WO2020184894A1 - Unlocking method, unlocking device, and steering assistance apparatus including same - Google Patents

Abstract

The present disclosure relates to an unlocking method, an unlocking device, and a steering assistance apparatus including same. Particularly, a steering assistance apparatus according to the present disclosure comprises: a steering angle sensor; a steering torque sensor; a shaft coupled to a steering wheel; a steering column including a speed reducer coupled to the shaft by means of a coupling member; a heating member disposed on the outer circumferential surface of the shaft and applying heat to the coupling member; a steering unlocking device which, on the basis of the magnitude of the steering torque and whether or not the steering angle is detected, determines whether or not steering is impossible due to a steering lock of a vehicle, and outputs an unlocking signal to the heating member when it is determined that steering is impossible.

Description

Unlocking method, unlocking device, and steering assist device including same

The present disclosure relates to a unlocking method, an unlocking device, and a steering assist device including the same.

The vehicle steering assist device refers to a device that provides a steering assist force when a driver turns a vehicle by manipulating a steering wheel. Such steering assistance devices include hydraulic steering assistance devices using hydraulic pressure or Hydraulic Power Steering (HPS), and electric assistance devices using a steering motor or Electronic Power Steering (EPS).

In particular, in electric power steering, in general, a sensor detects the steering torque and steering angle generated from the steering wheel, the controller controls the steering motor by calculating the steering torque and control values corresponding to the steering angle, and steering assistance by driving the steering motor. Provides power.

Since such an electric power steering uses electronic components such as a controller, a controller included in the electric power steering has a technology to compensate even if steering is impossible due to a temporary miscontrol.

However, when parts such as a speed reducer and a steering motor are physically damaged, a situation in which steering is impossible may occur because it is difficult to solve with the above-described supplementary technology. At this time, when it is difficult to replace parts at a nearby workshop, it is necessary to prepare for an emergency situation by manual steering by the driver's steering wheel operation.

Against this background, the present disclosure is to provide a lock release method, a lock release device, and a steering assist device including the same that can accurately determine whether steering is disabled due to a steering lock.

In addition, the present disclosure is to provide a lock release method for preventing a safety accident by releasing a steering lock in a situation where steering is impossible, a lock release device, and a steering assist device including the same.

In order to solve the above-described problem, in one aspect, the present disclosure includes a steering angle sensor for sensing a steering angle of a steering wheel, a steering torque sensor for sensing steering torque of a steering wheel, a shaft coupled to the steering wheel, and a coupling member. Steering lock of the vehicle based on whether a steering column including a reduction gear coupled to the shaft as an intermediary, a heat generating member disposed on the outer circumferential surface of the shaft and applying heat to the coupling member, and the size of the steering torque and whether the steering angle is detected. It provides a steering assist device including a steering lock release device that determines whether or not steering is disabled due to) and, if it is determined that the steering is disabled, outputs a lock release signal to the heating member.

In another aspect, the present disclosure is based on a receiving unit for receiving a steering torque signal and a steering angle signal, and a steering torque level indicated by the steering torque signal and whether or not the steering angle signal is received, and steering is disabled due to a steering lock. Steering including an output unit that outputs a lock release signal to a heat generating member that applies heat to a coupling member disposed between the outer circumferential surface of the shaft and the inner circumferential surface of the reducer when the steering lock determination unit and the steering lock determination unit determine whether the steering is incapable of steering. Provides an unlocking device.

In another aspect, the present disclosure relates to a steering torque signal receiving step of receiving a steering torque signal, a steering angle signal receiving step of receiving a steering angle signal, and the magnitude of the steering torque indicated by the steering torque signal and whether or not the steering angle signal is received. Based on the steering lock determination step to determine whether steering is disabled due to steering lock, and if it is determined that steering is disabled, the lock is unlocked with a heat generating member that applies heat to the coupling member disposed between the outer circumferential surface of the shaft and the inner circumferential surface of the reducer. It provides a steering lock release method comprising an output step of outputting a signal.

As described above, according to the present disclosure, the present disclosure may provide a lock release method, a lock release device, and a steering assist device including the same, which can accurately determine whether steering is impossible due to a steering lock.

In addition, according to the present disclosure, the present disclosure may provide a lock release method for preventing a safety accident by releasing a steering lock in a situation where steering is impossible, a lock release device, and a steering assist device including the same.

1 is a diagram schematically showing a steering assist device according to the present disclosure.

2 is a diagram showing an embodiment of a steering lock.

3 is a view showing a steering lock release device and a part of a steering column and a heat generating member according to the present disclosure.

4 is a view showing a steering lock release device according to the present disclosure.

5 is a diagram for explaining an embodiment in which a steering lock in a steering column is released according to the present disclosure.

6 is a flowchart illustrating a steering lock release method according to the present disclosure.

7A and 7B are flowcharts illustrating a first embodiment of determining a steering lock according to the present disclosure.

