JP2017019442A - Steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering device capable of suitably controlling a clutch.SOLUTION: A steering device includes: a steering mechanism which has a steering wheel 10 and a steering shaft 11; a turning mechanism for performing turning via a rack shaft 13; a clutch 50 for mechanically intermitting between the steering mechanism and the turning mechanism; and an ECU 40 for controlling driving of the clutch 50. The steering device includes: a first relative angle sensor 21 for detecting a rotation angle of the steering shaft 11 and a second relative angle sensor 22 for detecting a rotation angle of a pinion shaft 12. The ECU 40 calculates a first relative rotation angle to be the rotation angle of the steering shaft 11 through the first relative angle sensor 21 and calculates a second relative rotation angle to be the rotation angle of the pinion shaft 12 through the second relative angle sensor 22. The ECU 40 controls intermittence of the clutch 50 on the basis of the first relative rotation angle and the second relative rotation angle.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a steering apparatus.

  As a vehicle steering apparatus, a steer-by-wire in which a steering wheel and a steered wheel are mechanically separated is known. Some of such steering devices are provided with a clutch that connects and separates power transmission from a steering wheel to a steered wheel (see, for example, Patent Document 1).

  The steering device described in Patent Literature 1 includes a reaction force motor that applies a steering reaction force to the steering wheel side, and a drive motor that applies a steering force to the steered wheels. Further, the steering device is provided with a steering angle sensor that detects the steering angle (absolute angle) of the steering wheel, a steering torque sensor that detects the steering torque, and the like. The control device of the steering device drives the reaction force motor according to the steering torque or the like to apply the reaction force to the steering wheel, and drives the drive motor in accordance with the steering to perform the turning operation. The control device for the steering device variably controls the steering angle ratio, which is the ratio of the steering angle to the steering angle.

JP 2011-5933 A

By the way, the above steering apparatus has a reaction force controller and a steering controller. The reaction force controller and the steering controller exchange information with each other via a communication circuit.
The reaction force controller performs reaction force motor control, clutch control, calculation of a steering angle command value, calculation of a steering wheel absolute angle, and the like. The reaction force controller outputs the steering absolute angle, the turning angle command value, and the turning angle command value to the turning controller. The reaction force controller outputs a fastening command to the clutch when the reaction force motor cannot apply the steering reaction force to the steering wheel or when the steering motor cannot perform the steering control of the front wheels.

  The steered controller performs control of the steered motor, control of the clutch, and calculation of the steered absolute angle. Further, the steering controller outputs an engagement command to the clutch when the monitor value of the reaction force motor becomes a value indicating abnormality.

  When the clutch is engaged, it is necessary to make the steering absolute angle and the steering absolute angle coincide with each other. The reaction force controller or the steering controller obtains the necessary absolute angle from the other controller and then the clutch Control will be executed. For this reason, there is a possibility that execution of clutch control is delayed. Therefore, there is a need for a steering device that can suitably control the clutch.

  An object of the present invention is to provide a steering apparatus that can suitably control a clutch.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
A steering device that solves the above problems is provided in a steering mechanism having a steering wheel and a steering shaft that is fixed to the steering wheel, a steering mechanism that performs steering via a rack shaft, and the steering shaft. A steering device including a clutch that mechanically connects and disengages the mechanism and the steering mechanism, and a control unit that controls driving of the clutch, wherein the steering shaft has a portion closer to the steering wheel than the clutch. A first angle detection unit that detects a rotation angle of a certain first rotation shaft; and a second angle detection unit that detects a rotation angle of a second rotation shaft that is a portion of the steering shaft closer to the rack shaft than the clutch. The control unit includes a first rotation angle that is a rotation angle of the first rotation shaft through the first angle detection unit. And calculating a second rotation angle, which is a rotation angle of the second rotation shaft, through the second angle detection unit, and controlling on / off of the clutch based on the first rotation angle and the second rotation angle. The gist is to do.

  According to the above configuration, the control unit controls the engagement / disengagement of the clutch after calculating the first rotation angle and the second rotation angle. For this reason, the engagement / disengagement of the clutch can be controlled more suitably than the one that controls the engagement / disengagement of the clutch after obtaining the first rotation angle and the second rotation angle calculated by different control units.

