JPH10167101A - Steeping control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrain the incompatibility of an occupant at the transfer time from an automatic steering to a manual steering. SOLUTION: This device is provided with a manual steering mechanism 1, a manual detection means 37 for detecting the steering by the manual steering mechanism, an intermittentable resistance force giving means 45 for giving a resistance force to a steering force transmission mechanism 7, an automatic steering mechanism 3, an abnormality detection means 43 for detecting the abnormality of the automatic steering mechanism 3 and a control means 35 for driving an actuator 27 based on the running environment information by the information input for requiring an automatic steering. The control means 35 intercepts the drive of the actuator 27 by the abnormality detection of the abnormality detection means 43 and also actuate a resistance force giving means 45 and also controls the interception by the steering detection by the manual detection means 37.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering control device that enables automatic steering of an automobile.

[0002]

2. Description of the Related Art In recent years, developments relating to automatic driving of automobiles on highways and the like have been made. What is automatic driving?
The steering operation, the accelerator operation, and the brake operation of the automobile are performed by controlling an actuator by a control unit that inputs driving environment information and the like. Among them, the automatic steering automatically turns the front wheels under the control of the actuator by the control means which has input the traveling environment information. Examples of a device for measuring traveling environment information include a device for measuring based on an image (Japanese Patent Application Laid-Open Nos. 60-37011 and 3-139706) and a device using a magnetic nail (the "PATH" plan in the United States, Japan) 2010 led by Ministry of Construction
There is an automated high-speed system "AHS (Automated Highway System)" and a device using radio waves (Japanese Patent Application No. 4-267160), whose goal is to realize the second Tomei scheduled to open in the year.

[0003] First, according to an image, a guide line (for example, a white line) arranged along a road is photographed by a vehicle-mounted camera, and a vehicle state such as a lateral position and a yaw angle of the traveling vehicle with respect to the guide line is taken from the photographed image. Measure the amount.

In the case of using a magnetic nail, a magnetic nail embedded along a guide line of a road is sensed by a magnetic sensor of a vehicle, and a vehicle state quantity such as a lateral position of the traveling vehicle with respect to the guide line is measured.

[0005] In the case of using radio waves, two different frequencies are used.
Means for receiving radio waves transmitted from the two radio sources and detecting the azimuth of each radio source, and means for calculating the coordinates of the traveling vehicle with respect to the radio sources by GPS; , The state quantity for the guide line is estimated.

[0006] The automatic steering is to automatically drive the vehicle by inputting the driving environment information as described above. For example, the automatic steering described in Japanese Patent Application Laid-Open No. 60-37011 is directed to an in-vehicle vehicle directed forward of the vehicle. The white line is recognized from the image of the camera, the lateral position of the vehicle with respect to the lane and the yaw angle are calculated, and the steering device is driven to steer the front wheels.

[0007]

In the automatic steering apparatus described in Japanese Patent Application Laid-Open No. Sho 60-37011, for example, as a result of erroneously recognizing a guardrail or the like as a white line, the command steering angle for the steering apparatus changes rapidly. there's a possibility that.

On the other hand, in the automatic steering apparatus described in Japanese Patent Application Laid-Open No. 6-336167, fail-safe is performed when any abnormality occurs in the control motor for automatic steering. That is, this automatic steering device has a steering shaft divided into a steering wheel-side shaft and a wheel-side shaft, a steering angle ratio variable mechanism having a steering control motor between both shafts, and The structure includes a torque motor for fixing the shaft on the steering wheel side.

During automatic steering, the shaft on the steering wheel side is fixed by the torque motor, and the steering angle variable mechanism rotates the shaft on the tire side by driving the steering control motor. When any abnormality occurs in the steering control motor, the switch is operated by utilizing the relative rotation between the two shafts, and the operation of the steering control motor is stopped, so that the fail-safe operation is performed mechanically. It was made.

A steering control device described in Japanese Patent Application Laid-Open No. Hei 7-205824 is one in which the fail-safe function is similarly activated.

