WO2019039183A1

WO2019039183A1 - Steering device

Info

Publication number: WO2019039183A1
Application number: PCT/JP2018/028002
Authority: WO
Inventors: 卓也石原; 敏郎與田
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2017-08-25
Filing date: 2018-07-26
Publication date: 2019-02-28
Also published as: CN111051183A; JP2019038383A; JP6839632B2; DE112018004711T5

Abstract

According to the present invention, a first electric steering mechanism (16L) is provided with a first motor actuator (20L), a second electric steering mechanism (16R) is provided with a second motor actuator (20R), and these mechanisms are individually controlled by control devices (22L), (22R). Thus, the first electric steering mechanism (16L) and the second electric steering mechanism (16R) can be controlled differently, and thereby arbitrarily defined steering controllability can be provided thereto and steering performance thereof can be improved. In addition, since steering assistance force is applied by the motor actuators (20L), (20R), a quick responsiveness is achieved, and the steering controllability can be further improved.

Description

Steering device

The present invention relates to a steering apparatus for steering a pair of wheels of a vehicle, and more particularly to a steering apparatus provided with a steering mechanism corresponding to each of the wheels.

In an automobile, a power steering device is adopted to assist a steering force by a steering wheel (hereinafter referred to as a steering assist force). In this power steering apparatus, a sector gear is generally driven by a piston operated by hydraulic pressure, and a link system connected to a wheel by the sector gear is operated to provide a steering assist force.

Further, for example, in a car such as a truck, a large steering force is required, and therefore, the steering force needs to be further assisted. For this reason, it has been proposed that a steering assist force is provided by a steering mechanism in which each of the paired wheels of a car is hydraulically driven. For example, in Japanese Patent Application Laid-Open No. 2002-87311 (Patent Document 1), hydraulically driven pistons are provided on the links connected to the respective wheels, and the hydraulic pressure acting on the respective pistons is controlled according to the steering of the steering wheel. The configuration for strengthening the steering assist force is shown. In this case, the hydraulic pressure from the hydraulic pump is controlled by the control valve so as to act on the respective pistons through the piping.

In addition, in patent document 1 mentioned above, in order to raise steering assist force, although the steering mechanism corresponding to each wheel is provided, the steering mechanism corresponding to each wheel is carried out for the purpose other than this. It is also possible to provide. For example, such a configuration can also be employed to enhance steering responsiveness.

2002-87311 gazette

By the way, in the recent automobile, it is required to improve the operability of various operation devices for the passenger, and the steering ability of the steering wheel for steering the automobile is no exception. For this reason, it is also a development goal necessary to improve the steering ability to quickly apply the steering assist force individually applied to each wheel, and a technique for achieving this development goal is strongly demanded.

An object of the present invention is to provide a novel steering device capable of improving the steering performance by quickly giving a steering assist force individually to each wheel.

The present invention is: (1) a first steering mechanism including a first ball and nut type steering and a first motor actuator; and the first ball and nut type steering includes a first output shaft and a first ball nut A first transmission mechanism, the first output shaft is rotatable about the rotation axis of the first output shaft, and the first ball nut rotates the first output shaft as the first output shaft rotates The first transmission mechanism includes a first nut that moves in the direction of the axis, and the first transmission mechanism steers the first steered wheel along with the movement of the first nut, and the first motor actuator has a first output shaft. A first electric motor for applying a rotational force, (2) a second steering mechanism, comprising a second ball nut type steering and a second motor actuator unit, the second ball nut type steering 2 output shaft and 2nd baller And the second transmission mechanism, the second output shaft is rotatable about the rotation axis of the second output shaft, and the second ball nut is configured to output the second output as the second output shaft rotates. The second transmission mechanism includes a second nut that moves in the direction of the axis of rotation of the shaft, and the second transmission mechanism steers the second steered wheel along with the movement of the second nut, and the second motor actuator is configured to A second electric motor for applying a rotational force to the output shaft, and (3) a connecting member, the first transmission mechanism and the second transmission mechanism being capable of interlocking the movements of the first transmission mechanism and the second transmission mechanism And a connecting member for connecting the two.

According to the present invention, by performing different control for each of the first steering mechanism and the second steering mechanism controlled by the electrical actuator, it is possible to provide arbitrary steering controllability and improve the steering performance. Can.

It is a block diagram showing composition of a steering system which becomes an embodiment of the present invention. FIG. 6 is a cross-sectional view showing the configuration of an electric steering mechanism that is not connected to the steering wheel. It is a sectional view showing the composition of the electric steering mechanism of the one connected with a steering wheel. FIG. 6 is a cross-sectional view showing another configuration of the electric steering mechanism that is coupled to the steering wheel. It is a control block diagram which shows the structure of the control apparatus shown in FIG. It is a control flowchart figure explaining specific control of the control apparatus shown in FIG.

Hereinafter, although the embodiment of the present invention will be described in detail with reference to the drawings, the present invention is not limited to the following embodiment, and various modifications and applications can be made within the technical concept of the present invention. Is also included in that range.

FIG. 1 shows the configuration of a steering system which is a typical embodiment of the present invention. The front wheels on the front side of the vehicle are provided as a pair of wheels (hereinafter referred to as steered wheels), and are provided with a first steered wheel 10L and a second steered wheel 10R. The first steering wheel 10L and the second steering wheel 10R are connected by a tie rod 11.

A first tie rod arm 12L and a second tie rod arm 12R are coupled to both ends of the tie rod 11, and both

tie rod arms

12L and 12R are connected to the first steered wheel 10L and the second steered wheel 10R, respectively. There is. As a result, the first steered wheel 10L and the second steered wheel 10R can be steered in conjunction with each other.

Furthermore, the first steered wheel 10L is connected to the first electric steering mechanism 16L via the first steering arm 13L, the first drag link 14L, and the first pitman arm 15L. Similarly, the second steering wheel 10R is coupled to the second electric steering mechanism 16R via the second steering arm 13R, the second drag link 14R, and the second pitman arm 15R. In addition, each link and each arm from the first electric steering mechanism 16L and the second electric steering mechanism 16R to the first steered wheel 10L and the second steered wheel 10R are simply referred to as "link system (= connection member)" hereinafter. In some cases, it may be written together.

The second electric steering mechanism 16R is connected to the steering wheel 18 via the steering shaft 17, and the second electric steering mechanism 16R drives the pitman arm 15R to steer by operation of the steering wheel 18. is there. Of course, at this time, as described later, the steering assist force is applied by the first electric steering mechanism 16L and the second electric steering mechanism 16R.