8 is a flowchart illustrating a second embodiment of determining a steering lock according to the present disclosure.

9 is a flowchart illustrating a third embodiment of determining a steering lock according to the present disclosure.

10 is a flowchart illustrating a fourth embodiment of determining a steering lock according to the present disclosure.

Hereinafter, some embodiments of the present disclosure will be described in detail through exemplary drawings. In describing the constituent elements of the present disclosure, terms such as first, second, A, B, (a), and (b) may be used. These terms are only used to distinguish the component from other components, and the nature, order, or order of the component is not limited by the term. When a component is described as being "connected", "coupled" or "connected" to another component, the component may be directly connected or connected to that other component, but another component between each component It should be understood that elements may be “connected”, “coupled” or “connected”.

1 is a diagram schematically showing a steering assist device 100 according to the present disclosure.

Referring to FIG. 1, the steering assist device 100 according to the present disclosure includes a steering wheel 110, a shaft 120, a steering angle sensor 130, a torque sensor 140, a speed sensor 150, and , The controller 160 and the steering motor 170 may be included.

The steering wheel 110 may be rotated by a driver's manipulation. The steering wheel 110 may be coupled to the shaft 120. The shape of the steering wheel 110 may be circular as shown in FIG. 1, but is not limited thereto.

The shaft 120 may be coupled to the steering wheel 110 and rotated together with the steering wheel 110. The shape of the shaft 120 may be cylindrical.

Although not shown, the shaft 120 may include a plurality of reducers, and any one of the plurality of reducers may be coupled to the outer circumferential surface of the shaft 120.

Although not shown, the steering assist device 100 according to the present disclosure may include a steering column 200 including a shaft 120 and a reducer.

The steering angle sensor 130 may detect a steering angle generated by rotation of the steering wheel 110. In addition, the steering angle sensor 130 may output a steering angle signal indicating information on the steering angle.

Here, in general, the steering angle may not be detected if the steering wheel 110 does not rotate, and the resulting steering angle signal may not be output unless the steering wheel 110 rotates.

The torque sensor 140 may detect steering torque generated by rotation of the steering wheel 110. In addition, when the steering torque is detected, the torque sensor 140 may output a steering torque signal indicating information on the steering torque.

Here, the steering torque may mean a torque applied to a torsion bar existing between the input shaft and the output shaft of the shaft 120. Therefore, the steering torque can be detected even if the steering wheel 110 is not rotated.

The speed sensor 150 may sense the speed of the vehicle and output a vehicle speed signal indicating information on the vehicle speed.

The controller 160 may receive a steering angle signal output by the steering angle sensor 130, a steering torque signal output by the torque sensor 140, and a vehicle speed signal output by the speed sensor 150. The controller 160 may receive a steering angle signal and a steering torque signal, calculate a rack stroke for providing a steering assist force, and output a command current corresponding to the rack stroke to the steering motor 170.

The controller 160 includes hardware and software such as an electronic control unit (ECU) including a microcontroller 160 unit (Micro Controller Unit; MCU), an inverter, and a printed circuit board (PCB). Can be implemented as

The steering motor 170 may receive a command current from the controller 160 and drive it at a torque and rotation speed according to the command current. Although not shown, the steering motor 170 may be coupled to a reducer disposed on the shaft 120. The reducer and the shaft 120 disposed on the shaft 120 may rotate by the rotation of the steering motor 170.

Meanwhile, the shaft 120 is rotated due to the rotation of the steering motor 170, and the wheel moves left or right by the operation of the rack and pinion, so that the vehicle may turn.

Meanwhile, a situation in which the driver cannot manipulate the steering wheel 110 may occur due to various causes such as deterioration of parts included in the vehicle and introduction of foreign substances. In particular, in the case of a physical error such as damage to a component, it may be difficult to resolve the physical error by electronic control of the controller 160.

Due to such a physical error, a steering lock may occur in which the steering wheel 110 cannot be rotated and thus the vehicle cannot be steered. Hereinafter, a steering lock will be described as an example.

2 is a diagram showing an embodiment of a steering lock.

In the steering lock, rotation of the steering wheel 110 itself is sometimes impossible due to the case that the magnet of the rotor (not shown) included in the steering motor is broken or removed, or the winding of the stator is cut off or removed. , In some cases, rotation of the steering wheel 110 is impossible due to damage to parts of the reducer coupled to the steering motor.

Referring to FIG. 2, for example, the steering assist device 100 according to the present disclosure includes a shaft 210 coupled to the steering wheel 110, a first reduction gear 220 present on the outer peripheral surface of the shaft 210, and A steering column 200 including a second reduction gear 230 toothed with the first reduction gear 220 may be provided.