However, even in the above-described steering control device, there is a certain limit in the fail-safe. That is, when a failure occurs in the automatic steering system, and when this is detected and the switch is operated to turn off the power of the steering control motor to stop the automatic steering, the torque for maintaining the steering wheel of the manual steering system is reduced. Therefore, there is a possibility that an occupant holding the steering wheel trying to return to manual steering may feel uncomfortable in steering.

Accordingly, an object of the present invention is to provide a steering control device capable of shifting from automatic steering to manual steering without a sense of incongruity.

[0013]

According to a first aspect of the present invention, there is provided a manual steering mechanism for turning a front wheel by operating a steering force transmitting mechanism in accordance with a steering angle of a steering wheel, and detecting steering by the manual steering mechanism. Manual detection means, intermittent resistance applying means for applying resistance to the steering force transmission mechanism, automatic steering mechanism for driving the steering force transmission mechanism by an actuator to steer front wheels, and abnormality of the automatic steering mechanism Abnormality detecting means, and control means for driving the actuator based on traveling environment information by inputting information for requesting automatic steering, and the control means drives the actuator by detecting abnormality of the abnormality detecting means. In addition to shutting off, the resistance applying means is operated, and the operated resistance applying means is interrupted by steering detection by the manual detection means. To.

Therefore, when the occupant steers the steering wheel, the front wheels can be steered by the operation of the steering force transmission mechanism according to the steering angle. Further, by inputting information for requesting automatic steering, the control means can drive the actuator based on the traveling environment information to automatically turn the front wheels. When the abnormality detecting means detects an abnormality in the automatic steering mechanism, the control means cuts off the driving of the actuator and causes the resistance applying means to act to apply a resistance to the steering force transmission mechanism.
Therefore, the torque for maintaining the steering wheel does not suddenly decrease. When the control means determines that the occupant is gripping the steering wheel based on the steering detection by the manual detection means, the control means shuts off the resistance applying means.

According to a second aspect of the present invention, there is provided the steering control device according to the first aspect, wherein the manual steering mechanism is connected to the steering force transmitting mechanism, and supplies and discharges hydraulic oil via an oil passage. Equipped with a power cylinder device to assist,
The resistance applying means includes a throttle means provided in the oil passage for narrowing the oil passage by operation.

Therefore, in addition to the operation of the first aspect of the present invention, the front wheels can be automatically steered through the steering force transmission mechanism by supplying and discharging hydraulic oil to the power cylinder during automatic steering by the automatic steering mechanism. . Further, when the resistance applying means is operated by the abnormality detection, it can be performed by restricting the oil passage for supplying and discharging the hydraulic oil by the restricting means.

According to a third aspect of the present invention, in the steering control device according to the first aspect, the resistance applying means is an inertial force applying means for applying an inertial force to the steering force transmitting mechanism. I do.

Therefore, in addition to the operation of the first aspect of the present invention, when the resistance applying means is operated by the abnormality detection, the inertial force can be applied to the steering force transmitting mechanism as the inertial force applying means.

According to a fourth aspect of the present invention, there is provided the steering control device according to the third aspect, wherein the inertial force applying means is a weight which can be intermittently connected to the steering force transmitting mechanism.

Therefore, in addition to the operation of the invention of claim 3, when an abnormality is detected, an inertial force can be applied by connecting the weight to the steering force transmission mechanism.

According to a fifth aspect of the present invention, there is provided the steering control device according to the fourth aspect, wherein the intermittent operation of the weight is performed by an electromagnetic clutch.

Therefore, in addition to the effect of the invention of claim 4, the weight can be reliably switched on and off by the electromagnetic clutch.

According to a sixth aspect of the present invention, in the steering control apparatus according to any one of the first to fifth aspects, the manual detecting means is a steering torque sensor for detecting a steering torque of the manual steering mechanism. .

Therefore, in addition to the effects of the first to fifth aspects, it is possible to detect that the occupant has steered the steering wheel by detecting the steering torque with the torque sensor.

