JP5805255B1 - Vehicle steering system - Google Patents

Abstract

Provided is a steer-by-wire system at a low cost that does not cause a loss of control while suppressing a decrease in control performance even when a communication abnormality occurs. Communication abnormality detection means for monitoring a reaction abnormality via a main communication path and a communication abnormality via a sub-communication path in each of a reaction force controller and a steering controller. 25, when the communication abnormality detection means of one of the reaction force controller 5 and the steering controller 8 detects an abnormality in communication via the main communication path, the state of the vehicle communicated to the other controller The amount is relayed by the other controller and communicated to one controller via the sub-communication path, and both the reaction force controller 5 and the turning controller 8 operate normally. [Selection] Figure 1

Description

  The present invention relates to a vehicle steering control device including a steer-by-wire type steering device.

  In recent years, a so-called steer-by-wire (hereinafter abbreviated as “SBW”) type steering device in which the tire and the handle are mechanically separated has not been transmitted between the handle and the tire without transmitting uncomfortable components such as vibration to the driver. Since the gear ratio can be made variable, there is an increasing interest as a technology that replaces a conventional electric power steering (hereinafter abbreviated as “EPS”) type steering device. This SBW-type steering device applies a force in a direction opposite to the direction in which the steering wheel is turned depending on the steering actuator that steers the tire according to the operation amount of the steering wheel or the angle of the steering wheel or the state of the tire. It is a device provided with a reaction force actuator.

However, since the SBW-type steering device is not mechanically connected to the tire and the steering wheel, there is a possibility that the vehicle may become unsteerable in the event of an emergency due to a disconnection of the device or a malfunction of the electric system in which power is not supplied to the actuator. is there. For this reason, a steer-by-wire type steering device provided with a backup clutch that mechanically connects the tire and the steering wheel in the event of an emergency has become the mainstream.
In order to reliably connect the backup clutch in the event of a failure of the SBW type vehicle steering system, a plurality of redundant controllers and motors are connected by a main communication path and a sub communication path having a lower information transfer amount than the main communication path. A technique for improving reliability in an emergency is described in Patent Document 1.

JP 2008-230588 A

  However, in the SBW type vehicle steering apparatus, making the controller and the actuator redundant for improving safety raises the cost of the entire steering apparatus. In addition, connecting a backup clutch and shifting to EPS control when a minor failure occurs impairs the vehicle's controllability and control performance. Furthermore, despite having an emergency communication path, it is used only for backup clutch connection commands and abnormality detection between the main control device and the sub control device, and the communication path cannot be effectively used. was there.

  The present invention has been made in view of the above-described circumstances, and a steer-by-wire vehicle steering apparatus that does not become uncontrollable while suppressing a decrease in control performance even when a communication abnormality occurs is provided at low cost. It is intended to provide.

A vehicle steering apparatus according to the present invention includes a reaction force controller that controls a reaction force actuator so as to apply a steering reaction force to the handle according to the operation of the handle, and a wheel that controls a turning actuator so as to steer a tire. A rudder controller, a main communication path for communicating a vehicle state quantity to the reaction force controller and the steering controller, and a state quantity of the vehicle between the reaction force controller and the steering controller For a steer-by-wire type vehicle that mechanically connects or disconnects a force applied between the steering wheel and the tire via a backup clutch based on a command from the reaction force controller or the steering controller. A steering device,
Each of the reaction force controller and the steering controller is provided with a communication abnormality detecting means for monitoring a communication abnormality via the main communication path and a communication abnormality via the sub communication path,
When the communication abnormality detection means of one of the reaction force controller and the steering controller detects an abnormality in communication via the main communication path, the state quantity of the vehicle communicated to the other controller is Relayed by the other controller and communicated to the one controller via the sub-communication path,
At least one of communication via the main communication path of the reaction force controller and communication via the sub communication path is normal, and communication via the main communication path of the steering controller and the sub communication path When at least one of the communication via the communication is normal, the backup clutch receives a cutting command for mechanically cutting the force applied between the handle and the tire .

The vehicle steering apparatus according to the present invention includes a reaction force actuator controlled by a reaction force controller to apply a steering reaction force to the handle according to an operation of the handle, and a steering controller to steer a tire. Steering actuator to be controlled, main communication path for communicating vehicle state quantity to the reaction force controller and the steering controller, and state quantity of the vehicle between the reaction force controller and the steering controller Steer-by-wire that includes a sub-communication path for communicating, and mechanically connects or disconnects a force applied between the handle and the tire via a backup clutch based on a command from the reaction force controller or the steering controller Vehicle steering device of the type,
Each of the reaction force controller and the steering controller is provided with a communication abnormality detecting means for monitoring a communication abnormality via the main communication path and a communication abnormality via the sub communication path,
When the communication abnormality detection means of one of the reaction force controller and the steering controller detects an abnormality in communication via the main communication path, the state quantity of the vehicle communicated to the other controller is Relayed by the other controller and communicated to the one controller via the sub-communication path,
At least one of communication via the main communication path of the reaction force controller and communication via the sub communication path is normal, and communication via the main communication path of the steering controller and the sub communication path When at least one of the communication via the communication is normal, the backup clutch receives a cutting command for mechanically cutting the force applied between the handle and the tire .

  According to the present invention, the reaction force controller and the steering controller are each provided with communication abnormality detection means for monitoring a communication abnormality via the main communication path and a communication abnormality via the sub communication path, and the reaction force controller And when the communication abnormality detecting means of one of the steering controllers detects an abnormality in communication via the main communication path, the state quantity of the vehicle communicated to the other controller is Since it is relayed by the controller and communicated to the one controller via the sub-communication path, both the reaction force controller and the steered controller operate normally, so without providing redundant ECUs and actuators, If a communication error occurs in one place, SBW control can be continued without connecting the backup clutch. Can be suppressed because an increase in reduction and cost control performance.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows Embodiment 1 of this invention, and is a general view of an example of the steering device for vehicles. It is a figure which shows Embodiment 1 of this invention, and is a block diagram which shows the structure of an example of a vehicle steering control part. It is a figure which shows Embodiment 1 of this invention, and is a block diagram which shows the structure of an example of a reaction force control part. It is a figure which shows Embodiment 1 of this invention, and is a block diagram which shows the structure of an example of a steering control part. It is a figure which shows Embodiment 1 of this invention, and is a figure which shows an example of an operation state by a table | surface. It is a figure which shows Embodiment 1 of this invention, and is a figure which shows an example of operation | movement of the state determination means of a reaction force controller with a flowchart. It is a figure which shows Embodiment 1 of this invention, and is a figure which shows an example of operation | movement of the state determination means of a turning controller with a flowchart. FIG. 5 is a diagram illustrating the first embodiment of the present invention, and is a block diagram illustrating a configuration example when a communication abnormality is detected in a main communication path of a reaction force controller in a steering control unit. FIG. 5 is a diagram illustrating the first embodiment of the present invention, and is a block diagram illustrating a configuration example when a main communication path abnormality detector of a steering controller detects a communication abnormality in a steering control unit. FIG. 5 is a diagram illustrating the first embodiment of the present invention, and is a block diagram illustrating a configuration example when a main communication path abnormality detector of a reaction force controller and a steering controller detects a communication abnormality in a steering control unit. FIG. 5 is a diagram illustrating the first embodiment of the present invention, and is a block diagram illustrating a configuration example when a communication abnormality is detected by the auxiliary communication path abnormality detector of the reaction force controller and the turning controller in the steering control unit. FIG. 3 is a diagram illustrating the first embodiment of the present invention. In the steering control unit, the main communication path abnormality detector and the auxiliary communication path abnormality detector of the reaction force controller and the auxiliary communication path abnormality detector of the turning controller detect a communication abnormality. It is a block diagram which shows the structural example in the case of having carried out. In the figure which shows Embodiment 1 of this invention, in the steering control part, the sub-channel abnormality detector of the reaction force controller, the main channel abnormality detector and the sub-channel abnormality detector of the turning controller detected an abnormality. It is a block diagram which shows the example of a structure in the case. In the figure which shows Embodiment 1 of this invention, in a steering control part, the example of a structure when the main communication path abnormality detector and sub-communication path abnormality detector of a reaction force controller and a steering controller detect communication abnormality is shown. It is a block diagram. It is a figure which shows Embodiment 1 of this invention, and is a figure which compares and illustrates the effect of a prior art and this invention in a steering control part with a time chart.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described below with reference to FIGS.
FIG. 1 is an overall configuration of a steer-by-wire (hereinafter abbreviated as “SBW”) system for explaining the configuration of a vehicle steering apparatus according to Embodiment 1 of the present invention.