Here, the first reduction gear 220 has a hole formed in the center, and is coupled to the shaft 210 through the hole, and the inner circumferential surface of the first reduction gear 220 and the outer circumferential surface of the shaft 210 are in close contact and fixed. I can. At this time, when the shaft 210 rotates, the first reduction gear 220 also rotates. The first reduction gear 220 may be, for example, a worm wheel gear.

Here, the second reduction gear 230 may be, for example, a worm gear. Although not shown, the second reduction gear 230 may be coupled to the steering motor at one end. Accordingly, the steering motor, the first reduction gear 220, the second reduction gear 230, and the shaft 210 can rotate at the same time. In addition, the reducer may include the first reduction gear 220 and the second reduction gear 230 described above.

At this time, if the gear teeth of the first reduction gear 220 or the second reduction gear 230 are broken, or a foreign substance is inserted into the toothed portion of the first reduction gear 220 and the second reduction gear 230, the The 1 reduction gear 220 and the second reduction gear 230 are constrained and cannot rotate. When the first reduction gear 220 and the second reduction gear 230 are constrained, even if the driver manipulates the steering wheel 110, the steering motor, the first reduction gear 220, the second reduction gear 230 and the shaft ( 210) becomes unable to rotate, and a steering lock occurs.

In particular, if there is no repair shop around the vehicle and the vehicle is running, the probability of a safety accident is very high. Accordingly, in such extreme conditions, it is necessary to perform steering of the vehicle by rotating the steering and shaft 210 only by the force of the driver.

3 is a view showing a portion of the steering lock release device 400 and the steering column 200 and the heating member 300 according to the present disclosure.

Referring to FIG. 3, the steering column 200 according to the present disclosure is a coupling member 240, which is an intermediate existing between the inner circumferential surface of the first reduction gear 220 and the outer circumferential surface of the shaft 210, unlike FIG. 2. ) May be further included. Accordingly, the coupling member 240 and the shaft may be coupled through a hole and a first reduction gear having a hole formed in the center.

The coupling member 240 may be formed to correspond to the shape of the inner peripheral surface of the first reduction gear 220 or the shape of the outer peripheral surface of the shaft. For example, the coupling member 240 may have a cylindrical shape in which the diameter of both ends is larger than the diameter of the central portion. In addition, the side surface may be a cylindrical shape having a uniform diameter, and as long as the first reducer and the shaft 120 can be constrained to rotate together, the shape is not limited to any shape. For another example, the coupling member 240 may be disposed on one side of the outer circumferential surface of the shaft to constrain the shaft 120 to rotate together with the first reduction gear 220. In addition, when the coupling member 240 is melted by the heat applied by the heating member 300 to be described later, the shaft 120 may rotate independently of the first reducer.

In addition, the coupling member 240 is solid so that the first reduction gear 220 and the shaft 210 rotate together in normal times, and may be melted when receiving high heat equal to or higher than a predetermined melting point. For example, the coupling member 240 may be plastic molding. In this case, molding may mean filling an empty space with a functional resin without voids after inserting an electronic component or product into a certain space (or case).

The heating member 300 may be a material that receives an electrical signal from the outside and generates heat by the electrical signal. Specifically, the heating member 300 is electrically connected to the steering lock release device 400 to receive a predetermined current from the steering lock release device 400 and apply high heat generated by the current to the coupling member 240 to be coupled. The member 240 may be melted.

The heating member 300 may be positioned on the outer circumferential surface of the shaft 210 to sufficiently apply heat to the coupling member 240 and disposed close to the position of the coupling member 240. Here, the meaning that the heating member 300 is disposed on the outer circumferential surface of the shaft 210 means that it may be disposed in close contact with the outer circumferential surface of the shaft 210, and may be spaced apart from the outer circumferential surface of the shaft 210 Can mean that. A preferred location of the heating member 300 is disposed to be spaced apart from the outer peripheral surface of the shaft 210 while being in contact with the coupling member 240. However, it is not limited thereto.

The heating member 300 may be a material having excellent conductivity so that an electrical signal sufficiently flows, and may be a material having a relatively large internal resistance. For example, the heating member 300 may be a coil having a constant thickness. However, the present invention is not limited thereto, and all conductors having excellent conductivity may correspond to the heating member 300.

Meanwhile, the steering assist device 100 according to the present disclosure may further include a support member 310 for surrounding the heating member 300 and supporting and protecting the heating member 300.

The support member 310 may be formed larger than the size of the heating member 300, and may be in a donut shape including an inner circumferential surface and an outer circumferential surface. However, it is not limited thereto.

The support member 310 may be made of a material higher than the melting point of the coupling member 240 to maintain its shape while the coupling member 240 is melted.

The steering lock release device 400 may determine whether steering of the vehicle is disabled due to a steering lock, and when it is determined that steering is disabled, may output a lock release signal to the heating member 300.

Here, the unlocking signal may mean a current applied to the heating member 300 so that the heating member 300 applies heat above the melting point of a material forming the coupling member 240. However, it is not limited to current, and the unlocking signal may be expressed as voltage or power.