According to a seventh aspect of the present invention, in the steering control apparatus according to any one of the first to fifth aspects, the manual detecting means includes a steering angle sensor for detecting a steering angle of the manual steering mechanism, and a lateral acceleration generated in the vehicle body. Is a lateral G sensor for detecting

Therefore, in addition to the effects of the first to fifth aspects, manual steering can be detected based on a constant relationship between the steering angle change and the lateral G detected by the steering angle sensor and the lateral G.

According to an eighth aspect of the present invention, in the steering control device according to the first aspect, the actuator is a motor connected to the steering force transmission mechanism via an electromagnetic clutch, and the control means is an automatic control device. The electromagnetic clutch is connected by inputting information for requesting steering, power supply to the motor is cut off by abnormality detection by abnormality detection means, and the electromagnetic clutch is shut off by steering detection by manual detection means.

Therefore, in addition to the effect of the first aspect of the present invention, the automatic steering can be performed by connecting the electromagnetic clutch by inputting the information requesting the automatic steering. Further, when an abnormality is detected, the power supply to the motor is cut off, and the motor can apply resistance to the steering force transmission mechanism. or,
By detecting the steering, the electromagnetic clutch can be disconnected, and the connection of the motor to the steering force transmission mechanism can be disconnected.

According to a ninth aspect of the present invention, there is provided the steering control device according to the eighth aspect, wherein a gear mechanism for lowering the transmission efficiency from the steering force transmission mechanism to the motor is provided between the steering force transmission mechanism and the motor. It is characterized by having.

Therefore, in addition to the effect of the first aspect of the present invention, the automatic steering can be performed via the motor and the gear mechanism by connecting the electromagnetic clutch by inputting the information requesting the automatic steering. Further, when the power supply to the motor is cut off due to the abnormality detection, the transmission efficiency of the gear mechanism from the steering force transmission mechanism to the motor decreases, so that the motor and the gear mechanism with low efficiency can provide resistance.

[0031]

According to the first aspect of the invention, when the automatic steering is shifted to the manual steering due to the abnormality detection, a resistance force can be applied to the steering force transmission mechanism, and the steering torque of the steering wheel is suddenly reduced. Therefore, it is possible to suppress an uncomfortable feeling for an occupant holding the steering wheel to perform manual steering.

According to the invention of claim 2, in addition to the effect of the invention of claim 1, automatic steering can be performed using a power steering mechanism, and when an abnormality is detected, resistance is imparted by narrowing an oil passage. The resistance can be easily applied. Further, since the power steering mechanism is used, the structure is simple.

According to the third aspect of the present invention, in addition to the effect of the first aspect of the present invention, a sudden decrease in the steering torque of the steering wheel is reliably prevented by applying an inertial force to the steering force transmission mechanism when an abnormality is detected. can do.

According to the fourth aspect of the invention, in addition to the effect of the third aspect of the invention, the inertial force can be applied to the steering force transmission mechanism by the weight when an abnormality is detected, and the inertial force can be reliably applied with a simple structure. be able to.

According to the fifth aspect of the invention, in addition to the effect of the fourth aspect of the present invention, the weight can be switched on and off by the electromagnetic clutch, and the inertia force can be reliably applied and cut off.

According to the sixth aspect of the present invention, in addition to the effects of the first to fifth aspects, manual steering by the occupant can be detected by detecting steering torque by the torque sensor, and the transition from automatic steering to manual steering can be smoothly performed. Can be performed.

According to the seventh aspect of the invention, in addition to the effects of the first to fifth aspects, the manual steering of the occupant is detected based on a fixed relationship between the steering angle detected by the steering angle sensor and the lateral G detected by the lateral G sensor. Thus, the transition from the automatic steering to the manual steering without a sense of incongruity can be performed more reliably.

According to the eighth aspect of the invention, in addition to the effect of the first aspect of the invention, the automatic steering can be performed via the motor drive by connecting the electromagnetic clutch. In addition, when an abnormality is detected, the power supply to the motor is cut off while the electromagnetic clutch is connected, so that inertia force can be applied to the steering force transmission mechanism by the motor, and no special means is required for automatic steering. An inertial force can be applied using an actuator, and the structure is extremely simple.