The first electric steering mechanism 16L includes a first integral gearbox 19 (hereinafter simply referred to as a first gearbox) 19L and a first motor for controlling a ball-nut steering incorporated in the first gearbox 19L. It comprises an actuator 20L.

Similarly, the second electric steering mechanism 16R controls a second integral gear box (hereinafter simply referred to as a second gear box) 19R and a ball nut type steering wheel built in the second gear box 19R. It comprises the 2nd motor actuator 20R. The second electric steering mechanism 16R is provided with a torque sensor 21 for detecting the operation torque of the steering wheel 18.

The first motor actuator 20L of the first electric steering mechanism 16L is controlled by the first control device 22L, and similarly, the second motor actuator 20R of the second electric steering mechanism 16R is controlled by the second control device 22R. ing. The first control device 22L and the second control device 22R are respectively communicated via a communication line, and mutually exchange control information, failure, and abnormality information.

Note that the first control device 22L and the second control device 22R can be configured as an integrated control device 23 without being separated, in which case, the integrated control device 23 controls the first electric steering mechanism 16L and the second electric steering mechanism. 16R can be controlled. Further, the first control device 22L can be configured as a mechanical-electrical integrated type integrally assembled to the first electric steering mechanism 16L, and the second control device 22R can also be configured as a mechanical-electrical integrated type integrally assembled to the second electric steering mechanism 16R. .

As described above, the first electric steering mechanism 16L includes the first motor actuator 20L, and the second electric steering mechanism 16R includes the second motor actuator 20R, and is further controlled individually by the

respective control devices

22L and 22R. It has become.

Therefore, by performing different control for each of the first electric steering mechanism 16L and the second electric steering mechanism 16R, arbitrary steering controllability can be provided, and the steering performance can be improved. Furthermore, since the steering assist force is given by the

respective motor actuators

20L and 20R, the steering assist force is large and the response is fast, so that the above-mentioned steering controllability can be further improved.

Next, specific configurations of the first electric steering mechanism 16L and the second electric steering mechanism 16R will be described based on FIGS. 2 and 3. FIG. 2 shows the first electric steering mechanism 16L, and FIG. The second electric steering mechanism 16R is shown.

In FIG. 2 showing the first electric steering mechanism 16L, the first inner storage space 26L of the elongated hollow cylindrical first housing 25L with an open bottom is slid along the axial direction of the first housing 25L. A first rack portion (= first transmission mechanism) 28L is formed at a part of the first nut 27L, here, on the side peripheral portion of the first nut 27L.

The first housing 25L is made of metal, and the first nut 27L housed in the first inner housing space 26L has the first large diameter portion 29L formed at both ends, and the first large diameter portion 29L is The inner peripheral surface of the first inner storage space 26L is configured to slide. The above-mentioned first rack portion 28L is formed in the small diameter portion 30L between the two first large diameter portions 29L.

Further, a first sector gear storage portion 31L is integrally formed on the side surface of the first housing 25L, and a first sector gear 32L is stored and disposed in the first sector gear storage portion 31L. The first sector gear 32L meshes with the first rack portion 28L formed on the first nut 27L, and in the state shown in FIG. 2, the first sector gear 32L rotates clockwise due to the left and right sliding motion of the first nut 27L. It is designed to be rotated (positive direction) and counterclockwise (negative direction).

The first sector gear 32L is connected to the first pitman arm 15L shown in FIG. 1, and the rotation operation of the first sector gear 32L is transmitted to the first pitman arm 15L, whereby the first steered wheel 10L is steered. It is configured to be

A helical "screw groove" is cut in the axial direction (sliding direction) of the first nut 27L, and the first output shaft 34L provided with the first ball screw 33L is engaged with the screw groove. It is done. The rotation axis Cr1 of the first output shaft 34L coincides with the axial center of the first nut 27L in the sliding direction, and when the first output shaft 34L rotates around the rotation axis Cr1, the first nut is thereby rotated. 27L slides in the lateral direction on the drawing. Here, a first ball nut type steering is configured by the first output shaft 34L, the first ball screw 33L, the first nut 27L, and the first rack portion 28L.

A first bearing member 35L made of metal is attached in a fluid tight manner to the open end of the first housing 25L, and a first ball bearing (A) 36L is provided at the center of the first bearing member 35L. It is done. The first output shaft 34L penetrates the first ball bearing (A) 36L so as to be capable of bearing, and the end of the first output shaft 34L penetrated is supported by the first ball bearing (B) 37L. ing. The first ball bearing (B) 37L is fixed to the first cover 38L, and the first cover 38L encloses and seals the speed reduction mechanism described later in a fluid-tight manner.

A first worm wheel 39L is fixed to an end of the first output shaft 34L located between the first bearing member 35L and the first cover 38L, and the first worm wheel 39L is a first worm 40L. And a speed reducing mechanism. The first worm 40L is fixed to the rotation shaft of the first electric motor 41L so as to be driven by the first electric motor 41L.

The first electric motor 41L is fixed to the outer surface of the first housing 25L such that the rotation axis of the rotation axis of the first electric motor 41L is positioned in the direction orthogonal to the rotation axis Cr1 of the first output shaft 34L. There is. This makes it possible to reduce the size of the first electric steering mechanism 16L in the length direction (the direction of the rotation axis Cr1 of the first output shaft 34L), thereby enhancing flexibility (layout capability) when mounted on a vehicle. .

In addition, since the speed reduction mechanism is composed of the first worm wheel 39L and the first worm 40L, the reduction in size can be achieved, and an increase in size and weight of the steering apparatus can be suppressed. In addition, since the rotational force of the first electric motor 41L is decelerated and amplified, a small electric motor can be used, or the steering assist force can be increased when the size is not reduced. it can.

In addition, since a hydraulic system is not used, a hydraulic pump, hydraulic piping and the like are not required, and simplification of the system can be achieved, and an electrical control signal is sent to the first electric motor 41L to apply a steering assist force. The action, the effect that the responsiveness is high can be obtained. The high responsiveness leads to further improvement of the steering control characteristic obtained by the control flow to be described later.

In the first electric steering mechanism 16L having the above configuration, when the drive control signal (= corresponding to the steering assist force) from the first control device 22L is applied to the first electric motor 41L, the first electric motor 41L The first output shaft 34L is rotationally driven via the first worm 40L and the first worm wheel 39L. When the first output shaft 34L is rotated, the first nut 27L slides by the first ball screw 33L, the first rack portion 28L rotates the first sector gear 32L, and the first steering is performed via the link system. The steering assist force can be applied to the wheel 10L.