When the steering lock release device 400 applies a lock release signal to the heating member 300 and the heating member 300 applies heat above the melting point of the coupling member 240, as will be described later with reference to FIG. , The coupling member 240 is melted, and the shaft 210 may be rotated independently from the first reduction gear 220 due to the driver's manipulation of the steering wheel 110. That is, the steering lock can be released.

Hereinafter, the unlocking device will be described in detail.

4 is a view showing a steering lock release device 400 according to the present disclosure.

Referring to FIG. 4, the steering lock release device 400 according to the present disclosure may include a receiving unit 410, a steering lock determining unit 420, an output unit 430, and the like.

The receiver 410 may receive a steering torque signal and a steering angle signal. Here, due to the characteristics of the steering torque signal and the steering angle signal, the receiving unit 410 may receive both the steering torque signal and the steering angle signal or only the steering torque signal. For a specific example, when the driver manipulates the steering wheel 110 to rotate the steering wheel 110, the receiver 410 receives both a steering torque signal and a steering angle signal. On the other hand, if the driver manipulates the steering wheel 110 but the steering wheel 110 is not rotated, the receiving unit 410 receives only the steering torque signal.

Here, the receiving unit 410 may further receive a vehicle speed signal for the vehicle speed of the vehicle.

The steering lock determination unit 420 may determine whether steering is impossible due to a steering lock, based on the magnitude of the steering torque indicated by the steering torque signal and whether the steering angle signal is received.

Here, the inability to steer described in the present disclosure may mean a case in which rotation of the steering wheel 110 is impossible due to a steering lock caused by a physical defect. On the other hand, the possible steering described in the present disclosure may include not only a case where the steering wheel 110 is rotated, but also a case where the steering wheel 110 is temporarily unable to rotate due to a cause other than a steering lock generated by a physical defect. have.

Meanwhile, if the steering wheel 110 is not rotated even if the driver manipulates the steering wheel 110 due to the steering lock, the steering angle signal may not be received, but the steering torque signal may be received. Therefore, when the steering angle signal is received, the steering lock determination unit 420 may determine that steering is possible.

Here, since the steering wheel 110 may rotate in a clockwise or counterclockwise direction, the steering lock determination unit 420 determines whether the operation direction of the steering wheel 110 has changed based on the change in the steering torque. , When the operation direction is changed, it may be determined whether the steering is impossible based on the magnitude of the steering torque in the changed operation direction and whether the steering angle signal is received. A specific method will be described later with reference to FIGS. 9 and 10.

Here, when the receiving unit 410 further receives a vehicle speed signal, the steering lock determination unit 420 may determine whether or not to steer due to the steering lock based on the vehicle speed. A more detailed description will be described later with reference to FIGS. 8 and 10.

When it is determined that steering is impossible due to the steering lock, the output unit 430 outputs a lock release signal to the heating member 300 that applies heat to the coupling member 240 disposed between the outer circumferential surface of the shaft 210 and the inner circumferential surface of the reducer. can do. That is, when it is determined that steering is impossible by the steering lock determination unit 420, the output unit 430 continuously applies a current corresponding to the lock release signal to the heating member 300.

The steering lock release device 400 according to the present disclosure includes an electronic control unit (ECU) including a microcontroller unit (MCU), an inverter, a printed circuit board (PCB), etc. It can be implemented in hardware and software.

In addition, the steering lock release device 400 according to the present disclosure may be integrated with the controller 160 illustrated in FIG. 1 or replaced by the controller 160 illustrated in FIG. 1.

The output unit 430 may stop outputting the lock release signal when the steering determination unit 420 determines that the steering is possible from the inability to steer. Specifically, when the coupling member 240 is melted by the heating member 300, the driver may rotate the steering wheel 110, and the steering angle generated as the steering wheel 110 rotates is It can be detected again. In addition, the steering lock determination unit 420 determines that steering is possible based on the reception of the steering angle signal, so that the output unit 430 may stop outputting the lock release signal.

A specific embodiment in which the coupling member 240 is removed will be described later with reference to FIG. 5.

5 is a view for explaining an embodiment in which the steering lock in the steering column 200 is released according to the present disclosure.

Referring to <a> of FIG. 5, the steering assist device 100 according to the present disclosure includes a steering column 200 in which the shaft 210 and the first reduction gear 220 are coupled via a coupling member 240. Are doing. When the steering assistance device 100 according to the present disclosure is in a normal state, when the driver manipulates the steering wheel 110, the shaft 210, the first reduction gear 220, the second reduction gear 230, and steering The motor 170 rotates together.

However, when the steering lock occurs due to physical defects such as the steering motor 170, the first reduction gear 220, the second reduction gear 230, etc., even if the driver manipulates the steering wheel 110, the shaft 210 and the first The reduction gear 220, the second reduction gear 230, and the steering motor 170 cannot rotate together.