According to the ninth aspect of the invention, in addition to the effect of the eighth aspect, when the power supply to the motor is cut off, the transmission efficiency from the steering force transmission mechanism to the motor can be reduced by the gear mechanism. Thus, the shift to the manual steering can be more reliably performed without a sense of incongruity.

[0040]

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) FIG. 1 is a schematic configuration diagram of a steering control device according to the present invention. In FIG. 1, a manual steering mechanism 1
Is equipped with a steering wheel 5, a steering shaft 7, a pinion gear 9, and a rack 11. Although not shown, a joint is provided between the steering shaft 7 and the pinion gear 9. The pinion gear 9 and the rack 11 are disposed in a rack housing 23, and the rack housing 23 is mounted on the vehicle body via an insulator (not shown). The rack 1
Both ends of the vehicle 1 are connected to the front wheel 13 via a knuckle arm and an axle 25.

Accordingly, the rotation of the steering wheel 5 is transmitted to the pinion gear 9 via the steering shaft 7 and a joint (not shown). The rotation of the pinion gear 9 is converted into a translational motion of the rack 11, and the translational motion of the rack 11 is converted into a knuckle arm and an axle 25.
And the front wheel 13 is manually steered.

On the other hand, the automatic steering mechanism 3 has a motor 27 as a rotary power source as an actuator. The motor 27 is controlled by a later-described control means by inputting traveling environment information. The automatic steering mechanism 3 has a first gear 29 connected to the manual steering mechanism 1 and a second gear 31 on the motor 27 side meshed with the first gear 29.

The first gear 29 is coaxially connected to the steering shaft 7 constituting a steering force transmission mechanism. The second gear 31 is coaxially connected to an output shaft 33 of the motor 27.

The motor 27 is controlled by a signal from a controller 35 as control means. The controller 35 receives detection signals from a steering torque sensor 37 and a steering angle sensor 39 attached to the steering shaft 7. The controller 35 has a changeover switch 4 for automatically and manually changing over.
1 and information of the CCD camera 43 are input. When the changeover switch 41 is switched to the automatic steering side, an information input requesting automatic steering is input to the controller 35.
To be entered. The CCD camera 43 inputs driving environment information, and captures, for example, an image in front of the vehicle. The captured image is subjected to image edge processing and the like by an image processing unit of the controller 35, for example, a lateral displacement between a dividing line dividing a lane ahead of the vehicle and a point at a predetermined distance in front passing through the center in the vehicle width direction of the vehicle. Is the driving environment information.

The steering shaft 7, which is a part of the steering force transmission mechanism, is provided with an inertial force applying means 45 as a resistance applying means for intermittently applying a resistance. The inertial force applying means 45 is configured by a weight 47 that can be connected to and disconnected from the steering shaft 7 as shown in FIG. 2, and the connection and disconnection of the weight 47 is performed by an electromagnetic clutch 49.

The weight 47 is restrained from moving in the axial direction of the steering shaft 7 via a weight support bearing 53 with respect to the vehicle body 51 side. The electromagnetic clutch 49 includes an electromagnetic solenoid 55, a clutch rotor 57, and a clutch armature 59, and the clutch rotor 57 and the clutch armature 59 are provided with linings 57a, 59a.
The clutch rotor 57 is fixed to the weight 47. The electromagnetic solenoid 55 is controlled by the controller 35.

Here, when automatic steering is requested by the input of the changeover switch 41, the controller 35 takes in information from the CCD camera 43 as traveling environment information and controls the motor 27 to perform automatic steering. it can. In other words, the rotation power of the output shaft 3
3, transmitted to the steering shaft 7 via the second gear 31 and the first gear 29. The rotational power transmitted to the steering shaft 7 is transmitted to the pinion gear 9 via a joint (not shown), and steers the left and right front wheels 13 via the translational movement of the rack 11 and the rotational movement of the knuckle arm and the axle 25. .