Next, a specific configuration of the second electric steering mechanism 16R will be described. In FIG. 3 showing the second electric steering mechanism 16R, the second internal storage space 26R of the elongated hollow cylindrical second housing 25R with an open end is slid along the axial direction of the second housing 25R. A second rack portion (= second transmission mechanism) 28R is formed at a part of the second nut 27R, here, on the side peripheral portion of the second nut 27R.

The second housing 25R is made of metal, and the second nut 27R housed in the second inner housing space 26R has the second large diameter portion 29R formed at both ends, and the second large diameter portion 29R is The inner storage space 26R is configured to slide on the inner peripheral surface thereof. The second rack portion 28R described above is formed in the second small diameter portion 30R between the second large diameter portions 29R.

Further, a second sector gear storage portion 31R is integrally formed on a side surface of the second housing 25R, and a second sector gear 32R is stored and disposed in the second sector gear storage portion 31R. The second sector gear 32R meshes with the second rack portion 28R formed on the second nut 27R, and in the state shown in FIG. 3, the second sector gear 32R rotates clockwise due to the left and right sliding motion of the second nut 27R. It is designed to be rotated (positive direction) and counterclockwise (negative direction).

The second sector gear 32R is connected to the second pitman arm 15R shown in FIG. 1, and the rotation operation of the second sector gear 32R is transmitted to the second pitman arm 15R, whereby the second steered wheel 10R is steered. It is configured to be

A helical "screw groove" is cut in the axial direction (sliding direction) of the second nut 27R, and the second output shaft 34R provided with the second ball screw 33R is engaged with this screw groove. It is done. The rotation axis Cr2 of the second output shaft 34R coincides with the axial center of the second nut 27R in the sliding direction, and when the second output shaft 34R rotates around the rotation axis Cr2, the second nut is thereby rotated. 27R slides in the lateral direction on the drawing. Here, a second ball nut type steering is configured by the second output shaft 34R, the second ball screw 33R, the second nut 27R, and the second rack portion 28R.

A second bearing member 35R made of metal is attached in a fluid tight manner to the open end of the second housing 25R, and a second ball bearing (A) 36R is provided at the center of the second bearing member 35R. It is provided. The second output shaft 34R penetrates the second ball bearing (A) 36R so as to be capable of bearing. One end of a torsion bar 43 described later is fixed to an internal space in the vicinity of the end of the second output shaft 34R.

The second worm wheel 39R is fixed to the outer periphery of the end of the second output shaft 34R penetrating from the second bearing member 35R, and the second worm wheel 39R meshes with the second worm 40R. Forms a speed reduction mechanism. The second worm wheel 39R is fixed to the rotation shaft of the second electric motor 41R so as to be driven by the second electric motor 41R.

The second electric motor 41R is fixed to the outer surface of the second housing 25R so that the rotation axis of the rotation axis of the second electric motor 41L is also positioned in the direction orthogonal to the rotation axis Cr2 of the second output shaft 34R. There is. This makes it possible to miniaturize the physical size of the second electric steering mechanism 16R in the length direction (direction of the rotation axis Cr2 of the second output shaft 34R), and to enhance flexibility (layout capability) when mounted on an automobile .

As with the first electric steering mechanism 16L, the speed reduction mechanism is composed of the second worm wheel 39R and the second worm 40R, so it can be miniaturized, suppressing the enlargement of the steering apparatus and the weight increase. can do. In addition, since the rotational force of the second electric motor 41R is decelerated and amplified, a small electric motor can be used, or the steering assist force can be increased if the size is not reduced. it can.

Further, similarly to the first electric steering mechanism 16L, since no hydraulic system is used, a hydraulic pump, hydraulic piping, and the like are not necessary, and simplification of the system can be achieved. Since the steering assist force is sent to the 41R, it is possible to obtain an action and an effect that the response is high. The high responsiveness leads to further improvement of the steering control characteristic obtained by the control flow to be described later.

Here, the second electric steering mechanism 16R is provided with an input shaft 42 connected to the steering shaft 17 fixed to the steering wheel 18, and the other end of the torsion bar 43 is fixed to the input shaft 42. , And the second output shaft 34R. Therefore, the torsion bar 43 is twisted between the second output shaft 34R and the input shaft 42, and the amount of twist can be measured to detect torque.

Thus, the second output shaft 34R is connected to the steering wheel 18 via the input shaft 42. As a result, the steering wheel 18 is connected to the side of the second electric motor 41R that outputs a large torque in the same direction as the steering direction, so that the driver can easily feel the responsiveness of the steering assist and improve the steering feeling. be able to.

Then, in order to detect the torsion of the torsion bar 43, the first angle sensor 44 is attached to the input shaft 42, and the second angle sensor 45 is attached to the second output shaft 34R. The steering torque is detected based on the relative rotation angle detected by the first angle sensor 44 of the input shaft 42 and the second angle sensor 45 of the two output shafts. The first angle sensor 44 and the second angle sensor 45 can also detect an input from the input shaft 42 and a reverse input from the second output shaft 34R. This will be described based on a control flowchart to be described later.

The input shaft 42 is supported by the second ball bearing (B) 37R, and the second ball bearing (B) 37R is fixed to the second cover 38R. The second cover 38R encloses and seals the reduction mechanism including the worm wheel 39R and the worm 40R, and the first angle sensor 44 and the second angle sensor 45 that constitute a torque sensor in a fluid-tight manner.

Here, by detecting the advancing direction of the mutual phase of the first angle sensor 44 and the second angle sensor 45, it is accurately detected whether it is an input from the steering wheel or a reverse input from the road surface. be able to.

Further, as can be seen from FIGS. 2 and 3, the first electric steering mechanism 16L and the second electric steering mechanism 16R are substantially the same in shape, and in particular, the

respective housings

25L, 25R, the respective nuts The 27L, 27R, and the respective sector gears 32L, 32R have the same shape. For this reason, parts sharing can be achieved, and the manufacturing cost can be reduced.

The first nut 27L and the second nut 27R, and the first sector gear 32L and the second sector gear 32R may have the same tooth specifications, and the other parts may be somewhat different. It is good. Furthermore, the

housings

25L, 25R may differ in shape depending on the case, but at least the

respective nuts

27L, 27R and the respective sector gears 32L, 32R can be shared.

In the second electric steering mechanism 16R having the above configuration, when the drive control signal (= corresponding to the steering assist force) from the second control device 22R is applied to the second electric motor 41R, the second electric motor 41R The second output shaft 34R is rotationally driven via the second worm 40R and the second worm wheel 39R. When the second output shaft 34R is rotated, the second nut 27R is slidingly moved by the second ball screw 33R, the second rack portion 28R rotates the second sector gear 30, and the second steering is performed via the link system. A steering assist force can be applied to the wheel 10R.

