JP2019051783A - Steering device - Google Patents

Abstract

To provide a steering device that can be suppressed from being transferred into a manual operation mode regardless that an occupant does not intend to manually turn a steering wheel.SOLUTION: The steering device, when being requested to transfer into a manual operation mode, rotationally vibrates a steering wheel in a range of play angles and then confirms whether or not the rotational vibration of the steering wheel is brought into a stopping state in predetermined time (steps 100-108). On this occasion, the device determines that the steering wheel can be manually turned by an occupant when the occupant grips the wheel to stop the rotational vibration (step 110). This can transfer a mode into the manual operation mode with the occupant gripping the steering wheel, which can suppress the mode from being transferred into the manual operation mode regardless that the occupant does not intend to manually turn the wheel.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a steering device for steering a vehicle.

  The automatic operation control device of Patent Document 1 includes an operation mode switching device that switches between an automatic operation mode and a manual operation mode. When the automatic operation controller is switched to the automatic operation mode, the automatic operation controller operates the actuator. Controls vehicle speed and steering angle. Further, the automatic driving control device includes an override detection device that detects a steering override that is a steering operation of the driver, and the automatic driving controller performs automatic driving when the driver's steering override is detected by the override detection device. Switch from mode to manual operation mode.

JP 2000-276690 A

  By the way, switching from the automatic operation mode to the manual operation mode is not limited to the case where a steering override that the occupant grasps to operate the steering is detected. There may be a case where the occupant is requested to perform the steering operation. Also in this case, when the steering override by the passenger is detected, the automatic operation mode is switched to the manual operation mode. At this time, if the passenger unintentionally touches the steering wheel, the manual operation mode is switched. When switching from the automatic operation mode to the manual operation mode, it is necessary for the occupant to shift to the manual operation mode in a state where the vehicle can be steered in order to ensure a stable traveling of the vehicle.

  The present invention has been made in view of the above-described facts, and an object of the present invention is to provide a steering device that can suppress the occupant from shifting to the manual operation mode without intending manual steering.

  According to a first aspect of the present invention, in the case of manual steering, the steered wheels are steered according to the rotation operation of the steering wheel, and in the case of non-manual steer, the steered wheels are steered according to steered information. Steering and turning part that steers and turns the steering wheel according to the turning of the steered wheel, and during non-steering, the steering wheel is rotated or displaced axially within a range that does not affect the steered wheel And determining whether or not the occupant can manually steer based on the detection result of the detection unit, the detection unit that detects whether the rotation of the steering wheel or the displacement in the axial direction is suppressed, and the detection result of the detection unit And a determination unit.

  According to a second aspect, in the first aspect, the displacement unit repeats reciprocal rotation of the steering wheel within a range of the play angle of the steering wheel, and the detection unit suppresses reciprocal rotation of the steering wheel. It is detected whether or not.

  According to a third aspect, in the second aspect, the detection unit detects whether an occupant grips the steering wheel in order to suppress displacement of the steering wheel.

  According to a fourth aspect, in the first aspect, the displacement unit displaces the steering wheel in an axial direction, and the detection unit detects whether or not the steering wheel is returned to a position before the displacement.

  In the first aspect of the present invention, in the case of manual steering, the steered wheel is steered according to the rotation operation of the steering wheel, and in the case of non-manual steer, the steered wheel is steered according to the steer information. And a steering turning section that rotates the steering wheel in accordance with the turning of the steered wheels. The displacement unit rotates or axially displaces the steering wheel within a range that does not affect the steering of the steered wheels during non-manual steering, and the detection unit suppresses rotation of the steering wheel or axial displacement. Detect whether or not. Further, the determination unit determines whether or not the occupant can manually steer based on the detection result of the detection unit.

  Here, when the occupant holds the steering wheel and suppresses the rotation of the steering wheel or the displacement in the axial direction by the displacement portion, the occupant is in a state where manual steering is possible. For this reason, in a state where the occupant suppresses the rotation of the steering wheel or the displacement in the axial direction, it is possible to suppress the occupant from shifting to the manual operation mode without intending manual steering.

  In the second aspect, the displacement portion repeats the reciprocating rotation of the steering wheel within the range of the play angle of the steering wheel. As a result, the steering wheel can be rotated within a range that does not affect the turning of the steered wheels, and when the occupant is prevented from shifting to the manual operation mode without intending manual steering, the running stability of the vehicle is improved. Can be maintained.

  In the third aspect, the detection unit detects whether or not the occupant grips the steering wheel in order to suppress the displacement of the steering wheel. As a result, when it is detected that the occupant is holding the steering wheel, it can be determined that manual steering is possible, and the occupant shifts to the manual operation mode without intentioning manual steering. Can be suppressed.