Here, when the CCD camera 43 recognizes a white line which is a lane marking, a completely different one is judged to be a white line, or an abnormality in automatic operation such as a failure of the motor 27 occurs. When it is detected, the controller 35 controls the motor 27 to be cut off and the inertial force applying means 45 to act, and the operated inertial force applying means 45 to be cut off by manual steering detection. Accordingly, the controller 35 determines an abnormality such as determining that a line completely different from the white line is a white line, and constitutes an abnormality detection unit in the present embodiment. Further, manual steering detection is performed by determining the signal of the steering torque sensor 37 by the controller 35, and the steering torque sensor 37 constitutes a manual detection means.

More specifically, when an abnormality occurs in the automatic operation, the controller 35 stops the energization of the motor 27 and simultaneously energizes the electromagnetic solenoid 55 of the inertial force applying means 45. By this energization, the clutch armature 59 is pressed against the clutch rotor 57, and the linings 57a, 59a are pressed. Therefore, the weight 47 is moved by the electromagnetic solenoid 55 so that the weight 47
Will be connected. Accordingly, the inertia of the steering force transmission mechanism including the steering shaft 7 is increased, so that the steering force of the steering wheel 5 can be prevented from sharply decreasing, and sudden turning can be avoided. Thereafter, when manual steering is detected based on a signal from the steering torque sensor 37, the power supply to the electromagnetic solenoid 55 is stopped. For this reason, the weight 47 is separated from the steering shaft 7 and does not impair the feeling of manual steering of the steering wheel 5.

FIG. 3 shows a flowchart according to the first embodiment. When such a flowchart is executed, it is first determined in step S1 whether or not an automatic steering failure has occurred. If an abnormality such as erroneous detection of a white line occurs, step S2
Then, the power supply to the motor 27 is stopped by the motor power supply stop processing. Next, in step S3, a process of imparting inertia force is performed, and the weight 47 is coupled to the steering shaft 7. In step S4, it is determined whether a manual steering input has been applied. If it is determined that a manual steering input has been applied based on a signal from the steering torque sensor 37, an inertia force canceling process is performed in step S5. In this process, the power supply to the electromagnetic solenoid 55 is cut off as described above, and the weight 47 is disconnected from the steering shaft 7.

When an abnormality in the automatic steering is detected by such control, when a transition is made from the automatic steering to the manual steering, a sudden decrease in the steering torque of the steering wheel 5 is restricted, and when the occupant grips the steering wheel 5, an uncomfortable feeling is obtained. And the vehicle itself can be prevented from suddenly turning due to a sudden decrease in the steering holding force. Then, when the manual steering is started, the inertial force is released, so that a smooth operation can be performed by ordinary manual steering.

(Second Embodiment) FIG. 4 is a schematic configuration diagram according to a second embodiment. In the second embodiment, illustration of the wheel side is omitted. Since the basic configuration is substantially the same as that of the first embodiment, the corresponding components are denoted by the same reference numerals, and the description thereof will not be repeated. The same applies to other embodiments.

In this embodiment, the manual detecting means is not constituted by the steering torque sensor 37 as in the first embodiment, but is constituted by the steering angle sensor 39 and the lateral G sensor 61. Therefore, the second embodiment is the same as the first embodiment except for the manual detection means.

Here, there is a certain relationship between the lateral acceleration (lateral G) of the vehicle detected by the lateral G sensor 61 and the change in the steering angle driven by the lateral acceleration. In other words, when the lateral G and the steering angle are set to the left turning plus, when the lateral G is plus, if the change of the steering angle becomes positive, the manual steering is entered. Similarly, when the lateral G is minus, manual steering is entered when the change in the steering angle becomes minus. In addition, when the lateral G is close to zero, if the change in the steering angle is large, the manual steering is started.

FIG. 5 shows a flowchart of the second embodiment. When this flowchart is executed, it is determined in step S51 that lateral G has occurred. This determination is made by the controller 35 inputting a signal from the lateral G sensor 61. If it is determined that the lateral G has occurred, it is determined in step S53 whether a left turn has been performed. It is determined that a left turn has been performed,
If it is determined in step S54 that the steering angle has increased to the left, it is determined that manual steering has been performed, and manual steering detection is performed. Similarly, if it is determined in step S53 that the vehicle is turning right, it is determined in step S55 whether the steering angle is increasing to the right. If the steering angle is increasing to the right, manual steering detection is performed. Shall be.
Further, when it is determined in step S51 that the lateral G has not occurred, it is determined in step S56 whether or not the change in the steering angle is large.
Manual steering detection will be performed.