In the second electric steering mechanism 16R shown in FIG. 3, the steering torque is detected by the first angle sensor 44 and the second angle sensor 45. However, the steering torque can also be detected by using a Hall element. In FIG. 4, the detection of the steering torque is performed using a Hall element and is basically the same as the configuration of FIG. 3, so the description of the same reference numerals will be omitted.

In FIG. 4, a magnetic torque sensor 46 using a permanent magnet or a Hall element is provided between the second output shaft 34R and the input shaft 42, and the steering torque can be detected by this. Of course, if two magnetic type torque sensors are used, as with the second electric steering mechanism 16R shown in FIG. 3, either the input from the input shaft 42 or the reverse input from the second output shaft 34R is detected. It is possible.

Furthermore, the second electric steering mechanism 16R can also be applied to a column assist type steering device. That is, by interlocking the second output shaft 34R of the second electric steering mechanism 16R to assist the steering column, the steering force can be applied to the steering column as in the present embodiment. Adoption of such a configuration makes it possible to apply to an automobile with a small space for the driver's foot, such as a cab-over type truck, and to improve the layout.

Next, control of the first electric motor 41L of the first electric steering mechanism 16L and the control of the second electric motor 41R of the second electric steering mechanism 16R will be described. Basically, the first electric motor 41L is controlled by the first control device 22L, and the second electric motor 41R is controlled by the second control device 22R.

In FIG. 5, the first control device 22L receives the vehicle speed determination unit 50 to which vehicle speed information for determining the vehicle speed of the vehicle is input, and the motor status signal of the first electric motor 41L is input, and the failure of the first electric motor 41L. And vehicle speed information from the vehicle speed determination unit 50, and second electric motor failure information from a second motor failure determination unit 51R of the second control device 22R described later. The first electric motor assist computing unit 52L for obtaining the drive control amount of the first electric motor 41L when the torque information from the torque determination unit 55 of the second control device 22R described later is input, and the drive control of the first electric motor 41L The first electric motor drive unit 53L sets an amount and generates a drive control signal of the first electric motor 41L.

Here, the vehicle speed determination unit 50, the first motor failure determination unit 51L, and the first electric motor assist calculation unit 52L are functional blocks executed by the program of the first microcomputer 24L, and the first electric motor drive unit 53L Is its output circuit. Details of these functional blocks will be described in the control flowchart shown in FIG.

Further, the second control device 22R receives a motor information signal of the second electric motor 41R, and determines a second motor failure determination unit 51R that determines a failure or abnormality of the second electric motor 41R, the first angle sensor 44, and Sensor information of the two angle sensor 45 is input, and a disturbance determination unit 54 that determines a disturbance from the steered

wheels

10L and 10R, disturbance information from the disturbance determination unit 54, or sensors of the first angle sensor 44 and the second angle sensor 45 The first electric motor failure information from the first motor failure judgment unit 51L of the first control device 22L and the torque information from the torque judgment unit 55 are input, (2) The drive control amount of the second electric motor assist calculation unit 52R for obtaining the drive control amount of the electric motor 41R and the drive control amount of the second electric motor 41R are set, and the drive of the second electric motor 41R And a second electric motor drive unit 53R for generating the control signal.

Similar to the first control device 22L, the second motor malfunction determination unit 51R, the disturbance determination unit 54, the torque determination unit 55, and the second electric motor assist computing unit 52R are executed by the program of the second microcomputer 24R. It is a functional block, and the 2nd electric motor drive part 53R is the output circuit. The details of these functional blocks are also described in the control flowchart shown in FIG.

Further, the first control device 22L and the second control device 22R are connected by a communication line, and the microcomputer 24L of the first control device 22L or the microcomputer 24R of the second control device 22R loses an abnormality or a failure. When a failure occurs, the other microcomputer performs steering control.

As a result, a redundant steering system can be configured by the first microcomputer 24L and the second microcomputer 24R, and even when one microcomputer fails, the other microcomputer continues to steer Control can be performed. Furthermore, both electric steering mechanisms can be operated by sending the drive control amount calculated by the normal one of the microcomputers to the electric motor drive unit of the one having the failure as shown by the broken arrow. It is a thing.

In addition, even when the first electric motor 41L or the second electric motor 41R suffers a defect such as an abnormality or a failure, the steering function can be maintained on the normal electric motor side. Thus, a redundant steering system can be configured by the first electric motor 41L and the second electric motor 41R, and the steering control is continuously performed in the other electric motor even when one electric motor fails. You will be able to In this case, if the speed reduction mechanism that has caused the failure has the function of the reverse efficiency, a mechanism can be provided to cancel the function of the reverse efficiency between the speed reduction mechanism and the rack portion.

Next, control of the first control device 22L and the second control device 22R will be described based on a control flowchart shown in FIG. This control flow is activated at predetermined time intervals, and can be executed, for example, by a compare match interrupt of a built-in timer of a microcomputer.

<< Step S10 >> In step S10, it is determined based on the torque sensor whether or not there is a change in the steering torque by the rotation operation of the steering wheel 18. This can be determined by detecting the torsion of the torsion bar 41 by the first angle sensor 44 and the second angle sensor 45 provided in the second electric steering mechanism 16R.

If there is no rotational operation of the steering wheel 18 and a change in torque is not detected, the process returns to return and waits for the next start timing. On the other hand, when the steering wheel 18 is rotated and a change in the steering torque is detected, the process proceeds to the next step S11.

<< Step S11 >> In step S11, it is determined from the information from the first angle sensor 44 and the second angle sensor 45 whether or not a disturbance is detected. Here, the disturbance indicates a reverse input from the steered

wheels

10L and 10R, and therefore, there is a high possibility that the steering performance is adversely affected. For example, if there is a reverse input caused by a change in the shape of the road surface like a brow, a problem may occur in that the steering stability of the steering wheel 18 is impaired. As a result, the steered positions (= steered angles) of the steered

wheels

10L and 10R may change, making it difficult to secure a stable steered position.

Since the disturbance is reverse input, the phase signal of the second angle sensor 45 provided on the second output shaft 34R precedes the phase signal of the first angle sensor 44 provided on the input shaft 42. It can judge by detecting. On the other hand, when it is detected that the phase signal of the first angle sensor 44 provided on the input shaft 42 leads the phase signal of the second angle sensor 45 provided on the second output shaft 34R, the steering wheel is detected. It can be determined that the normal rotation operation by 18 is performed.