  In the fourth aspect, the displacement unit displaces the steering wheel in the axial direction, and the detection unit detects whether or not the steering wheel is returned to the position before the displacement. Thereby, it can be determined that the occupant has returned the steering wheel to the position before the displacement, so that the occupant can be prevented from shifting to the manual operation mode without intentional manual steering.

(A) is a schematic block diagram of the steering device which concerns on 1st Embodiment, (B) is a front view of a steering wheel. It is a flowchart which shows the operation determination process which concerns on 1st Embodiment. (A) is a schematic block diagram of the steering device which concerns on 2nd Embodiment, (B) is a front view which shows the principal part of the steering wheel which concerns on 2nd Embodiment. It is a flowchart which shows the operation determination process which concerns on 2nd Embodiment. It is a schematic block diagram of the steering device which concerns on 3rd Embodiment. It is a flowchart which shows the operation determination process which concerns on 3rd Embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[First Embodiment]
1A is a block diagram showing a schematic configuration of the steering device 10 according to the first embodiment, and FIG. 1B is a front view of the steering wheel as viewed from the occupant side. Is shown.

  The steering device 10 is installed in a vehicle (not shown) and is used for steering the vehicle. In addition, the vehicle is provided with an automatic driving system 12 as a driving support device. The automatic driving system 12 operates in the automatic driving mode, thereby performing vehicle speed control and steering control to drive the vehicle. Control. The steering device 10 performs manual steering (manual steering) when the automatic driving system 12 operates in the manual driving mode, and automatically operates as non-manual steering when the automatic driving system 12 operates in the automatic driving mode. Steer.

  As shown in FIG. 1A, the steering device 10 includes a steering unit 14 and a steering unit 16 that constitute a steering steering unit, and the steering unit 14 and the steering unit 16 are connected by a steering shaft 18. Has been. The steering unit 14 is provided with a column shaft 18 </ b> A on one end side of the steering shaft 18. In the steering device 10, the steering shaft 18 is rotatably supported by the vehicle body, and the column shaft 18A is rotatably supported by the vehicle body on the front side of the seat on which the occupant (driver) sits. A steering wheel 20 is attached to the vehicle.

  As shown in FIG. 1B, the steering wheel 20 includes a ring-shaped rim portion 22, a boss portion 24 arranged at the axial center of the rim portion 22, and a stay that connects the rim portion 22 and the boss portion 24. The unit 26 is configured. The steering wheel 20 is supported by the vehicle body with the boss portion 24 attached to the tip of the column shaft 18A, and is rotated integrally with the column shaft 18A. FIG. 1B shows the straight steering position of the steering wheel 20 in a state where the vehicle is going straight.

  As shown in FIG. 1A, the steering unit 14 is provided with a differential angle control mechanism 28 that forms a detection unit and a rotary actuator 30 that forms a displacement unit. The differential angle control mechanism 28 is disposed between the column shaft 18A and the steering shaft 18, and connects the column shaft 18A and the steering shaft 18 so as to be integrally rotatable. The rotary actuator 30 is disposed between the differential angle control mechanism 28 and the steering wheel 20.

  The rotation of the steering wheel 20 is provided with a play angle (play), and the differential angle control mechanism 28 is configured such that one of the column shaft 18A and the steering shaft 18 is rotated beyond the play angle, so that the column shaft Rotation (rotational force) is transmitted so that the other of 18A and the steering shaft 18 is rotated. At this time, the differential angle control mechanism 28 uses the column shaft 18A so that the steering angle of the column shaft 18A on the steering wheel 20 side and the turning angle of the steering shaft 18 on the opposite side of the steering wheel 20 are the same. And the steering shaft 18 is rotated following each other.

  Further, the differential angle control mechanism 28 is provided with a torque sensor and a rotation angle sensor (both not shown). As a result, the differential angle control mechanism 28 can detect the rotational torque (change in rotational torque) of the column shaft 18A (steering wheel 20) by the torque sensor, and rotate the column shaft 18A (steering wheel 20) by the rotational angle sensor. Angle (change in rotation angle) can be detected.

  The rotation actuator 30 rotates the column shaft 18A to reciprocately rotate the steering wheel 20 within a predetermined angle range (see the two-dot chain line in FIG. 1B). At this time, the rotation actuator 30 causes the steering wheel 20 to reciprocate (rotate and vibrate) within a play angle range (for example, a range of −2 ° to 2 °, a range indicated by a two-dot chain line in FIG. 1B). Thus, the column shaft 18A is rotated.

  The steered portion 16 includes a steered actuator 32. The steered actuator 32 is connected to the lower end portion of the steering shaft 18 (the end opposite to the differential angle control mechanism 28). The left and right steered wheels (for example, front wheels) 34 of the vehicle are connected via a link mechanism (not shown). The turning actuator 32 turns the steered wheels 34 according to the rotation angle (steering angle) of the steering shaft 18 while assisting the rotational force of the steering shaft 18 by rotating the steering shaft 18.