As described above, in the present embodiment, accurate manual steering detection can be performed by using the steering angle sensor 39 and the lateral G sensor 61. Other operations are substantially the same as those of the first embodiment.

(Third Embodiment) FIG. 6 is a schematic structural view of a main part according to a third embodiment. In this embodiment, the motor 27 as an actuator is connected to the steering shaft 7 constituting a steering force transmission mechanism via an electromagnetic clutch 49. Controller 35 (see FIG. 1)
Is an electromagnetic clutch 49 by inputting information for requesting automatic steering.
And the motor 2 is detected by the abnormality detection means.
7 and the electromagnetic clutch 49 is cut off by the steering detection by the manual detection means.

That is, in the present embodiment, the weight 47 of the first embodiment is eliminated as the resistance applying means, and the first gear 29 is fixed to the clutch rotor 57. Therefore, in the present embodiment, the motor 27, the first gear 29, the second gear 31, and the electromagnetic clutch 49 constitute a resistance applying means for applying the resistance to the steering force transmission mechanism in an intermittent manner.

When the automatic steering is started by the changeover switch, the electromagnetic clutch 49 is operated, and the first gear 2 is turned on.
9 is connected to the steering shaft 7. With this connection, the front wheels are automatically steered via the second gear 31, the first gear 29, and the steering shaft 7 by the rotation of the motor 27.

When an abnormality is detected, the controller cuts off the power supply to the motor 27, but keeps the power supply to the electromagnetic solenoid 55. As a result, the rotation of the motor 27 and the like becomes rotational resistance, and the rotation of the steering shaft 7 due to the external force is restricted.

Next, when the occupant grips the steering wheel and enters manual steering, the operation is detected by the steering torque sensor, the power to the electromagnetic solenoid 55 is cut off, and the electromagnetic clutch 49 is turned off. Therefore, after the manual steering is started, the motor 27 does not become a resistance and does not affect the manual steering. Therefore, the steering feeling can be maintained at that of normal manual steering.

FIG. 7 shows a flowchart of this embodiment. When this flowchart is executed, step S
At 71, the determination of the start of automatic steering is made. If it is determined that automatic steering has been started by input of the changeover switch 41 (see FIG. 1) or the like, the electromagnetic clutch is turned on in step S72.
Is performed. Thereby, the electromagnetic solenoid 5
5 is energized. Next, in step S73, a determination is made of an automatic steering failure. This determination is made by erroneous detection of a white line or the like. In the case of an automatic steering failure, a process of stopping the motor power supply is performed in step S74. By this processing, a resistance force can be applied to the steering shaft 7, and no uncomfortable feeling is caused when shifting to manual steering.

In step S75, it is determined whether a manual steering input has been applied. If it is determined from the signal of the steering torque sensor 37 that manual steering has been performed, step S7 is performed.
At 6, the process of turning off the electromagnetic clutch is performed. With this processing, the power supply to the electromagnetic solenoid 55 is cut off. Therefore, when shifting from the automatic steering to the manual steering as described above, it is possible to prevent the occupant from feeling uncomfortable or sudden turning.

(Fourth Embodiment) FIG. 8 is a schematic configuration diagram of a main part according to a fourth embodiment. In the present embodiment, a power steering device is used instead of using a motor as an automatic steering mechanism.

That is, in the present embodiment, the front wheels are manually steered by the translation of the rack 11 via the steering shaft and the pinion gear by the steering of the steering wheel, but the power cylinder device 63 of the power steering device is operated by the steering force. Rack 1 as transmission mechanism
1 to supply and discharge hydraulic oil to and from the power cylinder device 63 through oil passages 65 and 67, thereby performing power assist of the manual steering mechanism.