If it is determined that the disturbance is detected, the process proceeds to step S12. If it is determined that the disturbance is not detected, the process proceeds to step S13.

«Step S12» In step S12, the current position of the first electric motor 41L of the first electric steering mechanism 16L so that the steered position does not change even if mechanical impact or the like due to disturbance acts on the steered

wheels

10L, 10R. A motor torque command value, which is a drive control amount for holding the steered position, is calculated. That is, the first electric steering mechanism 16L holds the current steering position so that the steered positions of the steered

wheels

10L and 10R do not change even if an impact is applied to the steered

wheels

10L and 10R due to road surface gravels or the like. It is When the motor torque command value is obtained, the process proceeds to step S14.

<< Step S13 >> In step S13, the motor torque command value calculated in step S12 is set in the first electric motor drive unit 53L, and subsequently, a drive current is supplied to the first electric motor 41L, and a predetermined torque is obtained. To generate.

As described above, by performing the control steps of steps S11, S12, and S13, the steered positions of the steered

wheels

10L and 10R can be held against disturbance from the road surface, so stable steering control can be performed. It can be done.

Also, by comparing the progress of the phase of the angle on the upstream side (steering wheel side) and the downstream side (turned wheel side) from the torsion bar 43, whether it is an input from the steering wheel or a reverse input from the road surface (disturbance It can be accurately determined whether or not

When the drive control of the first electric motor 41L in step S13 is executed, the process returns to return and waits for the next start timing.

<< step S14 >> If it returns to step S11 and a disturbance is not detected in step S11, it is judged that it is regular rotation operation of the steering wheel 18, and in step S14, the 1st electric steering mechanism 16L and the 2nd electric steering mechanism It is determined whether a 16R status signal has been detected. For example, the operation signals of the first electric motor 41L and the second electric motor 41R are monitored, and the abnormality of the first electric steering mechanism 16L and the second electric steering mechanism 16R is caused by the drop of the operation signals or the appearance of the abnormality signal. And failure status can be determined.

Furthermore, since the

first microcomputers

24L and 24R mutually monitor each other to determine their normality or to judge their normality by another monitoring computer, this judgment is also determined as the failure judgment in step S14. You can look at it.

When it is determined that the second electric steering mechanism 16R has a failure, the process proceeds to step S15, and when it is determined that the first electric steering mechanism 16L has a failure, the process proceeds to step S17. Do. On the other hand, if it is determined that both the first electric steering mechanism 16L and the second electric steering mechanism 16R have not failed, that is, it is determined that they are normal, the process proceeds to step S19.

<< Step S15 >> In step S15, it is determined that a failure has occurred in the second electric steering mechanism 16R. Therefore, from the detected torque corresponding to the operation amount of the steering wheel 18, the first electric steering mechanism 16L is selected. 1. Calculate a motor torque command value which is a drive control amount of the electric motor 41L. That is, the steering assist force corresponding to the operation amount of the steering wheel 18 is obtained, and the steering assist by the first electric motor 41L is performed.

In this case, since the second electric motor 41R is defective, the steering assist force is weakened by this amount, so the motor torque value of the first electric motor 41L may be set large. At this time, it is also possible to prohibit the operation of the second electric motor drive unit 53R so that the drive control signal is not supplied to the second electric motor 41R. When a motor torque command value based on the detected torque is obtained, the process proceeds to step S16.

<< Step S16 >> In step S16, the motor torque command value calculated in step S15 is set in the first electric motor drive unit 53L, and subsequently, a drive current is supplied to the first electric motor 41L, and a predetermined torque is obtained. To generate.

As described above, in steps S14, S15, and S16, a redundant system is formed by the first electric motor 41L and the second electric motor 41R, and when the second electric motor 41R fails, the first electric motor is formed. The steering assist force can be continuously applied by 41L. Furthermore, the first microcomputer 24L and the second microcomputer 24R also form a redundant system to continuously apply the steering assist force by the first microcomputer 24L even when the second microcomputer fails. be able to.

When the drive control of the first electric motor 41L in step S16 is executed, the process returns to return and waits for the next start timing.

<< Step S17 >> The process returns to step S14, and when it is determined that the first electric steering mechanism 16L has a failure, the process proceeds to step S17. In step S17, it is determined that the first electric steering mechanism 16L has a failure, so from the detected torque corresponding to the operation amount of the steering wheel 18, the second electric motor 41R of the second electric steering mechanism 16R A motor torque command value which is a drive control amount of That is, the steering assist force corresponding to the operation amount of the steering wheel 18 is obtained, and the steering assist by the second electric motor 41R is performed.

Also in this case, since the first electric motor 41L has failed, the steering assist force is weakened by this amount, and therefore, the motor torque value of the second electric motor 41R may be set large. At this time, it is also possible to prohibit the operation of the first electric motor drive unit 53L so that the drive control signal is not supplied to the first electric motor 41L. When a motor torque command value based on the detected torque is obtained, the process proceeds to step S18.

<< Step S18 >> In step S18, the motor torque command value calculated in step S17 is set in the second electric motor drive unit 53R, and subsequently, a drive current is supplied to the second electric motor 41R, and a predetermined torque is obtained. To generate.

As described above, also in steps S14, S17, and S18, a redundant system is formed by the first electric motor 41L and the second electric motor 41R, and when the first electric motor 41L fails, the second electric motor is generated. The steering assist force can be continuously applied by 41R. Furthermore, the first microcomputer 24R and the second microcomputer 24R also form a redundant system to continuously apply the steering assist force by the second microcomputer 24R even when the first microcomputer 24L fails. It can be carried out.

When the drive control of the second electric motor 41R in step S18 is executed, the process returns to return and waits for the next start timing.

<< Step S19 >> Returning to step S14, if it is determined that both the first electric steering mechanism 16L and the second electric steering mechanism 16R have not failed (= normal), the process proceeds to step S19. In step S19, it is determined whether the detected steering torque is larger than a predetermined steering torque T1. This determination is applicable to the case where the steering wheel 18 is largely turned to turn the vehicle. If it is determined in step S19 that the detected steering torque is larger than the predetermined steering torque T1, the process proceeds to step S20. If it is determined that the detected steering torque is smaller than the predetermined steering torque T1, the process proceeds to step S23.

<< Step S20 >> In step S20, the drive control amount of the first electric motor 41L and the second electric motor 41R corresponding to the detected steering torque is directed in the same direction as the turning direction which is the rotation direction of the steering wheel 18. Calculate a certain motor torque command value. That is, the steering assist force corresponding to the operation amount of the steering wheel 18 is obtained, and the steering assist by the first electric motor 41L and the second electric motor 41R is executed. In this case, the motor torque values of the first electric motor 41L and the second electric motor 41R are the same value. When the motor torque command values of the respective

electric motors

41L and 41R are calculated, the process proceeds to step S21.