  Further, the steering actuator 32 transmits a rotational force (rotational torque) corresponding to the reaction force acting on the steered wheels 34 to the steering shaft 18. When the rotational torque of the steering shaft 18 is transmitted to the steering wheel 20, the reaction force received by the steered wheels 34 is transmitted to the steering wheel 20, and the steering wheel 20 and the steered wheels 34 are mechanically connected to the occupant. I feel that it has been done.

  The steering device 10 is provided with a steering ECU 36 that constitutes a control unit, a displacement unit, a detection unit, and a determination unit. The steering ECU 36 is a micro that has a CPU, a RAM, a ROM, a nonvolatile memory, and the like connected by a bus. A computer (not shown) is provided. The steering ECU 36 is electrically connected to a differential angle control mechanism 28, a rotation actuator 30 and a steering actuator 32. The steering ECU 36 is controlled by a torque sensor and a rotation angle sensor of the differential angle control mechanism 28. The torque (torque change) and the rotation angle (change of the rotation angle) can be detected. Further, the steering ECU 36 operates the differential angle control mechanism 28 so that the rotation angle (steering angle) of the steering shaft 18 matches the rotation angle (steering angle) of the column shaft 18A. Furthermore, the steering ECU 36 can automatically steer the steered wheels 34 by controlling the operation of the steered actuator 32 in the automatic operation mode.

  On the other hand, the automatic operation system 12 is provided with an automatic operation control device 38 as an operation control unit. The automatic operation control device 38 is a micro that has a CPU, a RAM, a ROM, a nonvolatile memory, and the like connected by a bus. A computer (not shown) is provided. The automatic operation control device 38 displays operation information indicating whether it is operating in the automatic operation mode or the manual operation mode on a display (not shown) arranged on the instrument panel or the like. The automatic operation control device 38 operates in the automatic operation mode, thereby performing vehicle engine control (electric motor control or engine and electric motor control), braking control, and steering control. Control driving. At this time, the automatic operation control device 38 sets the steering information (steering angle) of the steered wheels 34.

  The steering ECU 36 is electrically connected to the automatic driving control device 38. When the automatic driving control device 38 operates in the automatic driving mode, the steering ECU 36 turns according to the steering information set in the automatic driving control device 38. Automatic steering for controlling the operation of the rudder actuator 32 is performed.

  The steering ECU 36 outputs a detection result to the automatic driving control device 38 when detecting a torque change (detecting a steering override) caused by the passenger gripping the steering wheel 20 during the operation in the automatic driving mode. As a result, the automatic operation control device 38 ends the automatic operation mode, shifts to the manual operation mode, and manual steering is performed by the passenger's steering operation.

  In addition, the automatic driving control device 38 ends the automatic driving mode and shifts to the manual driving mode at a preset timing such as when getting off a general road from a motorway such as an expressway or approaching a destination. To do. At this time, the automatic driving control device 38 requests the steering ECU 36 to shift to the manual driving mode. Further, when the steering ECU 36 determines that the shift to the manual operation mode is possible, the automatic operation control device 38 changes the display on the display, notifies the occupant by voice or the like, and switches from the automatic operation mode to the manual operation mode. Switch.

  When the automatic operation control device 38 is requested to shift to the manual operation mode, the steering ECU 36 uses the differential angle control mechanism 28 and the rotary actuator 30 to grip the steering wheel 20 so that the occupant can perform manual steering. It is determined whether or not. Further, the steering ECU 36 outputs the determination result to the automatic driving control device 38. Thus, the automatic operation control device 38 switches from the automatic operation mode to the manual operation mode when it is determined by the steering ECU 36 that the occupant is holding the steering wheel 20 so that manual steering is possible.

  Here, an operation determination process in the steering device 10 will be described as an operation of the first embodiment. FIG. 2 shows an outline of the operation determination process executed in the steering ECU 36.

  This flowchart is executed at a predetermined time interval from the start of automatic steering to the end of automatic steering (in the automatic operation mode). In the first step 100, the automatic operation control device 38 switches to the manual operation mode. Confirm whether or not migration is requested. When a request for shifting to the manual operation mode is input from the automatic operation control device 38, an affirmative determination is made in step 100 and the process proceeds to step 102.

  In step 102, the rotary actuator 30 is operated to rotate the steering wheel 20 within a predetermined angle range (rotational vibration). In step 104, the rotation angle of the steering wheel 20 (column shaft 18A) is detected by the rotation angle sensor of the differential angle control mechanism 28. In step 106, it is confirmed whether the rotational vibration of the steering wheel 20 has been stopped. In step 108, it is confirmed whether or not a predetermined time has elapsed.

  When the rotary actuator 30 is actuated, the steering wheel 20 is rotated within a predetermined angle range so that the rim portion 22 is vibrating in the circumferential direction (see FIG. 1B). Further, by gripping the steering wheel 20 so that the occupant can perform steering steering, it is possible to suppress the rotational vibration of the steering wheel 20 from being stopped.

