JPH04133858A - Device for providing counter-steering force - Google Patents

Abstract

PURPOSE:To enable evaluation of operability and operation feeling of a steering wheel by furnishing a power transmission system between the steering wheel and a motor which generates a torque in a direction opposite to the turning direction of the steering wheel with a speed increasing means and a coupler having buffering function. CONSTITUTION:In a steering wheel steering test device, a worm 62 and a worm gear 63 engaged with the worm 62 are arranged on a steering column 61. A lock-to-lock angle is determined by making a stopper pin 67 which is installed on the worm gear 63 work with another stopper 68. A rotating disk of an encoder 23 which detects steering angle is installed at an end of the steering column 61, and a speed increasing large gear 66 which is installed on the shaft of a motor 28 is engaged with a speed increasing small gear 63 installed on the steering column 61, thus composing a speed increasing means. A rubber coupler 64 is provided between the worm gear 63 and the speed increasing small gear 65 on the steering column 61 so as to buffer irregular motion in driving force of the motor 28 when the steering wheel 11 is rotated.

Description

[Detailed Description of the Invention] Field of Application in Industry] The present invention is applicable to evaluation tests and research on the operability and operational feel of a steering reaction force applying device, evaluation tests and research on the driver's driving sensation, and a dry pink simulator. The present invention relates to a steering reaction force applying device that can be used in a steering wheel steering test device such as a power steering assist amount testing device, a driving game machine, or a vehicle having a steering wheel that gives a sense of realism.

[Prior Art] A steering wheel serves as an interface to an automobile, with which the driver constantly contacts, and plays an important role in driving the automobile. Therefore, the functionality of the car, such as safety and operability, has not been improved, and the comfort of the grip has improved.
There is an increasing need to improve the so-called perceived quality, such as the operational feel of switches.

In order to connect the sensibility and quality of steering wheels in response to diversifying user needs, it is now necessary to elucidate the physiological and psychological aspects related to senses such as visual and tactile senses, which are the basis of analysis. There are many unresolved parts.

Therefore, in order to advance research into the operational feel and operability of the steering wheel, it was necessary to obtain data from actual vehicle driving. Alternatively, it was necessary to use an expensive and precise automobile driving simulator that could not be compared to actual driving.

[Problem to be solved by the invention] However, according to the conventional automobile dry pink simulator, the device itself is expensive, and even if it is owned by the research and development section, it is difficult to operate the steering wheel. However, it was not possible for car users themselves to evaluate the operating feel and the driver's sense of driving.

Furthermore, in actual vehicle driving, the influence of the suspension and the control system were large, and there were unstable factors involved in safety and reproducibility.

In order to meet these needs, we focused on a steering wheel steering test machine, as announced by Raka Hirano in the Society of Automotive Engineers of Japan Academic Lecture Preprint Collection 892, "Development of a Steering Wheel Steering Test Machine." did.

However, as published in the preprint of the academic lecture, the steering wheel steering test machine was developed based on a driving simulator for the purpose of evaluating and researching the operability and feel of the steering wheel. This is a steering reaction force applying device that generates a steering reaction force that provides a steering sensation close to that of an actual vehicle. A specific configuration for obtaining this is not disclosed.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a steering reaction force applying device with a mechanism that makes it possible to evaluate the operability of the steering wheel, the feeling of operation, and the driving sensation of the driver at low cost without using an actual vehicle. be.

[Means for Solving the Problem] In order to solve the problem L, the steering reaction force applying device of the present invention generates torque in a direction opposite to the direction of rotation of the steering wheel according to rotation of the steering wheel. a motor arranged as shown in FIG. The system is equipped with a cover that has a buffering property interposed in the system.

[Operation] In the steering reaction force applying device of the present invention, in response to rotation of the steering wheel by the driver's steering, the motor generates torque in a direction opposite to the rotation direction. The speed increasing means, which is interposed in a power transmission system between the steering wheel and the motor, accelerates the rotation of the motor side so that it becomes the rotation of the steering wheel side, even if torque disturbance occurs in the motor control. The torque disturbance is reduced, and similarly, the damping coupler interposed in the power transmission system buffers the suddenly changing l·lux disturbance.