<< Step S21 >> In step S21, the motor torque command value calculated in step S20 is set in the second electric motor drive unit 53R, and subsequently, a drive current is supplied to the second electric motor 41R, and a predetermined torque is obtained. To generate. Here, in the present embodiment, the second electric steering mechanism 16R is controlled so as to apply the steering assist force earlier than the first electric steering mechanism 16L. When the second electric steering mechanism 16R is driven and controlled in step S21, the process proceeds to step S22.

<< Step S22 >> In step S22, the motor torque command value calculated in step S20 is set in the first electric motor drive unit 53L, and subsequently, a drive current is supplied to the first electric motor 41L, and a predetermined torque is obtained. To generate. As described above, in the present embodiment, the first electric steering mechanism 16L is controlled to apply a steering assist force later than the second electric steering mechanism 16R.

By performing the control steps of steps S21 and S22, the steering assist of the steered

wheels

10L and 10R can be performed so as to suppress the disturbance from the road surface while maintaining the steered positions of the steered

wheels

10L and 10R. It is possible to perform stable steering control in which the steered

wheels

10L and 10R are less affected by disturbances from the road surface. Here, the time interval for applying the steering assist force of the first electric steering mechanism 16L and the second electric steering mechanism 16R is set to such a time that the driver does not feel discomfort with respect to the application of each steering assist force. It is desirable to

The disturbance is a high frequency vibration that is input from the road surface to the steered wheels when the vehicle travels on a rough road surface such as a hill or a gravel road. For this reason, it is possible to detect the presence or absence of disturbance, for example, when a specific frequency signal (a signal of a predetermined frequency or more) is detected among output signals of the torque sensor, it can be determined that the disturbance is generated.

Alternatively, the determination can be made based on the output signal of the yaw rate sensor. It can also be determined based on the vibration of the road surface image captured by the camera. Furthermore, the downstream angle signal precedes the upstream angle signal based on the phase of the vibration of the torque signal on the upstream side (handle side) of the torsion bar and on the downstream side (steering wheel side) of the angle signal. If it does, it can be determined that a disturbance has occurred.

By executing the control steps of steps S20, S21, and S22 as described above, the second electric steering mechanism 16R connected to the steering wheel 18 is driven and controlled in advance, whereby the driver turns the steering device into a steering operation. You can easily feel that you are reacting. Further, the first electric motor 41L responds to the drive control of the second electric motor 41R in a delayed manner, whereby the stability of the steering device can be improved.

In addition, when a large turn of the vehicle is required, a large steering assist force is required. Therefore, the steering responsiveness is improved and the steering force is controlled by driving and controlling both the first electric motor 41L and the second electric motor 41R. The shortage can be suppressed.

When the drive control of the first electric motor 41L in step S22 is executed, the process is returned to wait for the next start timing.

<< Step S23 >> The process returns to step S19, and when it is determined that the operation amount of the steering wheel 18 is small and the detected steering torque is smaller than the predetermined steering torque T1, the process proceeds to step S23. In step S23, the vehicle speed of the vehicle is determined. If the vehicle speed is lower than the predetermined vehicle speed V1 (low speed traveling), the process proceeds to step S24. If the vehicle speed is higher than the predetermined vehicle speed V1 (high speed traveling), the step S26. Migrate to

<< Step S24 >> In step S24, since the speed of the car is low, it does not take into consideration the hindrance that occurs when the speed of the car described later is high, and there is little need to increase the steering assist force from step S19. The steering assist force is applied only by the second electric steering mechanism 16R interlocked with the steering wheel 18 side. Therefore, in step S24, a motor torque command value which is a drive control amount of the second electric motor 41R of the second electric steering mechanism 16R is calculated from the detected torque corresponding to the operation amount of the steering wheel 18. When the motor torque command value of the second electric motor 41R is calculated, the process proceeds to step S25.

<< Step S25 >> In step S25, the motor torque command value calculated in step S24 is set in the second electric motor drive unit 53R, and subsequently, a drive current is supplied to the second electric motor 41R, and a predetermined torque is obtained. To generate.

As described above, when the operation amount of the steering wheel 18 is small and the speed of the vehicle is low, the steering assist force is applied only by the second electric steering mechanism 16R. As a result, the amount of consumption of electrical energy can be reduced, and as a result, the amount of fuel consumption can be reduced.

When the drive control of the second electric motor 41R in step S25 is executed, the process is returned to wait for the next start timing.

<< Step S26 >> Returning to step S23, since it is determined that the vehicle speed of the automobile is faster than the predetermined vehicle speed V1, in step S26, the motor torque command value of the second electric motor 41R is calculated. Since the motor torque command value is high-speed traveling at a high speed of the vehicle, the steering assist force needs to be a value capable of strongly maintaining the turning position. This is because, since the vehicle speed is high, when the steered position changes, there is a risk that the vehicle may cause a serpentine traveling. Therefore, first, at step S26, the steering assist force of the second electric motor 41R necessary for steering assist is obtained. When the motor torque command value of the second electric motor 41R is calculated, the process proceeds to step S27.

<< Step S27 >> In step S27, a motor torque command value capable of obtaining a steering assist force by holding the steered positions of the steered

wheels

10L and 10R and causing no serpentine travel to the first electric motor 41L is obtained. Calculate Here, the motor torque command value of the first electric motor 41L is set smaller than the motor torque command value of the second electric motor 41R. When the motor torque command value of the first electric motor 41L is calculated, the process proceeds to step S28.

<< Step S28 >> In step S28, the motor torque command value calculated in step S26 is set in the second electric motor drive unit 53R, and subsequently, a drive current is supplied to the second electric motor 41R, and a predetermined torque is obtained. To generate. When the motor torque command value of the second electric motor 41R is set in the second electric motor drive unit 53R, the process proceeds to step S29.

<< Step S29 >> In step S29, the motor torque command value calculated in step S27 is set in the first electric motor drive unit 53L, and subsequently, a drive current is supplied to the first electric motor 41L, and a predetermined torque is obtained. To generate. In this case, as described above, the motor torque of the first electric motor 41L is smaller than the motor torque of the second electric motor 41R. When the drive control of the first electric motor 41L in step S29 is executed, the process returns to return and waits for the next start timing.