  From here, whether or not the rotational vibration of the steering wheel 20 is stopped may be determined based on whether or not the rotation angle of the steering wheel 20 is equal to or less than a preset threshold value. In this case, an angle or an angle range (for example, an angle or an angle range that is 50% of the rotation angle of the rotary actuator 30) is set with respect to the rotation angle by the rotary actuator 30, and the steering wheel 20 When the rotation angle is within the threshold value, it may be determined that the rotational vibration of the steering wheel 20 has been stopped.

  The steering ECU 36 makes an affirmative determination in step 106 when the rotation angle in the rotational vibration of the steering wheel 20 becomes equal to or less than a threshold value within a predetermined time (for example, about 5 seconds) (state in which a negative determination is made in step 108). 110. In step 110, the operation of the rotary actuator 30 is stopped, and in the next step 112, it is determined that the steering wheel 20 is gripped so that the occupant can perform manual steering, and manual steering is possible. Output to the automatic operation control device 38.

  On the other hand, if the rotation angle of the steering wheel 20 does not change even after the predetermined time has elapsed (when the rotation angle exceeds the threshold value), an affirmative determination is made in step 108 and the routine proceeds to step 114. To do. In step 112, the operation of the rotary actuator 30 is stopped. In the next step 116, it is determined that the steering wheel 20 is not gripped to such an extent that the occupant can perform manual steering, it is determined that manual steering is not possible (it cannot be said that manual steering is possible), and the determination result is automatically operated. Output to the control device 38. Note that the determination in step 116 may be performed after a predetermined time interval and the retry executed again from step 102 is performed once or twice or more.

  If it is determined by the steering ECU 36 that the occupant is not gripping the steering wheel 20 so that manual steering is possible, the automatic operation control device 38 continues traveling control in the automatic operation mode without shifting to the manual operation mode. In addition, the automatic operation control device 38 may perform a retreat operation when continuing the automatic operation mode. As the retreat operation, for example, if the vehicle is traveling on a highway or an automobile exclusive road, the vehicle may enter and stop at a retreat position (emergency stop position) or a parking area provided on the road. It is also possible to get off the general road from an expressway or an automobile road and stop. Moreover, when the emergency notification system is provided in the vehicle, the automatic driving control device 38 may notify that the vehicle has reached an emergency state via the emergency notification system.

  Thereby, when it is determined that the steering wheel 20 is not gripped to such an extent that the occupant can perform manual steering, it is possible to prevent occurrence of an emergency due to switching from the automatic operation mode to the manual operation mode. The automatic operation control device 38 makes a request for shifting to the manual operation mode a plurality of times, and performs a retraction operation when it is determined that the steering wheel 20 is not grasped to such an extent that the occupant can manually steer in any case. Also good.

  On the other hand, when the rotational vibration of the steering wheel 20 is stopped within a predetermined time, the steering ECU 36 determines that the occupant can manually steer. Based on the determination result, the automatic operation control device 38 shifts to the manual operation mode (manual steering), so that the occupant does not feel that the manual operation mode is switched to the manual operation mode without intending the manual steering. Manual steering can be started smoothly.

  In addition, because the steering wheel 20 is rotated and oscillated regardless of vehicle travel, the occupant feels a difference between the vehicle travel state and the rotation state of the steering wheel 20 and grips the steering wheel 20. Thus, the occupant can shift to manual steering of the vehicle more smoothly by shifting to the manual operation mode in this state so that the occupant can concentrate on driving operation.

  In addition, since the rotation range (rotation angle) of the rotation vibration applied to the steering wheel 20 by the rotary actuator 30 is the range of the play angle in the steering wheel 20, the rotation vibration of the steering wheel 20 causes the actual vehicle travel ( (Steering) is not affected, so that the vehicle can continue a stable traveling state.

  In the first embodiment, a change in the rotation angle of the steering wheel 20 is detected. However, the torque sensor of the differential angle control mechanism 28 may be used to detect a change in rotational torque that occurs when an occupant grips the steering wheel 20 to suppress rotational vibration.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIGS. 3 (A), 3 (B), and 4. FIG. In the second embodiment, the same functional parts as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and detailed description thereof is omitted.

  FIG. 3A is a block diagram showing a schematic configuration of the steering device 40 according to the second embodiment, and FIG. 3B is a front view of the steering wheel according to the second embodiment. It is shown in the figure. FIG. 4 shows an outline of the operation determination process according to the second embodiment.

  As shown in FIG. 3B, the steering device 40 is provided with a steering wheel 42 instead of the steering wheel 20. Further, as shown in FIGS. 3A and 3B, the steering device 40 is different from the steering device 10 in that a sensor group 44 constituting a detection unit is provided. Further, the steering device 40 is provided with a steering ECU 46 instead of the steering ECU 36 of the steering device 10, and the basic function of the steering ECU 46 is the same as that of the steering ECU 36.