  In the steering apparatus, the first angle detection unit is connected to a first relative angle sensor that detects a relative rotation angle of the first rotation shaft and a reaction force against steering to the first rotation shaft via a speed reducer. And a third relative angle sensor for detecting a relative rotation angle of a reaction force motor applied to the first rotation shaft, wherein the control unit is configured to detect relative rotation of the first rotation shaft through the first relative angle sensor. A first relative rotation angle that is a rotation angle is calculated, a third relative rotation angle that is a relative rotation angle of the reaction motor is calculated through the third relative angle sensor, and the first relative rotation angle and the third relative rotation angle are calculated. It is preferable to calculate an absolute rotation angle of the first rotation shaft based on the rotation angle.

  According to the above configuration, the absolute rotation angle (steering) of the first rotation shaft using the first relative rotation angle that is the relative rotation angle of the first rotation shaft and the third relative rotation angle that is the relative rotation angle of the reaction force motor. Angle) can be calculated. Thereby, the absolute rotation angle of the first rotation shaft can be calculated without providing a steering angle sensor for detecting the absolute rotation angle on the first rotation shaft. In addition, it is possible to suppress a decrease in detection accuracy of the steering angle due to play or attachment tolerance for attaching the steering angle sensor to the first rotation shaft.

In the steering apparatus, it is preferable that the reaction force motor is coupled to the first rotating shaft via a belt so that power can be transmitted.
According to the above configuration, the reaction force motor is coupled to the first rotation shaft via the belt. For this reason, an operation noise can be suppressed compared with the case where a reaction force motor and the 1st axis of rotation are connected with a gear. Further, the reduction ratio can be set relatively easily.

  In the steering apparatus, the second angle detection unit includes a second relative angle sensor that detects a relative rotation angle of the second rotation shaft, and a third rotation that is linked via the second rotation shaft and the rack shaft. A fourth relative angle sensor coupled to the shaft via a speed reducer and detecting a relative rotation angle of a steering motor that drives the third rotation shaft, and the control unit includes the second relative angle. A second relative rotation angle that is a relative rotation angle of the second rotation shaft is calculated through a sensor, a fourth relative rotation angle that is a relative rotation angle of the steering motor is calculated through the fourth relative angle sensor, and the second It is preferable to calculate an absolute rotation angle of the second rotation shaft based on two relative rotation angles and the fourth relative rotation angle.

  According to the above configuration, the absolute rotation angle (the rotation angle of the second rotation shaft) is calculated by using the second relative rotation angle that is the relative rotation angle of the second rotation shaft and the fourth relative rotation angle that is the relative rotation angle of the steering motor. Rudder angle) can be calculated. Accordingly, the absolute rotation angle of the second rotation shaft can be calculated without providing a turning angle sensor that detects the absolute rotation angle on the second rotation shaft.

  According to the present invention, clutch control can be suitably performed.

1 is a simplified diagram illustrating a schematic configuration of a steering device according to an embodiment. The block diagram which shows the electric constitution of the steering device of the embodiment. 3 is a graph showing two types of relative rotation angles detected by a plurality of relative angle sensors provided in the steering apparatus of the embodiment and an angle difference between these relative rotation angles.

Hereinafter, an embodiment of the steering apparatus will be described with reference to FIGS. The steering apparatus of this embodiment is a steer-by-wire in which a steering mechanism and a steering mechanism are mechanically separated.
As shown in FIG. 1, the steering apparatus includes a steering wheel 10 operated by a driver and a steering shaft 11 fixed to the steering wheel 10. A pinion shaft 12 is provided at the end of the steering shaft 11 opposite to the steering wheel 10. A pinion gear 12 a provided on the pinion shaft 12 is meshed with a rack gear 14 provided on the rack shaft 13. The rotational motion of the pinion shaft 12 is converted into a reciprocating linear motion in the axial direction of the rack shaft 13 via the pinion gear 12 a and the rack gear 14. The reciprocating linear motion is transmitted to the left and right steered wheels 16 and 16 via tie rods 15 and 15 respectively connected to both ends of the rack shaft 13, whereby the steered angles of the steered wheels 16 and 16 are changed. The The steering wheel 10 and the steering shaft 11 constitute a steering mechanism. The pinion shaft 12, the rack shaft 13, and the rack gear 14 constitute a steering mechanism.