According to steps S26, S27, S28, and S29, the stability of steering at high speed traveling can be improved, and the steering assist forces of the first electric motor 41L and the second electric motor 41R are different. It is possible to suppress the divergence of the vehicle and give a firm sense of steering operation.

As described above, according to the present invention, the first electric steering mechanism is provided with the first motor actuator, the second electric steering mechanism is provided with the second motor actuator, and these are individually controlled by the control device. According to this, by performing different control for each of the first electric steering mechanism and the second electric steering mechanism, it is possible to give arbitrary steering controllability, and it is possible to improve the steering performance. Furthermore, since the steering assist force is given by the motor actuator, the response is fast, and the above-mentioned steering controllability can be further improved.

The present invention is not limited to the above-described embodiment, but includes various modifications. For example, the above-described embodiment is described in detail to explain the present invention in an easy-to-understand manner, and is not necessarily limited to one having all the described configurations. Further, part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Moreover, it is possible to add, delete, and replace other configurations for part of the configurations of the respective embodiments.

As a steering device based on the embodiment described above, for example, one having an aspect described below can be considered.

That is, as one aspect of the steering apparatus, the steering apparatus is a first steering mechanism, and includes a first ball nut type steering and a first motor actuator, and the first ball nut type steering is A first output shaft, a first ball screw, a first nut, and a first transmission mechanism, wherein the first output shaft is rotatable around a rotation axis of the first output shaft, and the first output shaft is rotatable. The ball screw drives the first nut so as to move in the direction of the rotation axis of the first output shaft as the first output shaft rotates, and the first transmission mechanism moves the first nut. Accordingly, the first steering wheel is steered, and the first motor actuator is a first electric motor that applies a rotational force to the first output shaft, the first steering mechanism, and the second steering mechanism. Is A second ball-nut type steering and a second motor actuator, the second ball-nut type steering comprising a second output shaft, a second ball screw, a second nut, and a second transmission mechanism The second output shaft is rotatable about the rotation axis of the second output shaft, and the second ball screw is directed in the direction of the rotation axis of the second output shaft as the second output shaft rotates. Driving the second nut so as to move in the second direction, the second transmission mechanism steers the second steered wheel along with the movement of the second nut, and the second motor actuator The second steering mechanism, which is a second electric motor that applies a rotational force to two output shafts, and a coupling member, wherein the movement of the first transmission mechanism and the second transmission mechanism can be interlocked. Connecting the transmission mechanism and the second transmission mechanism And a connecting member.

In a preferable aspect of the steering device, the control device includes a control device that drives and controls the first motor actuator and the second motor actuator, and the control device controls the steering direction of the first steering wheel and the second steering wheel. When rotating the second motor actuator in the same direction, drive control of the first motor actuator and the second motor actuator so that the rotational torque of the second motor actuator is larger than the rotational torque of the first motor actuator Do.

In another preferable aspect, in any of the aspects of the steering device, the control device rotates the second motor actuator in the same direction as the steering direction of the first steered wheel and the second steered wheel. And drivingly controlling the first motor actuator such that the first steered wheel holds a turning angle.

In still another preferable aspect, in any of the aspects of the steering device, the control device rotates the second motor actuator in the same direction as the steering direction of the second steered wheel at a predetermined vehicle speed or more. When driving, the first motor actuator is drive-controlled so that the first steered wheel holds the turning angle.

In still another preferable aspect, in any of the aspects of the steering device, the control device causes disturbance from the road surface when the second motor actuator is rotated in the same direction as the turning direction of the second steering wheel. Driving control of the first motor actuator is performed so as to suppress.

In still another preferred aspect, in any of the aspects of the steering device, the second output shaft is connected to a steering wheel.

In still another preferred aspect, in any of the aspects of the steering apparatus, the second steering mechanism includes an input shaft, a torsion bar, a first angle sensor, and a second angle sensor, and the input shaft is the steering. The torsion bar is connected to a wheel, and the torsion bar is provided between the input shaft and the second output shaft, and the first angle sensor detects an angle of the input shaft. The two-angle sensor is for detecting the angle of the second output shaft, and the control device is such that the phase of the output signal of the second angle sensor leads the phase of the output signal of the first angle sensor When it is determined that there is a disturbance from the road surface, and the second motor actuator is rotated in the same direction as the turning direction of the second steered wheel, the second motor actuator suppresses the disturbance from the road surface. It controls the driving of the motor actuator.

In still another preferred aspect, in any of the aspects of the steering apparatus, a control device for driving and controlling the first motor actuator and the second motor actuator is provided, and the second output shaft is connected to a steering wheel The control device drives and controls the second motor actuator in advance of the first motor actuator.

In still another preferred aspect, in any of the aspects of the steering device, the first ball nut type steering and the second ball nut type steering do not have a hydraulic circuit.

In still another preferred aspect, in any of the aspects of the steering apparatus, the first steering mechanism has a first reduction mechanism provided between the first output shaft and the first motor actuator, The second steering mechanism has a second reduction mechanism provided between the second output shaft and the second motor actuator.

In still another preferred aspect, in any of the aspects of the steering apparatus, each of the first reduction gear mechanism and the second reduction gear mechanism is a combination of a worm gear and a worm wheel.

In still another preferred aspect, in any of the aspects of the steering device, the first ball and nut steering includes a first sector gear that meshes with a first rack formed on the first nut, and the second ball The nut steering includes a second sector gear engaged with a second rack formed on the second nut, and the first nut and the second nut have the same shape, and the first sector gear and the The two sector gear has the same shape.

In still another preferable aspect, in any of the aspects of the steering device, a control device that drives and controls the first motor actuator and the second motor actuator, an input shaft provided in the second steering mechanism, and a torsion bar A torque sensor, the input shaft is connected to a steering wheel, the torsion bar is provided between the input shaft and the second output shaft, and the torque sensor is connected to the input shaft The steering torque of the second steering mechanism is detected based on the relative rotation angle of the second output shaft, and the control device is configured to respectively receive the first motor actuator and the second motor actuator according to the steering torque. Drive control.

In still another preferable aspect, in any one of the aspects of the steering device, the control device controls the first motor actuator and the first motor actuator in the same direction as the steering wheel when the steering torque is a predetermined value or more. 2 Drive and control both motor actuators.

In still another preferred aspect, in any of the aspects of the steering apparatus, the second output shaft is connected to a steering column, and the second motor actuator is provided on the steering column, and the steering column is provided on the steering column Apply steering power.

In still another preferable aspect, in any of the aspects of the steering device, the first control device for driving and controlling the first motor actuator and the second control device for driving and controlling the second motor actuator are provided. The first control device includes a first microcomputer that calculates a command signal output to the first motor actuator, and the second control device calculates a second micro computer that calculates a command signal output to the second motor actuator. It has a computer.