  In FIG. 1, the SBW system includes a handle 1, a handle angle sensor 2, a torque detector 3, a reaction force actuator 4, a reaction force controller 5, a backup clutch 6, a turning actuator 7, a turning controller 8, a tire angle sensor 9, A vehicle speed sensor 10, an external controller 11, a main communication path 12, and a sub communication path 13 are included.

The operator operates the vehicle with the handle 1.
A handle angle sensor 2 connected to the external controller 11 reads the angle of the handle 1 input by the operator.
The torque detector 3 detects the torque applied to the handle 1.
The reaction force actuator 4 applies a steering reaction force according to the operation of the handle 1.

  The reaction force controller 5 is connected to the main communication path 12 and the sub communication path 13 and receives a handle torque, a reaction force current, and a connection state notification signal. These are controlled by outputting an applied voltage to the reaction force actuator 4 and outputting a connection disconnection control command to the backup clutch 6. For example, the connection disconnection control command will be described as a disconnection command with [0] and a connection command with [1], but other known methods may be used.

The backup clutch 6 mechanically connects or disconnects the force applied between the handle 1 and the tire. The backup clutch 6 is connected when a connection command [1] is sent from either the reaction force controller 5 or the steering controller 8.
The steering actuator 7 is mechanically connected to the tire and generates a steering force that changes the tire angle.

The turning controller 8 is connected to the main communication path 12 and the sub communication path 13, and a turning current, a connection state notification signal, and a tire angle are input. These are controlled by outputting an applied voltage to the steering actuator 7 and outputting a connection disconnection control command to the backup clutch 6.
For example, the connection disconnection control command will be described as a disconnection command with [0] and a connection command with [1], but other known methods may be used.

  A tire angle sensor 9 electrically connected to the steering controller 8 measures the tire angle of the front wheels. Although the sensor for detecting the tire angle is used in the first embodiment, a known technique for indirectly obtaining the tire angle may be used.

A vehicle speed sensor 10 electrically connected to the external controller 11 measures the current vehicle speed from the number of rotations of the tire.
The external controller 11 is connected to the main communication path 12 and transmits the vehicle speed and the steering wheel angle to the reaction force controller 5 and the steering controller 8. In the embodiment, the external controller 11 is described as one of the plurality of controllers arranged in the vehicle, and the other controllers are omitted.

An external controller 11, a reaction force controller 5, and a turning controller 8 are connected to the main communication path 12.
A reaction force controller 11 and a turning controller 8 are connected to the sub communication path 13.
The main communication path 12 and the sub communication path 13 may be a known network such as a controller area network (CAN) or FlexRay.

  FIG. 2 shows a configuration of a vehicle steering control unit including a reaction force controller 5, a steering controller 8, and an external controller 11, and an information transmission path in a normal state where no communication abnormality is detected.

  The reaction force controller 5 includes a main communication path abnormality detector 21, a sub communication path abnormality detector 22, and a reaction force control unit 23. The steering controller 8 includes a main communication path abnormality detector 24 and a sub communication path abnormality detector 25. And a steering control unit 26.

  The main communication path abnormality detector 21 and the sub communication path abnormality detector 22 of the reaction force controller 5 and the main communication path abnormality detector 24 and the sub communication path abnormality detector 25 of the steering controller 8 have predetermined data non-reception states. If it continues for the specified time, it is determined that the communication is abnormal.

  A communication channel confirmation signal for confirming the normality of the communication channel is transmitted and received between the main communication channel abnormality detectors 21 and 24 and between the sub communication channel abnormality detectors 22 and 25 at a constant cycle.

The communication path confirmation signal transmitted by the main communication path abnormality detector 21 and the sub communication path abnormality detector 22 of the reaction force controller 5 includes the state of the communication path currently recognized by the reaction force controller.
Further, the communication path confirmation signal 28 transmitted by the main communication path abnormality detector 24 and the sub communication path abnormality detector 25 of the steering controller 8 includes the state of the communication path currently recognized by the steering controller.

  For example, the data content transmitted by the channel confirmation signal is [00] when neither the main channel error detector nor the sub channel error detector detects an error, and the main channel error detection detects an error. If the sub-communication path does not detect any abnormality, it may be set as [10], and any other known method may be used.

  The main communication path abnormality detector 21 of the reaction force controller 5 transmits the vehicle speed and the steering wheel angle received from the external controller 11 and the tire angle received from the main communication path abnormality detector 24 of the reaction force controller 5 to the reaction force control unit 23. .

  The transfer of the state quantity from the main communication path abnormality detector 21 of the reaction force controller 5 to the reaction force control unit 23 is performed using the state quantity communication signals 1A to 1C. When no communication abnormality is detected, the tire angle is sent to the reaction force control unit 23 as the state quantity communication signal 1A, the vehicle speed is sent as the state quantity communication signal 1B, and the steering wheel angle is sent as the state quantity communication signal 1C.

The main communication path abnormality detector 21 of the reaction force controller 5 transmits to the reaction force control unit 23 using a communication state notification signal whether or not a communication abnormality has occurred in the main communication path.
The auxiliary communication path abnormality detector 22 of the reaction force controller 5 also transmits to the reaction force control unit 23 using a communication state notification signal whether or not a communication abnormality has occurred in the auxiliary communication path.
The communication state notification signal of the reaction force controller 5 may be set to [1] when a communication abnormality occurs and may be set to [0] when it does not occur, or may be implemented by other known methods.
The reaction force control unit 23 of the reaction force controller 5 determines and outputs an applied voltage applied to the reaction force actuator 4 using the vehicle speed, the handle angle, the tire angle, the handle torque, and the reaction force current.

The main communication path abnormality detector 24 of the steering controller 8 transmits the vehicle speed and steering wheel angle received from the external controller 11 to the steering control unit 26 of the steering controller 8.
The steering control unit 26 of the steering controller 8 transmits the tire angle to the reaction force controller 5 and the external controller 11.

  The communication of the state quantity between the main communication path abnormality detector 24 of the turning controller 8 and the turning control unit 26 is performed using the state quantity communication signals 2A to 2C. If no communication abnormality is detected, the tire angle is transmitted to the main communication path abnormality detector as the state quantity communication signal 2A, the vehicle speed is sent to the steering control unit 26 as the state quantity communication signal 2B, and the steering wheel angle is sent as the state quantity communication signal 2C. Sent. Similarly, the communication of the state quantity between the auxiliary communication path abnormality detector 25 of the steering controller 8 and the ceiling control unit 26 is performed using the state quantity communication signals 2D to 2F, but when no communication abnormality has occurred. Is not used.

The main communication path abnormality detector 24 of the steered controller 8 transmits to the steering control unit 26 using a communication state notification signal whether or not a communication abnormality has occurred in the main communication path.
The sub-channel abnormality detector 25 of the steered controller 8 also transmits to the reaction force control unit 23 using a communication state notification signal whether or not a communication abnormality has occurred in the sub-channel.
The communication status notification signal of the turning controller 8 may be set to [1] when a communication abnormality occurs, and may be set to [0] when it does not occur, or may be implemented by other known methods.
The turning control unit 26 of the turning controller 8 determines and outputs an applied voltage applied to the turning actuator 7 using the vehicle speed, the steering wheel angle, the tire angle, and the turning current.