In this case, the steering assist device 100 according to the present disclosure needs to emergencyly assist the steering of the vehicle by rotating only the steering wheel 110 and the shaft 210.

As described above, the steering lock release device 400 applies a lock release current to the heating member 300 when it is determined that steering is impossible due to the steering lock.

Referring to <b> of FIG. 5, the heating member 300 generates heat by receiving a lock release current from the steering lock release device 400. For a specific example, when the heating member 300 is a coil, while the unlocking current flows through the coil, heat is generated by the resistance of the coil and the unlocking current.

In this case, the high heat generated by the heating member 300 is directly transmitted to the coupling member 240 or transmitted through the shaft 210. Accordingly, when the temperature of the coupling member 240 becomes higher than the melting point of the coupling member 240 due to high heat, the coupling member 240 undergoes a phase transition (melting) from a solid to a liquid.

When the coupling member 240 is melted, a space is formed between the outer circumferential surface of the shaft 210 and the inner circumferential surface of the first reduction gear 220 so that the shaft 210 is not restricted to the first reduction gear 220 and rotates independently. can do.

Therefore, manual steering that can turn the vehicle by only the driver's operation is possible.

Although not shown, according to the present disclosure, the coupling member 240 may be physically removed or the coupling of the shaft 210 and the first reduction gear 220 may be released by other methods other than the method of melting the coupling member 240.

As described above, the steering assist device 100 according to the present disclosure provides an effect of enabling manual steering only by a driver's steering operation in an emergency situation.

Hereinafter, a steering lock release method capable of performing all of the above-described present disclosure will be described.

6 is a flowchart illustrating a steering lock release method according to the present disclosure.

6, the steering lock release method according to the present disclosure includes a steering torque signal receiving step (S610) of receiving a steering torque signal, a steering angle signal receiving step (S620) of receiving a steering angle signal, and a vehicle speed signal. It may include a vehicle speed signal reception step (S630), a steering lock determination step (S640) and an output step (S650).

Here, in the steering torque signal receiving step (S610), the steering angle signal receiving step (S620), and the vehicle speed signal receiving step (S630), the receiving unit 410 included in the unlocking device receives a steering torque signal, a steering angle signal, and a vehicle speed signal. Receive.

The steering lock determination step (S640) is based on whether the steering lock determination unit 420 included in the unlocking device receives a steering torque signal and a steering angle signal indicated by the steering torque signal. Judge

On the other hand, when the vehicle speed signal is received, the steering lock determination step S640 may determine whether or not the above-described steering is possible based on the vehicle speed. A specific method will be described later.

In the output step (S650), if the steering is not possible, the output unit 430 included in the lock release device applies heat to the coupling member 240 disposed between the outer circumferential surface of the shaft 210 and the inner circumferential surface of the reducer 300 To output the unlock signal.

Meanwhile, since removing the coupling member 240 between the shaft 210 and the first reduction gear 220 cannot be restored again, it is important to accurately determine the steering lock.

Hereinafter, various embodiments of determining a steering lock according to the present disclosure will be described in detail.

7A and 7B are flowcharts illustrating a first embodiment of determining a steering lock according to the present disclosure.

Referring to FIG. 7A, in step S710, the size of the steering torque and the size of the preset reference steering torque are compared.

The reason for comparing the steering torque and the reference steering torque is that when the steering torque is very small, the steering angle may not be detected by the steering angle sensor even if the steering assist device 100 is in a normal state. Specifically, when the steering torque is generated, a corresponding friction torque is also generated, so if the steering torque is very small, the steering angle signal may not be generated by the friction torque. In addition, in general, a dead zone for steering torque may be set in order to secure a certain degree of straightness of the vehicle.

Accordingly, the reference steering torque needs to be set in advance in order to prevent misdetection of steering inability due to the steering lock, and in this case, the reference steering torque may be set based on the friction torque or a dead zone.

If the size of the steering torque is greater than or equal to the size of the reference steering torque, it is determined whether or not the steering angle signal is received in step S720.

When the steering angle signal is received, in step S731, it is determined that the steering assist device 100 is in a normal state in the present disclosure and is capable of steering.

On the other hand, even if the size of the steering torque is smaller than the size of the reference steering torque, it is determined in step S731 that the steering is possible.

If the steering angle signal is not received, it is determined in step S732 that steering is impossible due to the steering lock.

For a specific example, the steering lock determination unit 420 compares the magnitude of the steering torque indicated by the steering torque signal and the magnitude of the preset reference steering torque, and the steering angle signal is not received by the receiving unit 410, If the torque is more than the standard steering torque, it is judged that the steering is impossible.

