. In this case, as shown in FIG. 6C, the vibration waveform is a square wave whose positive and negative changes periodically with time, the amplitude is A, the frequency is f, and the duty ratio D is 0.25. It becomes a square wave of.
In this modification, the duty ratio D of a square wave whose positive and negative changes periodically with time is changed according to the gravity torque _Tr acting on the handle 2 due to the gravity acting on the center of gravity of the handle 2. Specifically, the duty ratio D of the square wave is calculated so that the ratio of the vibration component in the direction opposite to the gravity torque _Tr is larger than the ratio of the vibration component in the same direction as the gravity torque _Tr . This makes it easier to hold the handle and enables accurate information transmission. In particular, in this embodiment, as described above, vibration that compensates for the gravitational torque _Tr can be applied to the steering wheel 2, so that it is effective that the gravitational torque _Tr performs steering different from the driver's intention. Can be suppressed.

Although one embodiment of the present invention has been described above, the present invention can also be implemented in other embodiments. For example, in the above-described embodiment, the amplitude A, the frequency f, and the vibration applying time τ are given to the motor control ECU 202 by the upper ECU 201, but these may be preset in the motor control ECU 202. In this case, the upper ECU 201 does not need to give the amplitude A, the frequency f, and the vibration applying time τ to the motor control ECU 202.

In addition, various design changes can be made within the scope of the matters described in the claims.

1 ... Electric power steering device, 2 ... Handle, 11 ... Vehicle speed sensor, 12 ... Torque sensor, 18 ... Electric motor, 23 ... Steering angle sensor, 41 ... Assist current command value setting unit, 42 ... Vibration current command value calculation unit, 42A ... Vibration waveform generation unit, 42B ... Torque conversion unit, 42C ... Torque constant division unit, 61 ... Reference amplitude sinusoidal wave generation unit, 62 ... Multiplying unit, 63, 71 ... Gravity torque calculation unit, 64 ... Offset amount calculation unit, 65 ... Addition unit, 72 ... Duty ratio calculation unit, 73 ... Rectangular wave generation unit, 201 ... Upper ECU, 202 ... Motor control ECU

Claims (3)

Steering member and
A steering angle detection unit that detects a steering angle that is the rotation angle of the steering member, and
An actuator for applying vibration to the steering member and
A control unit for controlling the actuator is provided.
The control unit calculates the gravity torque acting on the steering member by the gravity acting on the center of gravity of the steering member based on the steering angle, and the ratio of the vibration component in the direction opposite to the gravity torque is the gravity torque. A steering device that controls the actuator so as to be larger than the ratio of vibration components in the same direction. The control unit changes the offset amount of the vibration waveform as the vibration torque command according to the gravity torque, so that the ratio of the vibration component in the direction opposite to the gravity torque is the vibration component in the same direction as the gravity torque. The steering device according to claim 1, wherein the actuator is controlled so as to be larger than the ratio. The control unit changes the Duty ratio of the square wave as a vibration torque command according to the gravity torque, so that the ratio of the vibration component in the direction opposite to the gravity torque is the vibration component in the same direction as the gravity torque. The steering device according to claim 1, wherein the actuator is controlled so as to be larger than the ratio.

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