  FIG. 3 is a diagram showing the configuration of the reaction force control unit 23, which includes a backup clutch control unit 31, a reception and transfer control unit 32, a target reaction force calculation unit 33, and an applied voltage calculation unit 34.

The backup clutch control unit 31 has a function of reading a connection disconnection command for the backup clutch 6 and a connection state notification signal indicating the current connection state of the backup clutch 6.
In the present embodiment, the disconnection command for the backup clutch 6 from the backup clutch control unit 31 will be described as “1” for connection and “0” for disconnection. Other known methods may also be used.

  In the present embodiment, the connection state notification signal received by the backup clutch control unit 31 indicates that the backup clutch is connected if it is [1], and that the backup clutch is disconnected if it is [0]. This will be described below as a signal. Other known methods may also be used.

The backup clutch control unit 31 has a vehicle state quantity reception and transfer destination switching command function for the reception transfer control unit 32.
The reception and transfer destination of the vehicle state quantity are the communication state notification signal received from the main communication path abnormality detector 21 by the backup clutch control unit 31, and the communication state notification signal and transfer request signal received from the sub communication path abnormality detector 22. Determined according to

  The reception transfer control unit 32 transmits and receives vehicle state quantities from the state quantity communication lines 1A to 1C and the state quantity communication lines 1D to 1F based on the reception and transfer destination switching commands. When no communication abnormality is detected, the tire angle is received from the state quantity communication line 1A, the vehicle speed is received from the state quantity communication line 1B, and the steering wheel angle is received from the state quantity communication line 1C. At this time, the state quantity communication lines 1D to 1F are not used.

  The target reaction force calculation unit 33 calculates the reaction force torque of the reaction force actuator 4 based on the vehicle state quantity (vehicle speed, steering wheel angle, tire angle) and steering wheel torque from the reception transfer control unit 32, and applies the reaction force torque command. It transmits to the voltage calculating part 34. The calculation of the reaction torque may be performed using a known technique.

  A target disconnection control command and a connection state notification signal are input to the target reaction force calculation unit 33, and SBW control, electric power steering (hereinafter abbreviated as “EPS”) control, and operation stop determination are performed based on these signals. Do. When the connection disconnection control command is the connection command [1], the operation is stopped. When the connection disconnection control command is the disconnection command [0] and the connection state notification signal is [1], the EPS control is performed, and the connection disconnection control is performed. When the command is a disconnect command [0] and the connection status notification signal is [0], SBW control is performed.

  The applied voltage calculation unit 34 calculates the applied voltage using the reaction force current and applies it to the reaction force actuator 4 in order to make the torque output from the reaction force actuator 4 coincide with the reaction force torque command.

  FIG. 4 is a diagram showing the configuration of the steering control unit 26, and includes a backup clutch control unit 41, a reception and transfer control unit 42, a target steering force calculation unit 43, and an applied voltage calculation unit 44.

The backup clutch control unit 41 has a function of reading a connection disconnection command for the backup clutch 6 and a connection state notification signal indicating the current connection state of the backup clutch 6.
In the present embodiment, the disconnection command for the backup clutch 6 from the backup clutch control unit 41 will be described below as a signal for connection if it is [1] and disconnection if it is [0]. Other known methods may also be used.
In the present embodiment, the connection state notification signal received by the backup clutch control unit 41 indicates that the backup clutch is connected if it is [1], and that the backup clutch is disconnected if it is [0]. This will be described below as a signal. Other known methods may also be used.
The backup clutch control unit 41 has a vehicle state quantity reception and transfer destination switching command function for the reception transfer control unit 42.

  The reception and transfer destination of the vehicle state quantity are the communication state notification signal received by the backup clutch control unit 41 from the main communication path abnormality detector 24, and the communication state notification signal and transfer request signal received from the sub communication path abnormality detector 25. Determined according to

  The reception transfer control unit 42 transmits and receives vehicle state quantities from the state quantity communication lines 2A to 2C and the state quantity communication lines 2D to 2F based on the reception and transfer destination switching commands. When no communication abnormality is detected, the tire angle is transmitted from the main channel abnormality detector 24 from the state quantity communication line 2A, the vehicle speed is received from the state quantity communication line 2B, and the steering wheel angle is received from the state quantity communication line 2C. At this time, the state quantity communication lines 2D to 2F are not used.

  The target turning force calculation unit 43 calculates the turning torque of the turning actuator 7 based on the vehicle state quantity (vehicle speed, steering wheel angle, tire angle) from the reception transfer control unit 42, and applies the turning torque command to the applied voltage. To the unit 34. The calculation of the turning torque may be performed using a known technique.

  The target turning force calculation unit 43 receives a connection disconnection control command and a connection state notification signal, and performs execution determination of SBW control, EPS control, and operation stop based on these signals. When the connection disconnection control command is the connection command [1], the operation is stopped. When the connection disconnection control command is the disconnection command [0] and the connection state notification signal is [1], the EPS control is performed, and the connection disconnection control is performed. When the command is a disconnect command [0] and the connection status notification signal is [0], SBW control is performed.

  In order to make the torque output from the steering actuator 7 coincide with the steering torque command, the applied voltage calculation unit 34 calculates an applied voltage using the steering current and applies the applied voltage to the steering actuator.

  FIG. 5 is a diagram representing the correspondence between the state of the communication path and the connection / disconnection state of the backup clutch 6 and the operating state of the system. The reaction force controller 5 and the steering controller 8 are the communication paths detected by the communication abnormality detector. Depending on the state, the connection and disconnection state of the backup clutch 6, the information transfer path, and the operation state of the system are switched.

  There are five operation states: SBW operation, SBW (no state quantity) operation, EPS (steering controller control) operation, EPS (reaction force controller control) operation, manual steering (both reaction force and steering) operation. .

  In the SBW operation and the SBW (no vehicle speed) operation state, the backup clutch 6 is disengaged, and the backup clutch 6 is connected in the EPS (reaction force controller control) operation and the manual steer (reaction force and turning are stopped) operation.

  In the SBW operation state in the states [S001] to [S004], the reaction force controller 5 and the turning controller 8 calculate the steering reaction force and the turning force based on the vehicle state quantities (tire angle, vehicle speed, steering wheel angle), respectively. The reaction force actuator 4 and the turning actuator 7 are controlled so as to generate a steering reaction force and a turning force.

In the SBW operation state (no vehicle speed) in the state [S005], the reaction force controller 5 and the turning controller 8 calculate the steering reaction force and the turning force on the basis of the vehicle state quantities (tire angle, estimated steering wheel angle), respectively. The force actuator 4 and the turning actuator 7 are controlled so as to generate a steering reaction force and a turning force.
At this time, the reaction force controller 5 estimates the handle angle from an angle sensor (not shown in the figure) inside the reaction force actuator 4.

  In the EPS (steering controller control) operation state in the state [S006], the reaction force controller 5 stops the reaction force actuator 4, and the turning controller 8 and the turning actuator 7 perform EPS control.

  In the EPS (reaction force controller control) operation state in the state [S007], the turning controller 8 stops the turning actuator 7, and the reaction force controller 5 and the reaction force actuator 4 perform EPS control.

  In the manual steer operation state of state [S008], the reaction force controller 5 and the turning controller 8 stop the reaction force actuator 4 and the turning actuator 7, respectively, and the steering is performed only by the force applied to the steering wheel by the operator. Perform the action.

  FIG. 6 is a flowchart showing a determination method when the reaction force controller 5 switches the operation state depending on the state of the communication path.