In still another preferable aspect, in any one of the aspects of the steering device, the first motor actuator and the second motor actuator may fail when one of the first motor actuator and the second motor actuator fails. The other motor actuator is continuously driven and controlled.

In still another preferred aspect, in any of the aspects of the steering device, when one of the first microcomputer and the second microcomputer fails in the first microcomputer and the second microcomputer, The other microcomputer is continuously driven and controlled.

Claims

In the steering system
A first steering mechanism comprising a first ball and nut type steering and a first motor actuator;
The first ball and nut type steering includes a first output shaft, a first ball screw, a first nut, and a first transmission mechanism.
The first output shaft is rotatable about a rotation axis of the first output shaft,
The first ball screw drives the first nut so as to move in the direction of the rotation axis of the first output shaft as the first output shaft rotates.
The first transmission mechanism steers the first steered wheel with the movement of the first nut, and
The first steering mechanism, wherein the first motor actuator is a first electric motor that applies a rotational force to the first output shaft;
A second steering mechanism comprising a second ball and nut type steering and a second motor actuator;
The second ball and nut steering system includes a second output shaft, a second ball screw, a second nut, and a second transmission mechanism.
The second output shaft is rotatable about the rotation axis of the second output shaft,
The second ball screw drives the second nut so as to move in the direction of the rotation axis of the second output shaft as the second output shaft rotates.
The second transmission mechanism steers the second steered wheel along with the movement of the second nut, and
The second steering mechanism, wherein the second motor actuator is a second electric motor that applies a rotational force to the second output shaft.
A steering member comprising: a coupling member, the coupling member coupling the first transmission mechanism and the second transmission mechanism such that movements of the first transmission mechanism and the second transmission mechanism can be interlocked. apparatus.
In the steering apparatus according to claim 1,
A controller for driving and controlling the first motor actuator and the second motor actuator;
When the control device rotates the second motor actuator in the same direction as the steering direction of the first steered wheel and the second steered wheel, the second motor actuator has a rotational torque greater than that of the first motor actuator. A steering apparatus characterized in that the first motor actuator and the second motor actuator are driven and controlled so that the rotational torque of the second motor actuator becomes large.
In the steering apparatus according to claim 2,
When the control device rotates the second motor actuator in the same direction as the turning direction of the first steered wheel and the second steered wheel, the first steered wheel holds the turning angle. A steering apparatus characterized by driving and controlling a first motor actuator.
In the steering apparatus according to claim 3,
When the control device rotates the second motor actuator in a direction equal to or higher than a predetermined vehicle speed and in the same direction as the turning direction of the second steered wheel, the first steered wheel holds the turning angle. A steering apparatus characterized in that drive control of the first motor actuator is performed.
In the steering apparatus according to claim 3,
When the control device rotates the second motor actuator in the same direction as the steering direction of the second steered wheel, the control device drives and controls the first motor actuator so as to suppress disturbance from the road surface. Steering device.
In the steering apparatus according to claim 5,
A steering apparatus, wherein the second output shaft is connected to a steering wheel.
In the steering apparatus according to claim 6,
The second steering mechanism includes an input shaft, a torsion bar, a first angle sensor, and a second angle sensor.
The input shaft is connected to the steering wheel,
The torsion bar is provided between the input shaft and the second output shaft,
The first angle sensor detects an angle of the input shaft,
The second angle sensor detects an angle of the second output shaft,
When the phase of the output signal of the second angle sensor precedes the phase of the output signal of the first angle sensor, the control device determines that there is a disturbance from the road surface, and turns the second steered wheel A steering apparatus characterized in that when the second motor actuator is rotated in the same direction as the direction, the first motor actuator is drive-controlled to suppress disturbance from the road surface.
In the steering apparatus according to claim 1,
A controller for driving and controlling the first motor actuator and the second motor actuator;
The second output shaft is connected to a steering wheel,
A steering apparatus, wherein the control device drives and controls the second motor actuator prior to the first motor actuator.
In the steering apparatus according to claim 1,
A steering apparatus characterized in that the first ball nut type steering and the second ball nut type steering do not have a hydraulic circuit.
In the steering apparatus according to claim 1,
The first steering mechanism has a first reduction mechanism provided between the first output shaft and the first motor actuator.
A steering apparatus, wherein the second steering mechanism has a second reduction mechanism provided between the second output shaft and the second motor actuator.
In the steering apparatus according to claim 10,
A steering apparatus, wherein each of the first reduction gear mechanism and the second reduction gear mechanism is a combination of a worm gear and a worm wheel.
In the steering apparatus according to claim 1,
The first ball and nut type steering wheel includes a first sector gear that meshes with a first rack formed on the first nut,
The second ball nut type steering includes a second sector gear that meshes with a second rack formed on the second nut,
The first nut and the second nut have the same shape,
A steering device, wherein the first sector gear and the second sector gear have the same shape.
In the steering apparatus according to claim 1,
A controller for driving and controlling the first motor actuator and the second motor actuator; an input shaft provided in the second steering mechanism; a torsion bar; and a torque sensor.
The input shaft is connected to a steering wheel,
The torsion bar is provided between the input shaft and the second output shaft,
The torque sensor detects a steering torque of the second steering mechanism based on a relative rotation angle of the input shaft and the second output shaft.
A steering apparatus characterized in that the control device drives and controls each of the first motor actuator and the second motor actuator according to the steering torque.
In the steering apparatus according to claim 13,
The control device drives and controls both the first motor actuator and the second motor actuator in the same direction as the rotation direction of the steering wheel when the steering torque is equal to or more than a predetermined value.
In the steering apparatus according to claim 1,
The second output shaft is connected to a steering column,
The second motor actuator is provided on the steering column and applies a steering force to the steering column.
In the steering apparatus according to claim 1,
A first control device for driving and controlling the first motor actuator; and a second control device for driving and controlling the second motor actuator.
The first control device includes a first microcomputer that calculates a command signal output to the first motor actuator.
The steering apparatus according to claim 1, wherein the second control device comprises a second microcomputer that calculates a command signal output to the second motor actuator.
In the steering apparatus according to claim 16,
The first motor actuator and the second motor actuator are characterized in that when one of the first motor actuator and the second motor actuator fails, the other motor actuator is continuously driven and controlled. Steering device.
In the steering apparatus according to claim 16,
The first microcomputer and the second microcomputer are characterized in that when one of the first microcomputer and the second microcomputer fails, the other microcomputer is continuously driven and controlled. Steering device.