The power cylinder device 63 is mounted on the rack 11
And a piston 69 which is integral with the cylinder 71 to define hydraulic chambers 73a and 73b in the cylinder 71. The oil passages 65 and 67 are connected to the rotary valve side of the power steering device. Therefore, when the steering wheel is steered,
Hydraulic pressure is generated by the rotary valve, and the hydraulic chamber 73a or 7
Hydraulic oil is supplied to and discharged from 3b, and hydraulic pressure to the right or left acts on the piston 69, whereby power assist for manual steering is performed. Further, using such a power steering device, the automatic steering mechanism has a configuration including the power cylinder device 63 as an actuator.

On the other hand, a throttle means 75 is provided in the oil passage 65. The throttle means 75 accommodates a throttle valve 79 in a valve housing 77 provided in the middle of the oil passage 65,
Normally, the throttle valve 79 is retracted from the oil passage 65 by a return spring 81 housed in the valve housing 77. The electromagnet 8 is placed outside the oil passage 65 so as to face the throttle valve 79.
3 is set and controlled by the controller 35 (see FIG. 1). At the time of normal manual steering where no abnormality detection is performed, and at the time of automatic steering, the controller 35 does not energize the electromagnet 83, so that the power steering apparatus maintains the normal power assist state.

Next, when an abnormality occurs, that is, immediately after the energization of the motor 27 is stopped in FIG. 1, the controller 35 energizes the electromagnet 83 and causes the throttle valve 79 to protrude into the oil passage 65 so that the oil Road 65 is narrowed. For this reason, the flow of hydraulic oil into the left and right hydraulic chambers 73a and 73b of the power cylinder device 63 is restricted, and a resistance force is applied to the rack 11 constituting the steering force transmission mechanism. As a result, the steering wheel is less likely to turn, and the same effect as the equivalent inertia force is obtained. Therefore, it is possible to prevent the occupant from feeling uncomfortable or sudden turning due to the reduction in the steering torque.

Next, when manual steering by the occupant is detected by the steering torque sensor 37, energization of the electromagnet 83 is stopped, and the throttle valve 79 is retracted from the oil passage 65 by the return spring 81. Therefore, normal power assist can be performed, and the steering feeling is not reduced.

As described above, in this embodiment, since the resistance is given by narrowing the oil passage, there is an advantage that the weight is reduced as a whole without using a weight. Incidentally, the manual detecting means of the second embodiment may be used.

FIG. 9 shows a flowchart of the main part of this embodiment. When this flowchart is executed, a determination of an automatic steering failure is made in step S91. When the abnormality is detected as described above, the hydraulic control of the power steering is stopped in step S92. In step S93, a process of imparting inertial force is performed. By this processing, the electromagnet 83 is energized, and the throttle valve 79
Rushes into the oil passage 65, and resistance, that is, an equivalent inertial force is applied. In step S94, it is determined whether a manual steering input has been applied. If it is determined that manual steering has been performed based on the detection of the steering torque sensor or the detection of the steering angle sensor and the lateral G sensor, the process of canceling the inertial force is performed in step S95. It is. With this processing, the electromagnet 8
3 is stopped, and the throttle valve 79 is set to the return spring 81.
Evacuates from inside the oil passage 65. Therefore, when shifting from automatic steering to manual steering as described above, the occupant may feel uncomfortable,
It is possible to prevent sudden turning.

(Fifth Embodiment) FIG. 10 shows a fifth embodiment. This embodiment is a modification of the third embodiment. Therefore, components corresponding to those of the third embodiment will be described with the same reference numerals. In the present embodiment, the steering shaft 7 and the motor 27 are arranged between the steering shaft 7 and the motor 27 constituting the steering force transmission mechanism.
Gear mechanism that reduces the transmission efficiency to the motor. That is, as the gear mechanism, instead of the first gear 29 and the second gear 31 of the third embodiment, a first gear 85 constituted by a worm wheel and a second gear 89 constituted by a worm gear are used.

Therefore, when an abnormality occurs, the motor 27
Immediately after the power supply to the motor is stopped, the connected state of the electromagnetic clutch 49 is maintained, and the steering shaft 7 receives the resistance of the motor 27 and maintains the state of inertia. In addition, since the transmission efficiency from the steering shaft 7 to the motor 27 is reduced by the first gear 85 and the second gear 89, the equivalent inertia of the third embodiment is larger than that of the third embodiment. Sudden turning can be more reliably prevented.