[Embodiment 1] A steering reaction force applying device according to an embodiment of the present invention will be described below with reference to the drawings.

1 to 3 show an embodiment of a steering wheel steering test device using a steering reaction force applying device according to the present invention, and FIG. FIG. 2 is a schematic configuration diagram showing the entire apparatus, and FIG. 3 is a schematic configuration diagram showing the overall configuration of the control system.

In FIGS. 2 and 3, the driver drive unit 10 is a seat 19 and a steering wheel provided on the driver side of a known automobile; and an instrument panel equipped with a speedometer 12, a tachometer 13, etc.; The pedals of an accelerator 15 and a brake 16 are provided in the suspension section below the vehicle 14. Further, in front of the steering wheel 1 of the driver drive unit 10, a CRT,
A display means 30 consisting of a plasma display, liquid crystal, etc. is provided. These devices surrounding the driver are equipped with devices that are equipped in well-known automobiles.
Each device of this embodiment is not fundamentally different from those.

The accelerator 15 and the brake 16 include an accelerator sensor 15A and a brake sensor 1 each consisting of a potentiometer.
6A, the amount of pedal depression is used as the amount of voltage change and is manually input to the main control means 50 consisting of a personal computer via the A/D converter 21 or the A/D converter 22. Also, the rotation angle of the steering wheel 11 is determined by the encoder 23! /, 0 interface 24
It is input to the main control means 3 via. The rotation of the steering wheel 11 obtained from the encoder 2B is
Rotation angle (steering angle) to see direct signal from main control means 50
, it is differentiated to obtain the rotational angular velocity, and further, the rotational angular velocity is differentiated and viewed as a change in the rotational angular velocity.

The speedometer 12 of the instrument panel]4 is connected to the instrument panel via the D/A converter 25 as an output of the main control means 50.
is man-powered. Note that the speedometer 12 determines the engine rotational speed from a map if an automatic transmission is installed, or from the relationship between the accelerator 15 and the shift position of the gearbox, and this is the output of the tachometer 13. It can also happen.

Further, the output of the main control means 50 is transmitted to the D/A converter 26.
The digital signal output from the main control means 50 is converted into an analog signal, and the current of the motor 28 is controlled by a V-1 converter 27 which converts the voltage of the analog signal into a current proportional to the voltage.

The output of the main control means 50 is displayed on the display means 30.
is man-powered. The human power of the display means 30 is determined by the amount of depression of the accelerator 15 and the brake [6] by the output of the accelerator sensor 15A and the brake sensor 1.6A, which are composed of potentiometers, etc., and the output of the steering angle of the steering wheel [1] from the encoder 23. vehicle speed,
It calculates lateral acceleration, yaw angular velocity, etc., converts them into vehicle driving information, and displays the relative relationship between the vehicle and the road as road information from the driver's field of view.

The voice control means 40 controls the accelerator 15 and the brake 16.
Receives data from the main control means 50 such as the vehicle speed, lateral acceleration, and yaw angular velocity calculated by inputting the amount of depression of the steering wheel, the rotation angle of the steering wheel 11 from the encoder 23, and uses it to perform acoustic analysis according to the vehicle type. The sound is synthesized based on the data and is attached directly to the vehicle body of the driver drive unit 10, or by sound output from speakers 41 placed around the driver drive unit 10, depending on the vehicle speed when the steering wheel 1 is turned. This gives you a sense of realism.