As shown in FIG. 7A, in the unlocking method according to the present disclosure, after comparing the magnitude of the steering torque and the reference steering torque (S710 ), determining whether or not a steering angle signal is received (S720 ). In addition, as shown in FIG. 7B, the unlocking method according to the present disclosure may first determine whether or not a steering angle signal is received, and then compare the magnitude of the steering torque and the reference steering torque to determine whether or not to steer.

On the other hand, although the steering assist device 100 according to the present disclosure is in a normal state, when the vehicle is parked on the shoulder or slope, there is a case where the steering angle signal is temporarily not generated because the wheel of the vehicle is constrained by an obstacle such as a curb or a tree. have.

8 is a flowchart illustrating a second embodiment of determining a steering lock according to the present disclosure.

Referring to FIG. 8, steps S810 and S820 are the same as steps S710 and S720 described above with reference to FIG. 7 and thus are omitted.

When the magnitude of the steering torque is greater than or equal to the reference steering torque and the steering angle signal is not received, in step S830, it is determined whether the vehicle speed is less than the preset reference vehicle speed for a preset reference time.

Here, the reference time and the reference vehicle speed are preset in consideration of a case where the vehicle moves at a very small vehicle speed equivalent to parking, stopping, or parking.

If the vehicle speed is less than the reference vehicle speed during the reference time, in step S841, it is recognized that the steering assist device 100 is in a normal state and determines that the steering is possible.

If the vehicle speed is greater than or equal to the reference vehicle speed during the reference time, it is determined in step S842 that steering is impossible due to the steering lock.

For a specific example, when the receiving unit 410 further receives a vehicle speed signal for the vehicle speed of the vehicle,

The steering lock determination unit 420 compares the vehicle speed indicated by the vehicle speed signal with a preset reference vehicle speed for a preset reference time, and if the vehicle speed is less than the reference vehicle speed, determines that steering is possible.

If the steering angle signal is not received by the receiving unit 410, the steering torque is greater than or equal to the reference steering torque, and the vehicle speed is greater than or equal to the reference vehicle speed, the steering lock determination unit 420 determines that steering is impossible.

On the other hand, the unlocking method according to the present disclosure illustrated in FIG. 8 compares the magnitude of the steering torque, determines whether or not a steering angle signal is received, and then compares the vehicle speed. As shown in FIG. 7, the order may be changed.

For example, the unlocking method according to the present disclosure may first compare a vehicle speed, compare a magnitude of a steering torque, and determine whether or not a steering angle signal is received. However, it is not limited thereto.

According to the foregoing, the present disclosure provides an effect of minimizing an erroneous determination of inability to steer due to a steering lock.

On the other hand, when a vehicle travels off-road such as an unpaved road or runs while leaning against a median, the vehicle may be difficult to steer in a specific direction. That is, there is a case where the steering wheel 110 cannot rotate in a specific direction. In this case, since the steering wheel 110 can rotate in a direction opposite to a specific direction, it is possible that it is a mistake to judge that the steering is impossible due to the steering lock even in this situation.

Therefore, it is necessary to determine whether the steering wheel 110 is locked in both one direction and the opposite direction of one direction. Examples of a direction opposite to one direction may be a clockwise direction and a counterclockwise direction.

9 is a flowchart illustrating a third embodiment of determining a steering lock according to the present disclosure.

Referring to FIG. 9, in step S910, a first steering torque signal is received. Here, the first steering torque (+τ) is a steering torque corresponding to the first rotation direction of the steering wheel 110, for example, the first steering torque (+τ) is the driver counterclockwise the steering wheel 110 This is the steering torque generated when operating in the direction.

Then, in step S920, the magnitude of the first steering torque (+τ) and the magnitude of the reference steering torque (τ _th ) are compared.

If the first steering torque (+τ) is greater than or equal to the reference steering torque (τ _th ), in step S930, it is determined whether or not the first steering angle signal is received. Here, the first steering angle may be a steering angle corresponding to the first rotation direction of the steering wheel 110. For example, the first steering angle is a steering angle that can occur when the driver manipulates the steering wheel 110 in a counterclockwise direction.

If the first steering angle signal is not received, a second steering torque signal is received in step S940. Here, the second steering torque (-τ) may be a steering torque corresponding to the second rotation direction of the steering wheel 110. For example, the second steering torque (-τ) is a steering torque generated when the driver manipulates the steering wheel 110 clockwise.

Then, in step S950, the magnitude of the second steering torque (-τ) and the magnitude of the reference steering torque (τ _th ) are compared.

If the magnitude of the second steering torque (-τ) is greater than or equal to the reference steering torque (τ _th ), it is determined whether or not the second steering angle signal is received in step S960. Here, the second steering angle is a steering angle corresponding to the second rotation direction of the steering wheel 110, for example, the second steering angle is a steering angle that can occur when the driver manipulates the steering wheel 110 clockwise.