  The sensor group 44 includes a plurality of contact sensors 48, and a capacitance sensor that changes capacitance when an occupant (occupant's hand) approaches is used as the contact sensor 48. As shown in FIG. 3B, the contact sensor 48 is a sheet having a predetermined size (for example, 10 mm × 10 mm). The plurality of contact sensors 48 are closely arranged on the outer peripheral surface of the rim portion 22 of the steering wheel 42 at a predetermined interval (for example, 1 mm interval) in the circumferential direction of the rim portion 22 and the circumferential direction of the steering wheel 42 in the rim portion 22. ing.

  Further, the contact sensor 48 may be arranged in the entire region of the rim portion 22 in the circumferential direction of the steering wheel 20, and the contact sensor 48 is arranged at least in a region where the occupant may grip when performing manual operation. It only has to be configured. In the second embodiment, the contact sensors 48 are provided on the right and left rim portions 22 of the steering wheel 20 at the straight steering position, and the lower and right center positions of the steering wheel 20 are set as a reference. It is arranged in a range of 45 ° on the side to 60 ° on the upper side. As a result, when the occupant grips the steering wheel 20, the contact sensor 48 approached so that the occupant's hand comes into contact detects the proximity of the occupant (the capacitance changes). When arranging each of the contact sensors 48, the contact sensor 48 may be disposed on the surface of the rim portion 22 (the surface of the decorative member) of the steering wheel 42, and the contact sensor is provided by a decorative member that covers the rim portion 22. 48 may be coated.

  As shown in FIG. 3A, in the sensor group 44, each of the contact sensors 48 is electrically connected to the steering ECU 46, and the steering ECU 46 determines the number of the contact sensors 48 that detect the proximity of the occupant. Count. As shown in FIG. 3B, when the occupant grips the rim 22 of the steering wheel 42 with both hands for manual steering, the occupant's hand (indicated by a two-dot chain line in FIG. 3B) The capacitance changes in the contact sensor 48 in the region corresponding to the size (area).

  From here, the steering ECU 46 can grasp from the number of contact sensors 48 that have detected the proximity of the occupant that the steering wheel 42 is being gripped by both hands of the occupant, and the steering ECU 46 has a preset count value. When the threshold value is exceeded, it is determined that the occupant is holding the steering wheel 42 so that manual steering is possible. This threshold value may be set based on the average hand size, and detects the occupant's hands (both hands) when the occupant is holding the steering wheel 42 with both hands and performing manual steering. It is also possible to count the number of contact sensors 48 (capacitance changes) and set a threshold value according to the count value. At this time, the threshold value is preferably set slightly smaller than the actual count value.

  As shown in FIG. 4, in the operation determination process according to the second embodiment, when a request for shifting to the manual operation mode is input from the automatic operation control device 38 and an affirmative determination is made in step 100, the process proceeds to step 102. Then, the rotary actuator 30 is operated to rotate and vibrate the steering wheel 42.

  Thereafter, in step 120, the number of contact sensors 48 that detect the proximity of the occupant is counted, and in step 122, it is confirmed whether or not the count value has reached a threshold value. In step 108, it is confirmed whether or not a predetermined time has elapsed.

  Here, the occupant notices the rotational vibration of the steering wheel 42 and grasps the steering wheel 42 with both hands in an attempt to stop the rotational vibration of the steering wheel 42, so that the plurality of contact sensors 48 detect the proximity of the occupant's hand, and the occupant The number of contact sensors 48 detecting the proximity of exceeds the threshold value.

  If the steering ECU 46 determines that the occupant has grasped the steering wheel 42 with both hands within a predetermined time (the state in which negative determination is made in step 108), an affirmative determination is made in step 122 and the rotary actuator 30 is stopped (step 110). ) And the determination result is output (step 112).

  On the other hand, when a predetermined time has elapsed in a state where the number of contact sensors 48 that have detected the proximity of the occupant has not reached the threshold value (a state in which a negative determination is made in step 122), an affirmative determination is made in step 108, and step 114 Then, the process proceeds to step 116.

  Thus, when it is detected that the occupant grasps the steering wheel 42 with both hands in an attempt to suppress the rotational vibration of the steering wheel 42, the automatic operation mode can be switched to the manual operation mode, and the occupant intends to perform manual steering. In this state, it is not felt that the operation mode has been switched to the manual operation mode, and manual steering can be started smoothly.

  Further, the rotational vibration of the steering wheel 42 is suppressed when the passenger's legs (knees and thighs) contact the steering wheel 42. In this case, the number of contact sensors 48 that detect an occupant is smaller than when the steering wheel 42 is gripped with both hands. For this reason, the steering ECU 46 can prevent erroneous determination that it is determined that manual steering is possible even though the occupant does not hold the steering wheel 42 with both hands.