In FIG. 1, the steering wheel 11 is attached by known means to one end of a steering column 61, which is rotatably attached to the components constituting the driver drive unit 10. The steering column 6 is provided with a worm 62 that allows rotation only from the steering column 61 side, and a worm gear 63 that meshes with the worm 62. A stopper pin 67 is provided protruding from the worm gear 63,
By coming into contact with another stopper 68, its rotation is restricted. By regulating this rotation, the rotation angle range of the steering link wheel 11 can be adjusted to the same range as that of the actual vehicle.
It becomes possible to determine a so-called lock-to-lock angle. The worm 62, which allows rotation only from the steering column 61 side, and the worm gear 63 that meshes with the worm gear 62 serve as a camouflage load for the steering link wheel 11 in the actual vehicle state, and serve as a camouflage load for the steering link wheel 11, including the sliding portion of the direction indicator switch. This is a hypothetical load due to the sliding parts of.

Further, at the other end of the steer link column 61, a rotary disk of an encoder 23 for detecting the rotation angle of the steer link wheel 11 is disposed. A speed increasing small gear 65 for transmission is disposed, and a speed increasing large gear 66 is disposed on the shaft of the motor 28. Incidentally, a speed-increasing small gear 65 is interposed in the power transmission system between the steer link wheel] 1 and the motor 28, and increases the rotation speed of the motor 28 side, thereby causing the rotation of the steer link wheel] 1 side. The large speed increasing gear 66 constitutes the speed increasing means of this embodiment. As the motor 28, a Stella Pink motor, a DC motor, an AC motor, etc. are used. and,
A rubber coupler 64 is disposed between the worm gear 63 of the steer link column 61 and the speed increasing small gear 65, and buffers disturbances in the driving force of the motor 28 when the steer link wheel 11 is rotated. , and if necessary,
When the steering gear backlash is adjusted, it acts as a universal joint. The characteristics of the rubber coupler 64 used in this embodiment differ from the static spring characteristics shown in FIG.

Fig. 6 is a static spring characteristic diagram of the rubber coupler 64 used in the steering and force applying nozzle device of this embodiment, and (a) shows the torsion angle -
It is a torque curve diagram, and (b) is a prying angle-moment curve diagram.

Experiments conducted by the inventors revealed that a material with a higher torque than the material with characteristic A is too hard, a material with a lower torque than the material with characteristic C is too soft, and I of characteristic B is preferable. . That is, a material with a large torque, such as a rubber coupler material with characteristic A, cannot provide cushioning performance. This is because a material with characteristic C is too soft and causes a phase shift delay in torque transmission.

Next, the operation of the steering reaction force 4=1 applying device of this embodiment will be explained.

FIG. 4 is a flowchart showing a program of the main control means 50 for operating the steering reaction force applying device according to the embodiment of the present invention.

First, this program starts running at the same time as the power is turned on, and after initialization (not shown), steps S1 and S
2, an accelerator sensor 15A consisting of a potentiometer
And the brake sensor 16A reads the amount of depression of the pedal as the amount of voltage change. In step S3, the rotation angle of the encoder 23 is read. Further, in step S4, vehicle speed is calculated based on the amount of pedal depression of the accelerator sensor], 5A, and the brake sensor 16A. At this time, it is assumed that the amount of pedal depression of the accelerator sensor 15A and brake sensor 1.6A is proportional to the voltage of the potentiometer, based on the shift control map in the case of an automatic transmission or the gear position in the case of a manual transmission. , calculate the engine rotation speed and vehicle speed. In step S5, the value obtained by calculating the vehicle speed is displayed on the speedometer 12, and in step S6, the value of the engine rotation speed obtained when calculating the vehicle speed is displayed on the tachometer 13.

Next, in step S7, the steering reaction force is calculated.

To calculate this steering reaction force T, the rotation angle of the encoder 23 is
When T=f1(v)・d2/dt2・A+f2(v)・d/dt−A 1,000f3(v)・A+f4(v)・br It is calculated as follows.

However, T: Steering reaction force A: Steering angle br = Front wheel slip angle f 1 (v), f 2 (v), f 3 (v),
f 4 (v): Steering system function ■Second vehicle speed.