Any one of the magnitude of the first steering torque (+τ) and the magnitude of the second steering torque (-τ) is smaller than the magnitude of the reference steering torque (τ _th ), or one of the first steering angle signal and the second steering angle signal Even if it is received, in step S971, it is recognized that the steering assist device 100 is in a normal state and determines that the steering is possible.

If both the first steering torque (+τ) and the second steering torque (-τ) are greater than or equal to the reference steering torque (τ _th ), and both the first steering angle signal and the second steering angle signal are not received, the step In S972, it is determined that steering is impossible due to steering lock.

For a specific example, the steering lock determination unit 420 does not receive a steering angle signal by the reception unit 410, and the first steering torque signal indicated by the first steering torque signal corresponding to the first rotation direction of the steering wheel 110 If both the magnitude of the steering torque and the magnitude of the second steering torque indicated by the second steering torque signal corresponding to the second rotation direction opposite to the first rotation direction are equal to or greater than the reference steering torque, it is determined that steering is impossible.

According to the foregoing, the present disclosure provides an effect of accurately determining steering inability due to a steering lock.

Hereinafter, a method of determining steering inability due to a steering lock in consideration of the steering torque, the direction of the steering angle, and the vehicle speed will be described.

10 is a flowchart illustrating a fourth embodiment of determining a steering lock according to the present disclosure.

Referring to FIG. 10, steps S1010 to S1060 are the same as steps S910 to S960 described above with reference to FIG. 9 and thus are omitted.

If both the first steering torque (+τ) and the second steering torque (-τ) are greater than or equal to the reference steering torque (τ _th ), and both the first steering angle signal and the second steering angle signal are not received, the step In S1070, it is determined whether the vehicle speed is less than a preset reference vehicle speed during a preset reference time.

Any one of the magnitude of the first steering torque (+τ) and the magnitude of the second steering torque (-τ) is smaller than the magnitude of the reference steering torque (τ _th ), or one of the first steering angle signal and the second steering angle signal Even if it is received or if the vehicle speed is less than the reference vehicle speed during the reference time, in step S1081, it is recognized that the steering assist device 100 is in a normal state and determines that the steering is possible.

Both the first steering torque (+τ) and the second steering torque (-τ) are greater than or equal to the standard steering torque (τ _th ), and both the first steering angle signal and the second steering angle signal are not received, and the vehicle speed is If it is more than the reference vehicle speed during the reference time, it is determined in step S1082 that steering is impossible due to the steering lock.

On the other hand, the unlocking method according to the present disclosure may be the first to perform the step of comparing the vehicle speed with the reference vehicle speed, unlike the unlocking method according to the present disclosure illustrated in FIG. 10.

As described above, according to the present disclosure, the present disclosure may provide a lock release method capable of accurately determining whether steering is impossible due to a steering lock, a lock release device, and a steering assist device 100 including the same.

In addition, according to the present disclosure, the present disclosure may provide a lock release method for preventing a safety accident by releasing a steering lock in a situation where steering is impossible, a lock release device, and a steering assist device 100 including the same.

The description above and the accompanying drawings are merely illustrative of the technical idea of the present disclosure, and those of ordinary skill in the technical field to which the present disclosure pertains, combinations of configurations without departing from the essential characteristics of the present disclosure Various modifications and variations, such as separation, substitution, and alteration, will be possible. Accordingly, the embodiments disclosed in the present disclosure are not intended to limit the technical idea of the present disclosure, but to describe, and the scope of the technical idea of the present disclosure is not limited by these embodiments. That is, as long as it is within the scope of the problem solving of the present disclosure, one or more of the components may be selectively combined and operated. The scope of protection of the present disclosure should be interpreted by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present disclosure.

CROSS-REFERENCE TO RELATED APPLICATION

This patent application claims priority in accordance with Article 119(a) of the U.S. Patent Law (35 USC § 119(a)) with respect to Patent Application No. 10-2019-0029478 filed in Korea on March 14, 2019. All contents are incorporated into this patent application by reference. In addition, if this patent application claims priority for countries other than the United States for the same reason as above, all the contents are incorporated into this patent application as references.

Claims (20)