After starting the control, the reaction force controller 5 detects whether or not a communication abnormality has occurred between the main channel confirmation signal and the sub channel confirmation signal in step [S101].
If no communication abnormality is detected in the main communication path in step [S102], the process proceeds to step [S103]. If a communication abnormality is detected, the process proceeds to step [S104].
If no communication abnormality is detected in the sub-communication path in step [S103], the process proceeds to step [S105]. If a communication abnormality is detected, the process proceeds to step [S106].

If no communication abnormality is detected in the sub-channel in step [S104], the process proceeds to step [S107]. If a communication abnormality is detected, the process proceeds to step [S108].
In step [S105], it is confirmed whether or not a transfer request signal is received from the steering controller 8. When the transfer request signal is received, the process proceeds to step [S108]. When the transfer request signal is not received, the process skips step [S108] and proceeds to step [S111].

In step [S106], the connection state notification signal of the backup clutch 6 is confirmed, and the connection or disconnection state of the backup clutch 6 is detected. Thereafter, the process proceeds to step [S109].
In step [S107], a transfer request signal is transmitted to the steering controller 8. Thereafter, the process proceeds to step [S110].
In step [S108], the vehicle state quantity (vehicle speed, steering wheel angle) is transferred to the steering controller 8 via the auxiliary communication path. Thereafter, the process proceeds to step [S111].

If disconnection of the backup clutch 6 is detected in step [S109], the process proceeds to step [S112], and if connection is confirmed, the process proceeds to step [S113].
If a transfer request signal is received from the steered controller 8 in step [S110], the process proceeds to step [S114]. If not received, the process proceeds to step [S115].

In step [S111], a disconnection command is transmitted to the backup clutch 6, and the process proceeds to step [S117].
In step [S112], a disconnection command is transmitted to the backup clutch 6, and the process proceeds to step [S117].
In step [S113], a disconnection command is transmitted to the backup clutch 6, and the process proceeds to step [S118].
In step [S114], a disconnection command is transmitted to the backup clutch 6 and step [S11.
9].
In step [S115], a disconnection command is transmitted to the backup clutch 6, and the process proceeds to step [S120].

  In step [S116], a connection command is transmitted to the backup clutch 6, and the process proceeds to step [S121].

In step [S117], the SBW operation is performed.
In step [S118], EPS control is performed by the reaction force controller.
In step [S119], SBW control using the estimated steering wheel angle and tire angle is performed.
In step [S120], the SBW operation is performed.
In step [S121], the reaction force actuator is stopped.

  FIG. 7 is a flowchart showing a determination method when the steering controller 8 switches the operation state depending on the state of the communication path.

  After starting the control, the steered controller 8 detects whether or not a communication abnormality has occurred between the main communication path confirmation signal and the sub communication path confirmation signal in step [S201].

If no communication abnormality is detected in the main communication path in step [S202], the process proceeds to step [S203]. If a communication abnormality is detected, the process proceeds to step [S204].
If no communication abnormality is detected in the sub-channel in step [S203], the process proceeds to step [S205]. If a communication abnormality is detected, the process proceeds to step [S206].
If no communication abnormality is detected in the sub-communication path in step [S204], the process proceeds to step [S207], and if a communication abnormality is detected, the process proceeds to step [S216].

  In step [S205], it is confirmed whether or not a transfer request signal has been received from the reaction force controller 5. When the transfer request signal is received, the process proceeds to step [S208]. When the transfer request signal is not received, the process skips step [S208] and proceeds to step [S211].

In step [S206], the connection state notification signal of the backup clutch 6 is confirmed, and the connection or disconnection state of the backup clutch 6 is detected. Thereafter, the process proceeds to step [S209].
In step [S207], a transfer request signal is transmitted to the reaction force controller 8. Thereafter, the process proceeds to step [S210].
In step [S208], the vehicle state quantities (vehicle speed, steering wheel angle, tire angle) are transferred to the steering controller 8 via the auxiliary communication path. Thereafter, the process proceeds to step [S211].

If the disconnection of the backup clutch 6 is detected in step [S209], the process proceeds to step [S212]. If the connection is confirmed, the process proceeds to step [S213].
If a transfer request signal is received from the reaction force controller 8 in step [S210], the process proceeds to step [S214]. If not received, the process proceeds to step [S215].

In step [S211], a disconnection command is transmitted to the backup clutch 6, and the process proceeds to step [S217].
In step [S212], a disconnection command is transmitted to the backup clutch 6, and the process proceeds to step [S217].
In step [S213], a disconnection command is transmitted to the backup clutch 6, and the process proceeds to step [S218].
In step [S214], a disconnection command is transmitted to the backup clutch 6, and the process proceeds to step [S219].
In step [S215], a disconnection command is transmitted to the backup clutch 6, and the process proceeds to step [S220].
In step [S216], a connection command is transmitted to the backup clutch 6, and the process proceeds to step [S221].

In step [S217], the SBW operation is performed.
In step [S218], EPS control is performed by the steering controller.
In step [S219], SBW control using the estimated steering wheel angle and tire angle is performed.
In step [S220], the SBW operation is performed.
In step [S121], the steering actuator is stopped.

  FIG. 8 is a diagram showing a steering control unit and an information transmission path when the main communication path abnormality detector 21 of the reaction force controller 5 detects a communication abnormality (state [S002] in FIG. 5).

  When detecting the communication abnormality of the main communication path 12, the main communication path abnormality detector 21 of the reaction force controller 5 transmits the occurrence of the communication abnormality to the reaction force control unit 23 using the communication state notification signal.

  After being notified of the communication abnormality of the main communication path, the reaction force control unit 23 passes through the auxiliary communication path abnormality detector 22 of the reaction force controller 5, the auxiliary communication path 13, and the auxiliary communication path abnormality detector 25 of the steering controller 8. Then, a transfer request signal is transmitted to the steering control unit 26.

  The steering control unit 26 that has received the transfer request signal sends the vehicle state quantities (tire angle, vehicle speed, steering wheel angle) to the auxiliary communication path abnormality detector 25, the auxiliary communication path 13, and the reaction force controller 5 of the steering controller 8. This is transmitted to the reaction force control unit 23 via the auxiliary communication path abnormality detector 22.

  Transmission of the vehicle state quantity (tire angle, vehicle speed, steering wheel angle) from the turning control unit 26 to the auxiliary communication path abnormality detector 25 of the turning controller 8 is performed using the state quantity communication signals 2D to 2F. The tire angle is transmitted as a state quantity communication signal 2D, the vehicle speed as a state quantity communication signal 2E, and the steering wheel angle as a state quantity communication signal 2F.

  Transmission of vehicle state quantities (tire angle, vehicle speed, steering wheel angle) from the auxiliary communication path abnormality detector 22 of the reaction force controller 5 to the reaction force control unit 23 is performed using state quantity communication signals 1D to 1F. The tire angle is transmitted to the reaction force control unit 23 as a state quantity communication signal 1D, the vehicle speed is transmitted as a state quantity communication signal 1E, and the steering wheel angle is transmitted as a state quantity communication signal 1F.

  The reaction force control unit 23 can perform the SBW control by acquiring the vehicle state quantity from another controller instead of the external controller even if a communication abnormality occurs in the main communication path 12 by the method described above.

  FIG. 9 is a diagram illustrating a steering control unit and an information transmission path when the main communication path abnormality detector 24 of the steering controller 8 detects a communication abnormality (state [S003] in FIG. 5).

  When detecting a communication abnormality in the main communication path 12, the main communication path abnormality detector 24 of the turning controller 8 transmits the occurrence of the communication abnormality to the steering control unit 26 using a communication state notification signal.