In the previous equation, fl and (v) are the coefficients related to the inertia of the steering system, f2(v) are the coefficients related to the viscosity of the steering system, and f3(v)
is a coefficient related to the elasticity of the steering system, and f4(v) is a coefficient representing vehicle motion information, steering status, and tire power.

Furthermore, fI(v)・d2/dt2・A in the previous equation is the steering angular acceleration element, f2(v)・d/dt-A is the steering angular velocity element, and f3(v)・A is the steering angular velocity element. This is a turning angle, that is, a steering angle element corresponding to the steering angle A. And f4(v)・bf is an element corresponding to the slip angle br determined by the angle between the direction of the center plane of the tire and the direction of travel of the tire when the tire is viewed from above,
In particular, it serves as a correction term for the tire slip angle, and includes information on vehicle motion information, tire corner link force, and steering system stiffness, and contributes to consistency of this simulation formula with the actual vehicle steering and force holding characteristics. Therefore, the functions f 1 (v), f 2 (v), f 3 of the steering system
(v) and f4(v), various steering reaction force characteristics can be set.

The function f1. (v), f 2(v), f
3(v), f 4. (v) is basically the velocity (
In vehicle speed sensitive power steering, the function fn(v) of V) is mainly expressed as a linear function, and may also be expressed as a quadratic function depending on the contents of the memory map for power steering control. Alternatively, it may be expressed as a polygonal line approximation of a -order interval number, and these functions naturally include constants.

FIG. 7 is a characteristic diagram of the measurement results from a steering wheel steering test in an actual vehicle condition. Looking at the frequency response characteristics of the steering force in this actual vehicle condition, it can be seen that the gain of the steering force changes with the vehicle speed.

Therefore, in order to obtain a steering reaction force simulation formula that satisfactorily corresponds to the actual vehicle steering wheel, each coefficient is made a function of speed. Due to the speed limit in Japan, this simulation ceremony has a vehicle speed of 10 to 1100K.
Good correspondence is shown in the range of /h.

For example, the function fl(v) and the function f2(v) increase approximately proportionally to an increase in speed, and the function f3(v)
.

f4(v) is a value that decreases almost proportionally to an increase in speed. These functions fl(v), f2h),
f3(v).

The value of f4(v) is unique depending on the type of power steering, vehicle steering system conditions such as front engine front drive (FF), front engine rear drive (FR), and diversification of vehicle types. It is becoming less common to place predetermined functions in Incidentally, the function f
I (v), f 2 (v), f 3 (v).

For example, if the power steering is under map control, the value of f4(v) needs to correspond to that, and the value of f4(v) must be set to -10~]0 for the function fl(v), and 0~0 for the function f2(v).
50, function f 3 (v) from 1 to 100, function f 4 (v)
A value of about -10 to -1000 is selected.

As a precaution, here are the functions f I (v), f 2 (v), f 3 (v) used in the inventors' experiments.
, To give an example of the value of f4(v), Example 1: Domestic F vehicle equipped with vehicle speed-sensitive power steering
R car (displacement 2000cc; vehicle weight 1400kg)
So, Example 2: A domestically produced FF car (displacement 1800cc; vehicle weight 1.5cm) equipped with engine speed-sensitive power steering.
200kg), good results were obtained for each variable regardless of vehicle speed.

Basically, the functions f I(v), f 2(v),
f3(v).

The setting of f4(v) is influenced by the control constants stored in the power steering memory map, and there are some vehicles in which the setting is a linear function up to a certain vehicle speed, and then the rate of change is reduced to approximate the function. The function f J (v),
f 2 (v), f 3 (v), f 4 (v
) It is also possible to make certain values extremely large and make others extremely small.

In step S8, the steering reaction force T is output, and the output of this steering reaction force T is converted into a digital signal by the D/A converter 26 to an analog output voltage, and the V-■ converter 27 converts the output voltage to the motor 28 proportional to the analog output voltage. current control.