[Brief description of the drawings]

FIG. 1 is an overall schematic configuration diagram according to a first embodiment of the present invention.

FIG. 2 is a schematic cross-sectional view of a main part of a resistance applying unit according to the first embodiment.

FIG. 3 is a flowchart of a main part according to the first embodiment.

FIG. 4 is a schematic configuration diagram of a main part according to a second embodiment.

FIG. 5 is a main part flowchart according to the second embodiment.

FIG. 6 is a schematic configuration diagram of a main part according to a third embodiment.

FIG. 7 is a main part flowchart according to a third embodiment.

FIG. 8 is a schematic configuration diagram of a main part according to a fourth embodiment.

FIG. 9 is a main part flowchart according to a fourth embodiment.

FIGS. 10A and 10B are schematic schematic front views of a main part, and FIG. 10B is an enlarged schematic front view of a relationship between a motor and a gear mechanism according to a fifth embodiment;

[Explanation of symbols]

 Reference Signs List 1 manual steering mechanism 3 automatic steering mechanism 5 steering wheel 7 steering shaft (steering force transmission mechanism) 27 motor (actuator) 35 controller (control means) 37 steering torque sensor (manual detection means) 43 CCD camera (abnormality detection means) 45 inertia Force applying means (resistance applying means) 47 Weight 49 Electromagnetic clutch 39 Steering angle sensor 61 Lateral G sensor 63 Power cylinder device 75 Throttling means 85 First gear (gear mechanism) 89 Second gear (Gear mechanism)

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI B62D 13:00

Claims (9)

[Claims] 1. A manual steering mechanism for turning a front wheel by operating a steering force transmission mechanism according to a steering angle of a steering wheel; a manual detection means for detecting steering by the manual steering mechanism; Intermittent resistance applying means for applying resistance, an automatic steering mechanism for driving the steering force transmission mechanism by an actuator to steer the front wheels, abnormality detection means for detecting abnormality of the automatic steering mechanism, and automatic steering. Control means for driving the actuator based on traveling environment information by requesting information input, wherein the control means cuts off driving of the actuator by detecting abnormality of the abnormality detection means and acts on the resistance applying means. A steering control device, wherein the operated resistance applying means is shut off by steering detection by the manual detection means. 2. The power control device according to claim 1, wherein the manual steering mechanism is connected to the steering force transmission mechanism, and performs power assist by supplying and discharging hydraulic oil via an oil passage. A steering control device, comprising: a device; and wherein the resistance applying unit includes a throttle unit provided in the oil passage and narrowing the oil passage by operation. 3. The steering control device according to claim 1, wherein the resistance applying unit is an inertial force applying unit that applies an inertial force to the steering force transmitting mechanism. 4. The steering control device according to claim 3, wherein the inertial force applying means is a weight that can be intermittently connected to the steering force transmission mechanism. 5. The steering control device according to claim 4, wherein the on / off of the weight is performed by an electromagnetic clutch. 6. The steering control device according to claim 1, wherein the manual detection means is a steering torque sensor that detects a steering torque of the manual steering mechanism. 7. The steering control device according to claim 1, wherein the manual detection unit detects a steering angle of the manual steering mechanism and a lateral G that detects a lateral acceleration generated in the vehicle body. A steering control device, being a sensor. 8. The steering control device according to claim 1, wherein the actuator is a motor connected to the steering force transmission mechanism via an electromagnetic clutch, and the control unit outputs information requesting automatic steering. A steering control device, wherein the electromagnetic clutch is connected by an input, power supply to the motor is interrupted by abnormality detection by abnormality detection means, and the electromagnetic clutch is interrupted by steering detection by manual detection means. 9. The steering control device according to claim 8, further comprising a gear mechanism between the steering force transmission mechanism and the motor, the gear mechanism reducing transmission efficiency from the steering force transmission mechanism to the motor. Steering control device.