  After being notified of the communication abnormality of the main communication path 12, the steered control unit 26 uses the auxiliary communication path abnormality detector 25 of the steering controller 8, the auxiliary communication path 13, and the auxiliary communication path abnormality detector 22 of the reaction force controller 5. The transfer request signal and the tire angle are transmitted to the reaction force control unit 23 via the route.

  The reaction force control unit 23 that has received the transfer request signal changes the vehicle state quantity (vehicle speed, steering wheel angle) to the auxiliary communication path abnormality detector 22 of the reaction force controller 5, the auxiliary communication path 13, and the auxiliary communication path abnormality of the steering controller 8. It transmits to the steering control unit 26 via the detector 25.

  Transmission of the vehicle state quantity (vehicle speed, steering wheel angle) from the reaction force control unit 23 to the auxiliary communication path abnormality detector 22 of the reaction force controller 5 is performed using the state quantity communication signals 1E and 1F. The vehicle speed is transmitted to the auxiliary communication path abnormality detector 22 of the reaction force controller 5 as the state quantity communication signal 1E and the steering wheel angle as the state quantity communication signal 1F. Further, the tire angle is transmitted from the auxiliary communication path abnormality detector 22 of the reaction force controller 5 to the reaction force control unit 23 as the state quantity communication signal 1D.

  Transmission of the vehicle state quantity (vehicle speed, steering wheel angle) from the auxiliary communication path abnormality detector 25 of the turning controller 8 to the turning control unit 26 is performed using the state quantity communication signals 2E and 2F. The vehicle speed is transmitted to the steering control unit 26 as a state quantity communication signal 2E, and the steering wheel angle is transmitted as a state quantity communication signal 2F. Further, the tire angle is transmitted from the steering control unit 26 to the auxiliary communication path abnormality detector 25 of the steering controller 8 as the state quantity communication signal 2D.

  Even if a communication abnormality occurs in the main communication path 12 by the method described above, the steering control unit 26 can perform SBW control by acquiring the vehicle state quantity from another controller instead of the external controller.

  10 shows the steering control unit and information when the main communication path abnormality detector 21 of the reaction force controller 5 and the main communication path abnormality detector 24 of the steering controller 8 detect a communication abnormality (state [S005] in FIG. 5). It is the figure which showed the transmission path | route.

  When detecting the communication abnormality of the main communication path 12, the main communication path abnormality detector 21 of the reaction force controller 5 transmits the occurrence of the communication abnormality to the reaction force control unit 23 using the communication state notification signal. Similarly, when detecting a communication abnormality in the main communication path 24, the main communication path abnormality detector 24 of the reaction force controller 8 transmits the occurrence of a communication abnormality to the steering control unit 26 using a communication state notification signal.

  After being notified of the communication abnormality of the main communication path 12, the reaction force control unit 23 uses the auxiliary communication path abnormality detector 22 of the reaction force controller 5, the auxiliary communication path 13, and the auxiliary communication path abnormality detector 25 of the steering controller 8. A transfer request signal is transmitted to the steering control unit 26 via the route. The steered control unit 26 also transmits a transfer request signal to the steered control unit 26 via the same route as the reaction force control unit 23 in the reverse direction.

  When the reaction force control unit 23 detects a communication abnormality in the main communication path of the reaction force controller 5 and a transfer request signal from the steering control unit 26, the reaction force control unit 23 estimates the handle angle using an angle sensor inside the reaction force actuator.

  The reaction force control unit 23 determines the estimated steering angle based on the state quantity communication signal 1E, the auxiliary communication path abnormality detector 22 of the reaction force controller 5, the auxiliary communication path 13, the auxiliary communication path abnormality detector 25 of the steering controller 8, and the state quantity. It transmits to the steering control part 26 via the communication signal 2E.

  The steering control unit 26 counteracts the tire angle via the state quantity communication signal 2F, the auxiliary communication path abnormality detector 25, the auxiliary communication path 13, the auxiliary communication path abnormality detector 22 of the reaction force controller 5, and the state quantity communication signal 1F. It transmits to the force control part 26.

  The reaction force control unit 23 and the steering control unit 26 perform the SBW control by acquiring the vehicle state quantity from the other controller instead of the external controller even if a communication abnormality occurs in the main communication path 12 by the method described above. Can be implemented.

  FIG. 11 shows a steering control unit when the sub-channel abnormality detector 22 of the reaction force controller 5 and the sub-channel abnormality detector 24 of the steering controller 8 detect a communication abnormality (state [S004] in FIG. 5). It is the figure which showed the information transmission path | route.

  When the secondary communication path abnormality detector 22 of the reaction force controller 5 detects a communication abnormality, the secondary communication path abnormality detector 22 of the reaction force controller 5 uses the communication state notification signal to notify the reaction force control unit 23 that a communication abnormality has occurred. To send.

  Similarly, when the auxiliary communication path abnormality detector 25 of the steering controller 8 detects a communication abnormality, the auxiliary communication path abnormality detector 25 of the steering controller 8 informs the steering control unit 25 that a communication abnormality has occurred. Send using.

  If the main communication path is normal even if a communication abnormality occurs in the sub-communication path 13, the reaction force control unit 23 determines the tire angle from the state quantity communication signal 1A, the vehicle speed from the state quantity communication signal 1B, and the state quantity communication. Since the steering wheel angle can be received from the signal 1C, the SBW control can be continued.

  Similarly, if the main communication path is normal even if a communication abnormality occurs in the sub-communication path 13, the steered control unit 26 transmits the tire angle from the state quantity communication signal 2A and the vehicle speed from the state quantity communication signal 2B. Since the steering wheel angle can be received from the state quantity communication signal 2C, the SBW control can be continued.

  FIG. 12 shows a case where the main communication path abnormality detector 21 and the sub communication path abnormality detector 22 of the reaction force controller 5 and the sub communication path abnormality detector 25 of the steering controller detect a communication abnormality (state [S006] in FIG. 5). FIG. 2 is a diagram illustrating a steering control unit and an information transmission path.

When detecting the communication abnormality of the main communication path 12, the main communication path abnormality detector 21 of the reaction force controller 5 notifies the reaction force control unit 23 of the occurrence of the communication abnormality using the communication state notification signal.
Similarly, when the sub communication path abnormality detector 22 of the reaction force controller 5 detects a communication abnormality of the sub communication path 13, it notifies the reaction force control unit 23 of the occurrence of a communication abnormality using a communication state notification signal.

The reaction force control unit 23 notified of the abnormality of the main communication path 12 and the sub communication path 13 transmits a connection command to the backup clutch 6 using the connection disconnection command, and sets the applied voltage of the reaction force actuator 4 to zero.
When the sub-communication path abnormality detector 25 of the turning controller 8 detects a communication abnormality of the sub-communication path 13, the sub-communication path abnormality detector 25 transmits the occurrence of the communication abnormality to the steering control unit 26 using the communication state notification signal.

  When the steering controller 26 of the steering controller 8 is notified of the abnormality of the sub-communication path 13 from the sub-communication path abnormality detector 25 of the steering controller 8, and detects that the backup clutch 6 is connected by the connection state notification signal. The EPS control is performed.

  FIG. 13 shows a case where a communication abnormality is detected by the auxiliary communication path abnormality detector 22 of the reaction force controller 5, the main communication path abnormality detector 24 of the steering controller 8, and the auxiliary communication path abnormality detector 25 of the steering controller 8 (FIG. 13). 5 is a diagram illustrating a steering control unit and an information transmission path in a state [5] [S007].

When the secondary communication path abnormality detector 22 of the reaction force controller 5 detects a communication abnormality, the secondary communication path abnormality detector 22 of the reaction force controller 5 uses the communication state notification signal to notify the reaction force control unit 23 that a communication abnormality has occurred. To notify.
Similarly, when the main communication path abnormality detector 24 and the sub communication path abnormality detector 25 of the steering controller 8 detect a communication abnormality, the steering control unit 26 is notified of the occurrence of the communication abnormality using the communication state notification signal.