A receiver configured to receive a steering torque signal and a steering angle signal; A steering lock determination unit that determines whether steering is impossible due to a steering lock, based on the magnitude of the steering torque indicated by the steering torque signal and whether the steering angle signal is received; And When the steering lock determination unit determines that the steering is not possible, the steering lock release device comprising an output unit for outputting a lock release signal to a heat generating member that applies heat to the coupling member disposed between the outer peripheral surface of the shaft and the inner peripheral surface of the reducer. The method of claim 1, The shaft, Combined with the steering wheel to rotate together, The speed reducer, A first reduction gear having a hole formed in the center and coupled to the shaft and the coupling member through the hole; And And a second reduction gear toothed with the first reduction gear and coupled with a steering motor at one end. The method of claim 1, The steering lock determination unit, Compare the size of the steering torque indicated by the steering torque signal and the size of a preset reference steering torque, If the steering torque is equal to or greater than the reference steering torque and the steering angle signal is not received by the receiver, it is determined that steering is impossible. The method of claim 3, The reference steering torque is, Steering unlocking device, characterized in that it is set based on friction torque or dead zone. The method of claim 1, The steering lock determination unit, It is determined whether the steering wheel operation direction has changed based on the change in the steering torque, When the operation direction is changed, the steering lock release device, characterized in that it determines whether or not steering is impossible based on the magnitude of the steering torque in the changed operation direction and whether the steering angle signal is received. The method of claim 4, The steering lock determination unit, The steering angle signal is not received by the receiver, and the magnitude of the first steering torque indicated by the first steering torque signal corresponding to the first rotation direction of the steering wheel and the second rotation direction opposite to the first rotation direction When the magnitudes of the second steering torque indicated by the corresponding second steering torque signal are all equal to or greater than the reference steering torque, it is determined that steering is impossible. The method of claim 1, The receiving unit, Further receive a vehicle speed signal for the vehicle speed of the vehicle, The steering lock determination unit, Compare the vehicle speed indicated by the vehicle speed signal and a preset reference vehicle speed for a preset reference time, If the vehicle speed is less than the reference vehicle speed, the steering lock release device, characterized in that it is determined that the steering is possible. The method of claim 7, The steering lock determination unit, When the steering angle signal is not received by the receiver, the steering torque is equal to or greater than the reference steering torque, and the vehicle speed is equal to or greater than the reference vehicle speed, it is determined that steering is impossible. The method of claim 1, The steering lock determination unit, When the steering angle signal is received, the steering lock release device, characterized in that it is determined that the steering is possible. The method of claim 1, The unlocking signal is, Steering lock release device, characterized in that the current is applied to the heating member so that the heating member applies heat above a melting point of the coupling member. The method of claim 1, The output unit, When the steering lock determination unit determines that the steering is possible from the inability to steer, the steering lock release device stops outputting the lock release signal. A steering torque signal receiving step of receiving a steering torque signal; A steering angle signal receiving step of receiving a steering angle signal; A steering lock determination step of determining whether steering is impossible due to a steering lock, based on the magnitude of the steering torque indicated by the steering torque signal and whether the steering angle signal is received; And If it is determined that the steering is impossible, the steering lock release method comprising an output step of outputting a lock release signal to a heating member that applies heat to the coupling member disposed between the outer peripheral surface of the shaft and the inner peripheral surface of the reducer. The method of claim 12, The steering lock determination step, Compare the size of the steering torque indicated by the steering torque signal and the size of a preset reference steering torque, When the steering torque is greater than or equal to the reference steering torque and the steering angle signal is not received, it is determined that steering is impossible. The method of claim 12, The steering lock determination step, It is determined whether the steering wheel operation direction has changed based on the change in the steering torque, When the operation direction is changed, the steering lock release method, characterized in that it is determined whether or not steering is impossible based on the magnitude of the steering torque in the changed operation direction and whether the steering angle signal is received. The method of claim 14, The steering lock determination step, The steering angle signal is not received, and the magnitude of the first steering torque indicated by the first steering torque signal corresponding to the first rotation direction of the steering wheel and the second rotation direction opposite to the first rotation direction. 2 When all the magnitudes of the second steering torque indicated by the steering torque signal are equal to or greater than the reference steering torque, it is determined that steering is impossible. The method of claim 12, Further comprising a vehicle speed signal receiving step of receiving a vehicle speed signal, The steering lock determination step, Compare the vehicle speed indicated by the vehicle speed signal and a preset reference vehicle speed for a preset reference time, If the vehicle speed is less than the reference vehicle speed, the steering lock release method, characterized in that it is determined that the steering is possible. The method of claim 16, The steering lock determination step, When the steering angle signal is not received, the steering torque is equal to or greater than the reference steering torque, and the vehicle speed is equal to or greater than the reference vehicle speed, it is determined that steering is impossible. The method of claim 12, The unlocking signal is, Steering lock release method, characterized in that the current applied to the heating member so that the heating member applies heat above a melting point of the coupling member. The method of claim 11, The steering lock release method further comprising the step of stopping the output of the lock release signal if it is determined that the steering is possible from the inability to steer. A steering angle sensor that senses a steering angle of a steering wheel; A steering torque sensor that detects steering torque of the steering wheel; A steering column including a shaft coupled to the steering wheel and a reducer coupled to the shaft via a coupling member; A heating member disposed on an outer circumferential surface of the shaft and applying heat to the coupling member; And The steering lock, which determines whether steering is impossible due to steering lock of the vehicle based on the magnitude of the steering torque and whether the steering angle is detected, and outputs a lock release signal to the heat generating member when it is determined that the steering lock is impossible. Steering assist device including a release device.

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