  In the second embodiment, the contact sensor 48 is used to determine whether or not the occupant holds the steering wheel 42 with both hands. However, the detection unit may be configured using a pressure sensor instead of the contact sensor 48, and a strain sensor including a piezoelectric element may be used as the pressure sensor. When the occupant grasps the steering wheel 42 to suppress the rotational vibration of the steering wheel 42, the pressure detected by the pressure sensor that contacts the occupant's hand increases, and the number of pressure sensors that have increased in pressure is counted. You can grasp the area that is gripping. As a result, it is possible to more accurately detect that the occupant holds the steering wheel with both hands in order to stop the rotational vibration.

[Third Embodiment]
Next, a third embodiment of the present invention will be described with reference to FIGS. In the third embodiment, functional parts similar to those in the first and second embodiments are given the same reference numerals as those in the first and second embodiments, and detailed descriptions thereof are omitted. To do.

  FIG. 5 shows a schematic configuration of the steering device 50 according to the third embodiment, and FIG. 6 shows an outline of the operation determination process in the third embodiment.

  As shown in FIG. 5, the steering device 50 includes a steering ECU 52 that constitutes a control unit, a displacement unit, a detection unit, and a determination unit, and the steering ECU 52 is provided in place of the steering ECUs 36 and 46. The basic functions of the steering ECU 52 are the same as the basic functions of the steering ECUs 36 and 46.

  The steering device 50 includes a column shaft 54 and an extension mechanism 56 that constitutes a displacement portion. The column shaft 54 is provided in place of the column shaft 18A, and the extension mechanism 56 is provided in place of the rotary actuator 30. It has been. The column shaft 54 has a substantially columnar shape, and is arranged with one side in the axial direction facing the occupant, and the steering wheel 20 is attached to one end of the column shaft 54 in the axial direction (end on the occupant side). It has been.

  A long, substantially rectangular guide portion 54 </ b> A that constitutes a guide portion is formed at an intermediate portion in the axial direction of the column shaft 54. The guide portion 54A has a longitudinal direction that is the axial direction of the column shaft 54, and projects radially outward from the outer peripheral surface of the column shaft 54. The guide portion 54A has a predetermined interval (in the circumferential direction of the column shaft 54). A plurality (four in the third embodiment) are formed at equal intervals. Further, a concave portion 54B that constitutes a locking portion is formed on the outer peripheral surface of the column shaft 54. The concave portion 54B is formed between an end portion of the column shaft 54 opposite to the steering wheel 20 and a lower end of the guide portion 54A. In the middle, the column shaft 54 is formed in a groove shape over the entire circumferential direction.

  The extension mechanism 56 includes a cylindrical cylinder 58 with a bottom. The bottom of the cylinder 58 is connected to the differential angle control mechanism 28 and is rotatably supported by the vehicle body. Thereby, the cylinder 58 can be rotated following the turning angle.

  The cylinder 58 is formed with an inner cylinder portion 60 that is opened in a substantially circular shape on one side in the axial direction (the steering wheel 20 side). The inner cylinder portion 60 is coaxial with the cylinder 58 and has an inner diameter of the column shaft. The outer diameter of 54 is substantially the same. A stepped portion 64 having a predetermined depth smaller than the inner diameter of the inner tubular portion 60 is formed on the bottom surface 62 of the inner tubular portion 60, and the stepped portion 64 and the inner tubular portion 60 are coaxial. .

  A key groove 60 </ b> A constituting a guide portion is formed on the inner peripheral surface of the inner cylinder portion 60, and the number of key grooves 60 </ b> A is the same as the number of guide portions 54 </ b> A of the column shaft 54. It is formed at equal intervals. Further, the radial cross section of the inner cylinder portion 60 of the key groove 60A is the same as the radial cross section of the column shaft 54 of the guide portion 54A, and the guide portion 54A of the column shaft 54 can be inserted into each of the key grooves 60A. . The column shaft 54 is inserted into the inner cylinder portion 60 with the guide portion 54 </ b> A being inserted into the key groove 60 </ b> A, and the lower end is in contact with the bottom surface 62. As a result, the column shaft 54 and the cylinder 58 are integrally rotated, and the column shaft 54 is steered as a pre-movement position where movement (displacement) in the downward direction (the direction opposite to the steering wheel 20) is restricted. Placed in. Further, the column shaft 54 can be moved relative to the cylinder 58 (inner cylinder portion 60) upward (in the direction of the steering wheel 20).