  The steering control unit 26 notified of the abnormality of the main communication path 12 and the sub communication path 13 transmits a connection command to the backup clutch 6 using the connection disconnection signal, and sets the applied voltage of the steering actuator 7 to zero.

  When the reaction force controller 23 of the reaction force controller 5 is notified of the abnormality of the auxiliary communication path 13 from the auxiliary communication path abnormality detector 22 of the reaction force controller 5 and detects that the backup clutch 6 is connected by the connection state notification signal. The EPS control is performed.

  FIG. 14 shows that the main communication path abnormality detector 21 and the sub communication path abnormality detector 22 of the reaction force controller 5 and the main communication path abnormality detector 25 and the sub communication path abnormality detector 24 of the steering controller 8 detected a communication abnormality. It is the figure which showed the steering control part and information transmission path | route in the case (state [S008] of FIG. 5).

When the main communication path abnormality detector 21 and the sub communication path abnormality detector 22 of the reaction force controller 5 detect a communication abnormality, the reaction force control unit 23 is notified of the occurrence of the communication abnormality using the communication state notification signal.
When the main communication path abnormality detector 24 and the sub communication path abnormality detector 25 of the steering controller 8 detect a communication abnormality, the steering controller 26 is notified of the occurrence of the communication abnormality using the communication state notification signal.

The reaction force control unit 23 notified of the abnormality of the main communication path 12 and the sub communication path 13 transmits a connection command to the backup clutch 6 using the connection disconnection signal, and sets the applied voltage of the reaction force actuator 4 to zero.
The steering control unit 26 notified of the abnormality of the main communication path 12 and the sub communication path 13 transmits a connection command to the backup clutch 6 using the connection disconnection signal, and sets the applied voltage of the steering actuator 7 to zero.

  FIG. 15 is a time chart showing the effect of the present invention. The upper diagram shows the communication status of the main communication channel 12, the middle diagram shows the communication status of the sub-communication channel 13, and the lower diagram shows the connection status of the backup clutch.

  If a communication abnormality occurs in the main communication path 12 from a state in which no communication abnormality occurs in the main communication path 12 and the sub communication path 13, the conventional technology must immediately switch to EPS control, resulting in a decrease in control performance. Resulting in. On the other hand, in the present invention, the SBW control can be continued.

According to the first embodiment described above, when a communication abnormality occurs anywhere in the communication path without providing a redundant ECU or actuator, the SBW control can be continued without connecting the backup clutch. Therefore, it is possible to suppress a decrease in control performance and an increase in cost.
Further, since each of the reaction force controller and the steering controller has a connection command function to the backup clutch, there is an effect that even when a communication abnormality occurs at a plurality of locations, the steering is not disabled.
Further, since the secondary communication path is used for transferring the vehicle state quantity when the communication of the main communication path is abnormal, the communication path can be used effectively.

As is apparent from the above description, the first embodiment of the present invention has the following technical features A1 to A14, B1 to B8, and C1 to C9.
Feature A1: The SBW-type vehicle steering apparatus according to Embodiment 1 of the present invention connects a reaction force controller that controls a reaction force actuator and a turning controller that controls a turning actuator through two communication paths, and is disconnected. The control method is changed depending on the location, and the backup clutch is connected and disconnected.
Feature A2: The SBW-type vehicle steering apparatus according to Embodiment 1 of the present invention transmits a vehicle state quantity such as a reaction force controller, a steering controller, a steering wheel angle, and a vehicle speed as the main communication path among the two communication paths. An external controller is connected, and a reaction force controller and a steering controller are connected to the auxiliary communication path.
Feature A3: The SBW-type vehicle steering apparatus according to Embodiment 1 of the present invention is configured such that the reaction force controller and the turning controller each detect a communication abnormality in the main communication path and the sub communication path, and a backup clutch. The connection and disconnection function is provided. Feature A4: In the SBW-type vehicle steering apparatus according to Embodiment 1 of the present invention, when the communication abnormality detecting means detects only the communication abnormality between the reaction force controller on the main communication path and the external controller, the reaction force controller The occurrence of communication abnormality is notified to the external controller, and the steering controller transfers the communication between the reaction force controllers from the external controller using the sub-communication path, thereby performing the same SBW control as normal.
Feature A5: In the SBW-type vehicle steering apparatus according to Embodiment 1 of the present invention, when the communication abnormality detection means detects only communication abnormality between the steering controller of the main communication path and the external controller, the reaction force controller The occurrence of a communication abnormality is notified to the external controller, and the reaction force controller performs the same SBW control as normal by transferring the communication between the external controller and the steering controller using the auxiliary communication path.
Feature A6: In the SBW-type vehicle steering apparatus according to Embodiment 1 of the present invention, the communication abnormality detection means on the communication path determines that a communication abnormality has occurred when the data non-reception state continues for a predetermined time. Features.
Feature A7: In the SBW-type vehicle steering apparatus according to Embodiment 1 of the present invention, the communication abnormality detection means for the communication path transmits and receives the communication path confirmation signal at a constant cycle, and the communication path confirmation signal is not received in advance. It is also characterized in that it is determined that the communication is abnormal even if it continues for a predetermined time.
Feature A8: The SBW-type vehicle steering apparatus according to Embodiment 1 of the present invention is a controller that detects an abnormality among the reaction force controller and the steering controller when the communication abnormality detection means detects a communication abnormality in the main communication path. A vehicle state quantity transfer request signal transmitted by the external controller is transmitted to the other controller in which no abnormality is detected.
Feature A9: In the SBW-type vehicle steering apparatus according to Embodiment 1 of the present invention, the communication abnormality detection means of the reaction force controller detects only the communication abnormality of the main communication path, and the communication abnormality detection means of the steering controller is the main. When only a communication error in the communication path is detected, the reaction force controller estimates the steering wheel angle, and the reaction force controller and the steering controller send and receive the necessary vehicle state quantities using the auxiliary communication path, or SBW control or backup The clutch is connected and EPS control is performed.
Feature A10: The SBW-type vehicle steering apparatus according to Embodiment 1 of the present invention detects a communication abnormality when the abnormality detection means of the reaction force controller or the steering controller detects a communication abnormality between the main communication path and the sub communication path. A detected controller connects a backup clutch, and a controller that has not detected a communication abnormality performs EPS control.
Feature A11: The SBW-type vehicle steering apparatus according to Embodiment 1 of the present invention is configured so that the reaction force controller and the steering controller abnormality detecting means detect a communication abnormality between the main communication path and the sub communication path. The steering controller connects the backup clutch and performs manual steering.
Feature A12: The SBW type vehicle steering apparatus according to Embodiment 1 of the present invention is characterized in that the main communication path and the sub communication path are connected to the reaction force controller and the turning controller through physically different wires.
Feature A13: According to the SBW-type vehicle steering apparatus in the first embodiment of the present invention, when a communication abnormality occurs in one place on the communication path without providing a redundant ECU or actuator, the backup clutch is Since the SBW control can be continued without being connected, it is possible to suppress a decrease in control performance and an increase in cost. Furthermore, since each of the reaction force controller and the turning controller has a connection command function to the backup clutch, even when communication abnormality occurs at a plurality of locations, the steering is not disabled. Further, since the secondary communication path is used for transferring the vehicle state quantity when the communication of the main communication path is abnormal, the communication path can be used effectively.
Feature A14: In the first embodiment of the present invention, the reaction force controller 5 that controls the reaction force actuator 4 and the turning controller 8 that controls the turning actuator 7 are connected by the main communication path 12 and the sub communication path 13, and the disconnection occurs. By switching the control method and information transmission path depending on the location, and connecting and disconnecting the backup clutch 6, a steer-by-wire system that does not become uncontrollable while suppressing deterioration in control performance even if communication abnormality occurs is low cost Provide in.