In step S9, it is determined whether the 5Qm5ec timer has timed up. If not, it is determined in step S14 whether the 3Qmsec timer has timed up. If not, step S
15, the rotation angle of the encoder 23 is read, and step S
In step S16, the steering reaction force T is calculated by 81 in the same manner as in step S8, and in step S17, the steering reaction force T is output. Then, in step S18, it is determined whether the 6m5ec timer has timed up, and if it has not timed up, the process proceeds to step S1.
When it stops at 8 and the time is up, step S ],
4 to step SI8 are repeatedly executed.

That is, in the normal state, the rotation angle of the encoder 23 is read and the steering reaction force T is calculated, and the output of the steering reaction force T is as follows.
This is done every 6m5ec.

Further, when it is determined in step S14 that the 30m5ec timer has timed up, the routine from step S] to step S], . . . 4 is executed. That is, in the normal state, the accelerator sensor 15A and the brake sensor 16
Reading the amount of depression of A, reading the rotation angle of encoder 23, calculating vehicle speed, speedometer] 2 and tachometer 1
3 is displayed every 3Qmsec.

Furthermore, when it is determined in step S9 that the 60 m5ec timer has timed up, the vehicle motion is calculated in step SIO. Here, we emphasize real-time performance and solve a simple two-degree-of-freedom vehicle motion analysis model. In other words, only the movement of the vehicle in the horizontal plane is captured, and roll,
The yaw angular velocity and lateral acceleration at the center of gravity of the vehicle are calculated in a very short time, close to real time, by inputting the vehicle speed and steering angle without considering pitch, 1'', and downward movement.

Further, the tire slip angle br of the vehicle is the steering angle A,
It is determined from the vehicle speed ■, lateral speed U, and yaw angular velocity ω using the following formula.

bf = tan' ((U+Lf ・ω) /V
l - A However, Lf: Distance between the center of rotation of the tire and the position of the center of gravity of the vehicle In this case, the steering angle, vehicle speed, lateral speed, and yaw angular velocity are the latest values immediately before starting the vehicle motion calculation in step S10. use.

Then, the calculated vehicle speed, yaw angular velocity, lateral acceleration, etc. are displayed on the display means 30 in step Sll to display the vehicle motion in terms of the relative relationship between the vehicle and the road. That is, since the vehicle is fixed, the image on the display means 30 is
Vehicle speed, yaw angular velocity, and lateral acceleration are taken into consideration.

In step S12, using the result of calculating the vehicle speed in step S4 based on the amount of pedal depression of the accelerator sensor 15A and the brake sensor 16A, a reproduction sound =i calculation is performed to express the running state of the vehicle with sound. To calculate this reproduced sound, the sound control means 40 simulates the sound using the vehicle speed and/or engine rotation speed, and if necessary, the angular velocity of the encoder 23, and generates a synthesized sound according to the vehicle type in step 313.
Then, it is outputted from the speaker 41. That is,
The image on the display means 30 is updated every 60 m5ec, and the audio output generated by the speaker 41 is also updated.

The steering wheel steering test device using the steering reaction force applying device of this embodiment includes an encoder 23 attached to the steering column 61 of the steering wheel 11,
An accelerator sensor 15A and a brake sensor 16A that detect the amount of depression of the accelerator 15 and the brake 16, a speedometer 12 and a tachometer 13 that display the speed of the vehicle based on the amount of depression of the accelerator, and the encoder 23 and the accelerator sensor 15A. Based on the output of the brake sensor 16A, a display means 30 displays the vehicle movement relative to the vehicle and the road, and a steering reaction force to be generated in the motor 28 is calculated based on the output of the encoder 23. The main control means 50 performs current control to generate drive torque, and steering reaction force calculation control means includes a D/A converter 26 and a v-i converter 27.