  A concave portion 60B having a substantially rectangular opening cross section is formed on the inner peripheral surface of the inner cylindrical portion 60, and the concave portion 60B is continuous with the entire circumference of the inner cylindrical portion 60 at a position facing the concave portion 54B of the column shaft 54. It is formed in a groove shape. The cylinder 58 is provided with a ring-shaped locking member 66 constituting a locking portion, and the locking member 66 is disposed in the recess 60B. The locking member 66 has a substantially rectangular cross section in the radial direction, and the diameter can be increased or decreased. In the reduced diameter state of the locking member 66, the inner diameter is substantially the same as the inner diameter of the groove bottom of the recess 54 </ b> B of the column shaft 54. In the expanded state of the locking member 66 (shown by a broken line in FIG. 5), the inner diameter is larger than the outer diameter of the column shaft 54, and the outer diameter is smaller than the inner diameter of the bottom of the recess 60B. In addition, an inclined surface 66A is formed on the inner and upper corners of the locking member 66, and the height dimension of the inclined surface 66A is gradually reduced toward the radially inner side.

  The locking member 66 is urged by an urging means (not shown) and can be expanded in diameter against the urging force of the urging means. The locking member 66 is moved from the expanded state by the urging force. When the diameter is reduced, an operation sound (for example, a “click” sound) is generated. In addition, the extension mechanism 56 is provided with a detection switch 68 that constitutes a detection unit. The detection switch 68 contacts the column shaft 54 with the bottom surface 62 of the inner cylinder part 60 (or may be in proximity). Is switched.

  Thereby, when the column shaft 54 is inserted (pushed) into the inner cylindrical portion 60, the lower end surface of the column shaft 54 is brought into contact with the inclined surface 66A on the upper portion of the locking member 66, The locking member 66 is expanded in diameter against the urging force, the lower end portion of the column shaft 54 is inserted into the locking member 66, and the insertion of the column shaft 54 is detected by the detection switch 68. Further, the engaging member 66 is opposed to the concave portion 54B of the column shaft 54, so that the diameter thereof is reduced by the urging force of the urging means, enters the concave portion 54B of the column shaft 54, and moves upward above the column shaft 54. Regulate the movement of

  A biasing member 70 is disposed in the stepped portion 64 of the cylinder 58 by using a compression coil spring or the like. The column shaft 54 inserted into the inner cylindrical portion 60 is moved by the biasing member 70 to the inner cylindrical portion. It is biased in the protruding direction from 60. Further, the extension mechanism 56 is provided with an actuator 72, and when the actuator 72 is operated, the diameter of the locking member 66 is increased against the urging force, and the operation of the actuator 72 is stopped. The locking member 66 is reduced in diameter by the urging force. The operation of the actuator 72 is one cycle from the diameter expansion to the diameter reduction of the locking member 66. When the actuator 72 is operated, the locking member 66 is energized after the diameter is expanded. It is returned to the reduced diameter state by the urging force.

  When the movement restriction of the column shaft 54 by the locking member 66 is released by operating the actuator 72, the column shaft 54 protrudes from the inner tube portion 60 by a predetermined amount by the urging force of the urging member 70 ( (See the two-dot chain line in FIG. 5). Further, when the column shaft 54 protrudes from the inner cylinder portion 60, the steering wheel 20 moves toward the occupant and approaches the occupant. Note that the amount of movement of the steering wheel 20 toward the occupant (the amount of movement of the column shaft 54) is such that the steering wheel 20 does not touch the occupant and the occupant bends the elbow more than during normal steering operation. The amount of movement by which the steering wheel 20 can be gripped is set (about 50 mm to 100 mm).

  The detection switch 68 and the actuator 72 of the extension mechanism 56 are electrically connected to the steering ECU 52, and the steering ECU 52 operates the extension mechanism 56 by controlling the operation of the actuator 72. Further, the steering ECU 52 detects whether or not the column shaft 54 protruding from the cylinder 56 (inner cylinder portion 60) has been pushed back into the cylinder 58 by the detection switch 68.

  FIG. 6 shows an outline of an operation determination process executed using the extension mechanism 56 during automatic steering. In the operation determination process, a request for shifting to the manual operation mode is input from the automatic operation control device 38. In step 100, an affirmative determination is made and the routine proceeds to step 130.

  In step 130, the actuator 72 is operated to cause the steering wheel 20 to project and move toward the occupant. Thereafter, in step 132, it is confirmed whether or not the steering wheel 20 has been returned to the position before the projection (before movement) (steering position), and in step 108, it is confirmed whether a predetermined time has elapsed.

  Here, when the vehicle is traveling in the automatic driving mode, if the steering wheel 20 is projected and moved toward the occupant, the occupant is tensioned, and the steering wheel 20 is gripped to return to the steering position. And Further, the steering wheel 20 is attached to the column shaft 54 at the axial center portion, and the occupant holds the steering wheel 20 with both hands when trying to return the protruding steering wheel 20 to the steering position.

  When the steering wheel 20 is pushed, the column shaft 54 moves in the inner cylinder portion 60 of the cylinder 58 to increase the diameter of the locking member 66, and then the locking member 66 is reduced in diameter by the biasing force. Thus, the cylinder 58 is locked.