Feature B1: Embodiment 1 of the present invention is a steer-by-wire type vehicle steering apparatus in which a steering wheel and a tire of a vehicle are mechanically separated, and a steering reaction force is applied to the steering wheel according to the operation of the steering wheel of the vehicle. A reaction force actuator, a reaction force controller for controlling the reaction force actuator, a turning actuator for turning the tire, a turning controller for controlling the turning actuator, and the reaction force controller or the turning controller. A backup clutch that mechanically connects or disconnects the force applied between the steering wheel and the tire based on a command, an external controller that transmits the reaction force controller, the steering controller, and at least one state quantity of the vehicle. Connected main communication path, at least the reaction force controller and the A sub-communication path connected to the steering controller, the reaction force controller and the steering controller each detect abnormality of the main communication path and the sub-communication path, and a result of the communication abnormality detection means. Clutch command means for transmitting a connection or disconnection command to the backup clutch based on the communication force detection means of the reaction force controller or the steering controller detects a communication error only in the main communication path, and communication of the other controller When the abnormality detection means does not detect a communication abnormality in the main communication path and the sub communication path, the other controller relays communication between the external controller and the controller that detects an abnormality only in the main communication path, and the reaction force The controller and the steering controller send a disconnection command to the backup clutch This is a vehicle steering apparatus.
Feature B2: In the feature B1, the communication abnormality detection means is a vehicle steering device that determines that a communication abnormality has occurred when a data non-reception state continues for a predetermined time in the main communication path and the sub communication path.
Feature B3: In the feature B2, the communication abnormality detecting means transmits / receives a communication path confirmation signal at a constant cycle, and determines that a communication abnormality has occurred when a state in which the communication path confirmation signal is not received continues for a predetermined time. This is a steering device for use.
Feature B4: In the feature B3, when the communication abnormality detection means detects a communication abnormality, the controller that detected the abnormality among the reaction force controller and the turning controller does not detect the abnormality, This is a vehicle steering device that transmits a transfer request signal of a state quantity of an automobile.
Feature B5: In any one of the features B1 to B4, the communication abnormality detection unit of the reaction force controller detects only a signal abnormality of the main communication path, and the communication abnormality detection unit of the steering controller detects the main communication channel. When only a signal abnormality in the communication path is detected, the reaction force controller and the steering controller are vehicle steering devices that transmit a disconnection command to the backup clutch and perform steer-by-wire control.
Feature B6: In any one of the features B1 to B4, the communication abnormality detection unit of the reaction force controller detects only a signal abnormality of the main communication path, and the communication abnormality detection unit of the steering controller detects the main communication channel. When only a signal abnormality in a communication path is detected, the reaction force controller and the steering controller transmit a connection command to the backup clutch to perform electric power steering control or to perform manual steering.
Feature B7: In any one of features B1 to B4, at least one of the communication abnormality detection means of the reaction force controller or the steering controller detects a communication abnormality in the main communication path and detects a communication abnormality in the sub communication path. When detected, at least one of the reaction force controller or the steering controller transmits a connection command to the backup clutch, and the vehicle steering apparatus performs electric power steering control or manual steering.
Feature B8: The vehicle steering apparatus according to any one of features B1 to B4, wherein the main communication path and the sub-communication path are physically different wires to connect the reaction force controller and the turning controller.

Feature C1: A reaction force controller that controls a reaction force actuator so as to give a steering reaction force to the handle in accordance with an operation of the handle, a steering controller that controls a turning actuator to steer a tire, and a vehicle state quantity A main communication path for communicating the reaction force controller and the steering controller, and a sub-communication path for communicating the state quantity of the vehicle between the reaction force controller and the steering controller, A steer-by-wire vehicle steering apparatus that mechanically connects or disconnects a force applied between the steering wheel and the tire based on a command from the reaction force controller or the steering controller via a backup clutch, Abnormality of communication via the main communication path and the front of each of the reaction force controller and the steering controller Communication abnormality detection means for monitoring an abnormality in communication via the sub-communication path is provided, and the communication abnormality detection means of one of the reaction force controller and the steering controller communicates via the main communication path. When the abnormality is detected, the state quantity of the vehicle communicated to the other controller is relayed by the other controller and communicated to the one controller via the sub-communication path, and the reaction force controller and the All of the steering controllers are vehicle steering devices that operate in a steady manner.
Feature C2: a reaction force actuator controlled by a reaction force controller to give a steering reaction force to the handle in accordance with the operation of the handle, a steering actuator controlled by a steering controller to steer a tire, A main communication path for communicating a state quantity to the reaction force controller and the steering controller, and a sub-communication path for communicating the state quantity of the vehicle between the reaction force controller and the steering controller. A steer-by-wire vehicle steering device that mechanically connects or disconnects a force applied between the steering wheel and the tire based on a command from the reaction force controller or the steering controller via a backup clutch. , The reaction force controller and the steered controller respectively communicate with each other through an abnormality in communication via the main communication path. Communication abnormality detection means for monitoring an abnormality in communication via the sub communication path is provided, and the communication abnormality detection means of one of the reaction force controller and the steering controller is connected via the main communication path. When a communication abnormality is detected, the state quantity of the vehicle communicated to the other controller is relayed by the other controller and communicated to the one controller via the sub-communication path, and the reaction force controller and Each of the steering controllers is a vehicle steering device that operates in a steady state.
Feature C3: In the feature C1 or feature C2, the communication abnormality detection means determines that the communication abnormality is detected when a non-reception state of data communicated in the main communication path and the sub communication path continues for a predetermined time. This is a vehicle steering device for determination.
Feature C4: In any one of the features C1 to C3, the communication abnormality detecting means transmits and receives a communication path confirmation signal at a constant period, and a state in which the communication path confirmation signal is not received continues for a predetermined time. The vehicle steering apparatus determines that the communication is abnormal.
Feature C5: In any one of the features C1 to C4, when one of the communication abnormality detection means provided in each of the reaction force controller and the steering controller detects the communication abnormality, the reaction force controller And one controller having the one communication abnormality detection means that has detected the communication abnormality in the steering controller is the other controller having the other communication abnormality detection means that has not detected the communication abnormality. On the other hand, the vehicle steering apparatus transmits a vehicle state quantity transfer request signal, and transmits the vehicle state quantity from the other controller to the one controller in response to the transfer request signal.
Feature C6: In any one of features C1 to C5, the reaction force controller detects an abnormality in the communication through the main communication path by the communication abnormality detection means, and the steering controller detects the communication abnormality. When an abnormality in communication via the main communication path is detected by the detection means, the reaction force controller and the turning controller mechanically cut off the force applied between the handle and the tire to the backup clutch. This is a vehicle steering device that transmits a cutting command and performs steer-by-wire control.
Feature C7: In any one of features C1 to C5, the reaction force controller detects the communication abnormality via the main communication path by the communication abnormality detection means, and the steering controller detects the communication abnormality. When an abnormality in communication via the main communication path is detected by the detection unit, the reaction force controller and the steering controller mechanically connect the force applied between the handle and the tire to the backup clutch. This is a vehicle steering apparatus that transmits a connection command and performs electric power steering control or uses manual steering. Feature C8: In any one of the features C1 to C5, at least one of the communication abnormality detection unit of the reaction force controller and the communication abnormality detection unit of the steering controller detects an abnormality in communication via the main communication path. And detecting at least one of the communication abnormality detection means of the reaction force controller and the communication abnormality detection means of the steering controller when detecting an abnormality in communication via the sub-communication path, In a vehicle steering apparatus in which at least one of the steering controllers transmits a connection command for mechanically connecting a force applied between the steering wheel and the tire to the backup clutch, and performs electric power steering control or manual steering. is there.
Feature C9: The vehicle steering apparatus according to any one of features C1 to C8, wherein the main communication path and the sub communication path are configured by physically different wires.