Therefore, when the driver performs a predetermined steering operation, the encoder 23 attached to the steering wheel 11
outputs the rotation angle as the steering angle. Further, the accelerator sensor 15A and the brake sensor 16A of the accelerator 15 and brake 16 detect the amount of depression, and the vehicle speed is displayed on the speedometer 12. From the outputs of the encoder 23, the accelerator sensor 15A, and the brake sensor 6A, the vehicle motion is displayed on the display means 30 in terms of the relative relationship between the vehicle and the road. Furthermore, a main control means 50, a D/A converter 26, and a V-1 converter calculates a steering reaction force generated by the output of the encoder 23 and the tire slip angle, and performs current control to cause the motor 28 to generate a driving torque. A steering reaction force calculation control means consisting of a motor 28 generates a steering reaction force torque on the steering wheel 1.

As described above, the steering reaction force applying device of the present embodiment includes the motor 28 which is arranged to generate torque in the direction opposite to the direction of rotation of the steering wheel 1 in response to the rotation of the steering wheel 1, and the [Steering wheel] From a speed increasing small gear 65 and a speed increasing large gear 66 that increase the speed of the rotation of the motor 28 interposed in the power transmission system between the steering wheel 1 and the motor 28 to rotate the steering wheel 11 side. A speed increasing means,
The power transmission system includes a worm gear 63 having a buffering property interposed in the power transmission system and a coupler consisting of a rubber coupler 64 disposed between the speed increasing small gear 65.

Therefore, when the driver grips the steering wheel 11 and performs a predetermined steering operation, the motor 28 generates a steering reaction force. This steering reaction force accelerates the rotation of the motor 28, which is interposed in the dynamic horn transmission system between the steering link wheel 11 and the motor 28, and causes the steering wheel 1 to rotate.

The speed increasing means consisting of the speed increasing small gear 65 and the speed increasing human gear 66 includes ripples in the torque generated by the motor 28.
The so-called torque disturbance of the motor 28 is reduced. That is, if the motor 28 is requested to have a steering reaction force as shown in the torque command input in (a) of the characteristic diagram of the steering reaction force against the sine wave torque command human force of the steering reaction force applying device of this embodiment in FIG. do. The output of the V-1 converter 27 at that time has a waveform as shown in FIG.
The waveform is as shown in Fig. 5(a).
In contrast to the requirement for a smooth steering reaction force, the result is an output with distortion and torque disturbance. However, as in this embodiment, the motor 28 includes a speed-increasing means consisting of a speed-increasing small gear 65 and a speed-increasing human gear 66 for increasing the rotation speed of the motor 28 to rotate toward the steering wheel 1 side. When torque disturbance is transmitted from the speed-increasing personal gear 66 to the speed-increasing small gear 65, the angular displacement due to the torque disturbance of the speed-increasing personal gear 66 directly connected to the motor 28 is transferred to the speed-increasing personal gear 66.
The angular displacement caused by the disturbance becomes smaller, resulting in a smooth steering reaction force as shown in FIG. 5(d).

Furthermore, the rubber coupler 64 disposed between the worm gear 63 and the speed-increasing small gear 65, which is interposed in the power transmission system and has a buffering property, has a slightly different shape than that shown in FIG. 5(d) due to its buffering property. This corrects the disturbance in the torque caused by the motor 28, resulting in a characteristic that does not make a person feel the disturbance in the torque of the motor 28, and the steering feel is no longer different from that of an actual vehicle.

Therefore, the driver sitting on the seat 1-19 of the steering reaction force applying device of this embodiment can judge the operability of the steering wheel 11, the evaluation of the operational feel, and the evaluation of the driver's driving feeling in the same manner as in the actual vehicle condition. can.

For this reason, by configuring the steering reaction force applying device of this embodiment as a steering wheel steering test device, and having it owned by Puller, the steering reaction force applying device of the present embodiment can be used simply based on the user's preference for the design of the steering wheel 11. It is possible to perform evaluation tests on operability and operational feel based on gender and individual differences.