  For this reason, when the occupant notices the protruding movement of the steering wheel 20 and returns the steering wheel 20 to the steering position within a predetermined time (the state in which a negative determination is made in step 108), an affirmative determination is made in step 132, and the process proceeds to step 112. Transition. As a result, the automatic operation mode is shifted to the manual operation mode.

  If the predetermined time has elapsed without the steering wheel 20 being returned to the steering position (determined as negative in step 132), an affirmative determination is made in step 108 and the routine proceeds to step 116. Thereby, the automatic operation control device 38 continues the automatic operation mode (including the retreat operation). When the steering wheel 20 is returned to the steering position, the occupant's steering wheel 20 may be requested to be returned to the steering position by voice or the like, or the steering wheel 20 may be returned using the driving means. .

  In the steering device 50, when a request for shifting to the manual operation mode is input, the steering wheel 20 protrudes toward the occupant, and the protruding steering wheel 20 is returned to the steering position. It is determined that the vehicle is in a possible state. Thus, when the automatic operation mode is switched to the manual operation mode, the occupant does not feel that the manual operation mode has been switched to a state in which manual steering is not intended. Steering can be performed.

  Further, when the steering wheel 20 is returned to the steering position, an operating sound is generated from the locking member 66. By listening to this operating sound, it can be confirmed that the steering wheel 20 has been returned to the steering position. At the same time, it is possible to switch feelings to perform steering. Thus, the occupant can smoothly shift to the manual power transfer mode and steer the vehicle.

  Moreover, in the steering device 50, the steering wheel 20 is moved not in the rotational direction but in the axial direction that does not affect the steering angle, so that the movement of the steering wheel 20 does not affect the steering of the vehicle, and the vehicle is stable. The running state can be maintained.

  In the third embodiment, the steering wheel 20 is moved (displaced) using the biasing member 70. However, the displacement unit may move the steering wheel using a drive unit (actuator) such as a solenoid.

  In the third embodiment, the guide portion 54 </ b> A is formed on the column shaft 54, and the key groove 60 </ b> A is formed on the inner cylinder portion 60 of the cylinder 58. However, the displacement portion may have a configuration in which external teeth are formed on the outer peripheral surface of the column shaft, internal teeth are formed on the inner peripheral surface of the inner cylinder portion, and the external teeth are inserted into the internal teeth. . Thereby, it is possible to move in the axial direction while maintaining a state in which the steering wheel can be rotated in the rotational direction.

  In the first, second, and third embodiments, the rotation of the steering wheel is assisted by the steering actuator 32 at the time of manual steering, and the steered wheels 34 are steered. A steered wheel 34 is steered by the steered actuator 32 that is operated, and a steering steerer is provided in which the steering wheels 20 and 42 are rotated. However, the steering device is a steer-by-wire system, and in the case of manual steering, the steered wheels are steered according to the steered angle detected by the steering angle detecting unit by the steering wheel rotation operation, and non-manual steered In this case, the steering wheel that steers the steered wheel according to the steered information and rotates the steering wheel according to the steered angle detected by the steered angle detecting unit by turning the steered wheel. May be provided. At this time, the steering turning unit may be formed by a steering unit including a steering angle detection unit and a steering operation unit, and a steering unit including a turning angle detection unit and a steering operation unit.

  When the steering device is a steer-by-wire type, when the steering wheel is displaced in the rotational direction, the steering wheel may be reciprocally rotated beyond the play angle. Alternatively, the steering wheel may be rotated in one direction left and right to detect whether or not the rotated steering wheel has been returned to the position before the rotation.

10, 40, 50 Steering device 14 Steering part (steering steering part)
16 Steering part (steering steering part)
20, 42 Steering wheel 28 Differential angle control mechanism (detection unit)
30 Rotary actuator (displacement part)
36, 46, 52 Steering ECU (displacement unit, detection unit, determination unit)
44 Sensor group (detection unit)
56 Extension mechanism (displacement part)
68 Detection switch (detection unit)

Claims (4)

In the case of manual steering, the steered wheels are steered according to the rotation operation of the steering wheel. A steering turning unit for rotating the steering wheel according to
A displacement part that displaces the steering wheel in a rotational direction or an axial direction within a range that does not affect the steering of the steered wheels during non-steering;
A detection unit for detecting whether or not displacement of the steering wheel is suppressed;
Based on the detection result of the detection unit, a determination unit that determines whether an occupant can manually steer,
Steering device including The displacement portion repeats reciprocating rotation of the steering wheel within a range of the play angle of the steering wheel,
The steering device according to claim 1, wherein the detection unit detects whether or not reciprocal rotation of the steering wheel is suppressed.   The steering device according to claim 2, wherein the detection unit detects whether an occupant grips the steering wheel in order to suppress displacement of the steering wheel. The displacement unit moves the steering wheel in the axial direction,
The steering device according to claim 1, wherein the detection unit detects whether or not the steering wheel has been returned to a position before displacement.