In the present invention, the embodiments can be appropriately modified and partially omitted within the scope of the invention.
In addition, in each figure, the same code | symbol shows the same or an equivalent part.

1 handle, 2 handle angle sensor, 3 torque detector,
4 reaction force actuators, 5 reaction force controllers,
6 Backup clutch, 7 Steering actuator,
8 Steering controller, 9 Tire angle sensor, 10 Vehicle speed sensor,
11 External controller, 12 Main communication path, 13 Sub communication path,
21 main channel error detector, 22 sub channel error detector, 23 reaction force control unit,
24 main channel abnormality detector, 25 sub channel abnormality detector, 26 steering control unit,
31 backup clutch control unit, 32 reception transfer control unit,
33 target reaction force calculation unit, 34 applied voltage calculation unit,
41 backup clutch control unit, 42 reception transfer control unit,
43 target turning force calculation unit, 44 applied voltage calculation unit.

Claims (9)

A reaction force controller that controls the reaction force actuator to apply a steering reaction force to the handle according to the operation of the steering wheel, a steering controller that controls the steering actuator to steer a tire, and the vehicle state quantity A main communication path for communicating with the force controller and the steering controller, and a sub-communication path for communicating a state quantity of the vehicle between the reaction force controller and the steering controller, A steer-by-wire vehicle steering device that mechanically connects or disconnects a force applied between the steering wheel and the tire based on a command from a controller or the steering controller via a backup clutch,
Each of the reaction force controller and the steering controller is provided with a communication abnormality detecting means for monitoring a communication abnormality via the main communication path and a communication abnormality via the sub communication path,
When the communication abnormality detection means of one of the reaction force controller and the steering controller detects an abnormality in communication via the main communication path, the state quantity of the vehicle communicated to the other controller is Relayed by the other controller and communicated to the one controller via the sub-communication path,
At least one of communication via the main communication path of the reaction force controller and communication via the sub communication path is normal, and communication via the main communication path of the steering controller and the sub communication path When at least one of the communication via the vehicle is normal, the backup clutch receives a cutting command for mechanically cutting the force applied between the steering wheel and the tire. apparatus. The reaction force actuator controlled by the reaction force controller to give a steering reaction force to the steering wheel according to the operation of the steering wheel, the steering actuator controlled by the steering controller to steer the tire, and the state quantity of the vehicle A main communication path for communicating with the reaction force controller and the steering controller, and a sub-communication path for communicating a state quantity of the vehicle between the reaction force controller and the steering controller, A steer-by-wire vehicle steering apparatus that mechanically connects or disconnects a force applied between the steering wheel and the tire based on a command of a reaction force controller or the steering controller via a backup clutch,
Each of the reaction force controller and the steering controller is provided with a communication abnormality detecting means for monitoring a communication abnormality via the main communication path and a communication abnormality via the sub communication path,
When the communication abnormality detection means of one of the reaction force controller and the steering controller detects an abnormality in communication via the main communication path, the state quantity of the vehicle communicated to the other controller is Relayed by the other controller and communicated to the one controller via the sub-communication path,
At least one of communication via the main communication path of the reaction force controller and communication via the sub communication path is normal, and communication via the main communication path of the steering controller and the sub communication path When at least one of the communication via the vehicle is normal, the backup clutch receives a cutting command for mechanically cutting the force applied between the steering wheel and the tire. apparatus.   3. The vehicle steering apparatus according to claim 1, wherein the communication abnormality detection unit is configured to continue a non-reception state of data communicated in the main communication path and the sub communication path for a predetermined time. A vehicle steering apparatus characterized by determining that the communication is abnormal.   4. The vehicle steering apparatus according to claim 1, wherein the communication abnormality detection unit transmits and receives a communication path confirmation signal at a constant period, and a state in which the communication path confirmation signal is not received is determined in advance. When the vehicle is continued for a predetermined time, it is determined that the communication is abnormal.   5. The vehicle steering apparatus according to claim 1, wherein one of the communication abnormality detection means provided in each of the reaction force controller and the turning controller detects the communication abnormality. In the case, one of the reaction force controller and the steering controller that has the one communication abnormality detection means that has detected the communication abnormality is the other communication abnormality detection means that has not detected the communication abnormality. A vehicle state quantity transfer request signal is transmitted to the other controller, and the vehicle state quantity is transmitted from the other controller to the one controller in response to the transfer request signal. A vehicle steering system. The vehicle steering apparatus according to any one of claims 1 to 5, wherein the reaction force controller detects an abnormality in the communication via the main communication path by the communication abnormality detection unit, and the steering is performed. When the controller detects an abnormality in communication through the main communication path by the communication abnormality detection means, the reaction force controller and the steering controller are applied to the backup clutch between the steering wheel and the tire. The reaction force controller and the turning controller send the reaction force actuator and the turning actuator to the steering reaction force and the steering force based on a tire angle and an estimated steering wheel angle. A vehicle steering apparatus characterized by controlling to generate a force . A reaction force controller that controls the reaction force actuator to apply a steering reaction force to the handle according to the operation of the steering wheel, a steering controller that controls the steering actuator to steer a tire, and the vehicle state quantity A main communication path for communicating with the force controller and the steering controller, and a sub-communication path for communicating a state quantity of the vehicle between the reaction force controller and the steering controller, A steer-by-wire vehicle steering device that mechanically connects or disconnects a force applied between the steering wheel and the tire based on a command from a controller or the steering controller via a backup clutch,
Each of the reaction force controller and the steering controller is provided with a communication abnormality detecting means for monitoring a communication abnormality via the main communication path and a communication abnormality via the sub communication path,
When the communication abnormality detection means of one of the reaction force controller and the steering controller detects an abnormality in communication via the main communication path, the state quantity of the vehicle communicated to the other controller is Relayed by the other controller and communicated to the one controller via the sub-communication path,
The reaction force controller detects an abnormality in the communication via the main communication path by the communication abnormality detection means, and the steering controller detects an abnormality in communication via the main communication path by the communication abnormality detection means. When detected, the reaction force controller and the steering controller transmit a connection command for mechanically connecting the force applied between the steering wheel and the tire to the backup clutch, and execute electric power steering control or manually A vehicle steering apparatus characterized by being steered. A reaction force controller that controls the reaction force actuator to apply a steering reaction force to the handle according to the operation of the steering wheel, a steering controller that controls the steering actuator to steer a tire, and the vehicle state quantity A main communication path for communicating with the force controller and the steering controller, and a sub-communication path for communicating a state quantity of the vehicle between the reaction force controller and the steering controller, A steer-by-wire vehicle steering device that mechanically connects or disconnects a force applied between the steering wheel and the tire based on a command from a controller or the steering controller via a backup clutch,
Each of the reaction force controller and the steering controller is provided with a communication abnormality detecting means for monitoring a communication abnormality via the main communication path and a communication abnormality via the sub communication path,
When the communication abnormality detection means of one of the reaction force controller and the steering controller detects an abnormality in communication via the main communication path, the state quantity of the vehicle communicated to the other controller is Relayed by the other controller and communicated to the one controller via the sub-communication path,
At least one of the communication abnormality detection means of the reaction force controller and the communication abnormality detection means of the steering controller detects an abnormality in communication via the main communication path, and the communication abnormality detection means of the reaction force controller. And when at least one of the communication abnormality detecting means of the steering controller detects an abnormality in communication via the sub-communication path, at least one of the reaction force controller and the steering controller is connected to the backup clutch with the handle. A vehicle steering apparatus, wherein a connection command for mechanically connecting a force applied to the tire is transmitted to perform electric power steering control or manual steering.   The vehicle steering apparatus according to any one of claims 1 to 8, wherein the main communication path and the sub communication path are configured by physically different wires. .