Conversely, by specifying the steering wheel and setting it to predetermined conditions, it can also be used to evaluate the driver's driving sensation and reaction speed. In addition, in research and development, it can also be used for evaluation research on the operability and operational feel of the steering wheel 11 due to differences between men and women and individual differences, and evaluation research on the driver's driving sensation. It can also be used to test the amount of power steering assist, to evaluate and research it, and to set the ergonomic design of driver-related operating means such as meter visibility and direction indicator operability.

Furthermore, if the form is changed, it can also be used as a driving game machine.

By the way, the steering wheel 11 of the embodiment -1-
The motor 28, which is arranged to generate torque in the direction opposite to the direction of rotation according to the rotation of the motor, can be a stepping motor, a DC motor, or a single-phase or three-phase induction motor. be.

Further, the speed increasing means for increasing the rotation speed of the motor 28 side and rotating the steering wheel 1 side by intervening in the power transmission system between the steering wheel 11 and the motor 28 in the above embodiment is a small Gear 65 and speed increasing large gear 66
However, when carrying out the present invention, any means that increases the speed of the rotation of the motor 28 while transmitting the rotation to the steering wheel 11 may be used.

The coupler having a cushioning property interposed in the power transmission system between the steering wheel 1 and the motor 28 in the above embodiment had a rubber coupler 64, or when implementing the present invention, the rubber coupler 64 The material is not limited to any particular material, as long as it has the ability to buffer and couple the power transmission system, and a damper or the like can be used.

In particular, as in this embodiment, the rubber coupler 6 interposed in the power transmission system between the steering wheel 11 and the motor 28
The elastic body using the viscosity of No. 4 can buffer torque disturbances transmitted from the motor 28 side to the steering wheel 11, and can also eliminate steering gaback lash caused by the meshing of the speed increasing means with its elasticity.

[Effects of the Invention] As detailed above, the steering reaction force applying device of the present invention has the following effects:
In response to the rotation of the steering wheel by the driver's steering, the motor generates torque as a steering reaction force in a direction opposite to the direction of rotation.

The speed increasing means, which is interposed in the power transmission system between the steering wheel and the motor, increases the speed of the rotation of the motor so that it becomes the rotation of the steering wheel, even if torque disturbance occurs in the motor control. Similarly, the coupler which has a buffering property and is interposed in the power transmission system can buffer the suddenly changing torque disturbance.

Therefore, when the driver grips the steering wheel and performs a predetermined steering operation, a steering reaction force similar to that of an actual vehicle is obtained at the steering wheel. Therefore, the driver can judge the steering feeling of the steering wheel in the same way as in the actual vehicle condition, and also the operability of the steering wheel,
It becomes possible to evaluate the operational feel and the driver's driving sensation.

[Brief explanation of the drawing]

1 to 3 show an embodiment of a steering wheel steering test device using a steering reaction force applying device according to the present invention, and FIG. 2 is a schematic configuration diagram showing the entire device, FIG. 3 is a schematic configuration diagram showing the overall configuration of the control system, and FIG. 4 is a diagram showing the main control means for operating the steering reaction force applying device according to the embodiment of the present invention. A flowchart showing the program, FIG. 5 is a characteristic diagram of the steering reaction force by the sine wave torque command human power of the steering reaction force applying device according to the embodiment of the present invention, and FIG. 6 is a characteristic diagram of the steering reaction force applying device according to the embodiment of the present invention. Static spring characteristics diagram of the rubber coupler used in 7th
The figure is a characteristic diagram of measurement results from a steering wheel steering test in an actual vehicle state. In the figure, 11 steering wheel 28: motor 65: small gear for speed increase (speed increase means) 66: large gear for speed increase (speed increase means) 64: rubber coupler (coupler). In the drawings, the same reference numerals and the same symbols indicate the same or equivalent parts. Patent applicant Toyoda Gosei Co., Ltd. and one other person

Claims (1)

[Scope of Claims] A motor disposed to generate torque in a direction opposite to the direction of rotation of a steering wheel in response to rotation of the steering wheel, and a power transmission system interposed between the steering wheel and the motor. and a coupler having a buffering property interposed in the power transmission system. Device.