The steering device includes a reaction force motor 30 that applies a steering reaction force to the steering shaft 11. The reaction force motor 30 is connected to the steering shaft 11 via a speed reducer.
A first pulley 31 is fixed to the rotating shaft of the reaction force motor 30. Teeth are provided at equal intervals on the outer periphery of the first pulley 31. The number of teeth of the first pulley 31 is 43, for example. A second pulley 18 is fixed to an intermediate portion of the steering shaft 11. Teeth are provided at equal intervals on the outer periphery of the second pulley 18. The number of teeth of the second pulley 18 is 133, for example.

  A belt 32 is wound around the first pulley 31 and the second pulley 18. The first pulley 31, the second pulley 18, and the belt 32 function as a speed reducer. The driving force of the reaction force motor 30 is applied to the steering shaft 11 via the speed reducer.

  The reaction force motor 30 is provided with a third relative angle sensor 33 that detects a third relative rotation angle θ3 that is the rotation angle of the rotation shaft of the reaction force motor 30. An MR sensor is employed as the third relative angle sensor 33. The MR sensor generates two analog signals, a sin signal and a cos signal, according to the rotation of the rotating shaft.

  In the steering shaft 11, a torque sensor 19 is provided between the second pulley 18 and the steering wheel 10. The torque sensor 19 detects a steering torque applied to the steering shaft 11.

  The steering device includes a clutch 50 that mechanically connects and disconnects between the steering mechanism and the steering mechanism, and an ECU 40 that controls the clutch 50. The clutch 50 is provided closer to the steered wheel 16 than the position where the second pulley 18 of the steering shaft 11 is provided. The clutch 50 is disconnected when power is supplied from the ECU 40 and is connected when power supply from the ECU 40 is stopped. When the clutch 50 is disengaged, the steering wheel 10 and the steered wheel 16 are mechanically separated. When the clutch 50 is connected, the steering wheel 10 and the steered wheel 16 are mechanically coupled. The reaction force motor 30 applies a reaction force to a portion of the steering shaft 11 closer to the steering wheel 10 than the clutch 50. Here, the portion of the steering shaft 11 closer to the steering wheel 10 than the clutch 50 corresponds to the first rotation shaft, and the portion of the steering shaft 11 closer to the rack shaft 13 than the clutch 50 corresponds to the second rotation shaft. The ECU 40 corresponds to the control unit.

  The steering device detects a rotation angle of a portion of the steering shaft 11 closer to the steering wheel 10 than the clutch 50 and a rotation angle of a portion of the steering shaft 11 closer to the rack shaft 13 than the clutch 50. A second angle detector. The first angle detection unit includes a first relative angle sensor 21. The second angle detection unit includes a second relative angle sensor 22. The first relative angle sensor 21 is provided in a portion of the steering shaft 11 closer to the steering wheel 10 than the clutch 50, and detects a relative rotation angle of a portion of the steering shaft 11 closer to the steering wheel 10 than the clutch 50. The second relative angle sensor 22 is provided in a portion of the steering shaft 11 closer to the rack shaft 13 than the clutch 50, and detects a relative rotation angle of a portion of the steering shaft 11 closer to the rack shaft 13. For example, a resolver is employed as the first relative angle sensor 21 and the second relative angle sensor 22. The resolver generates two analog signals, a sin signal and a cos signal, according to the rotation of the rotating shaft. The third relative angle sensor 33 is provided in the first angle detection unit.

  The ECU 40 directly acquires the first relative rotation angle θ1 from the first relative angle sensor 21 and the second relative rotation angle θ2 from the second relative angle sensor 22, respectively, and the first relative rotation angle θ1 and the second relative rotation. The clutch 50 is controlled based on the angle θ2. For this reason, since the ECU 40 itself can directly monitor the instruction by the ECU 40 and the result thereof, it is advantageous for the safety design of the system. Moreover, it can be set as a cheaper structure rather than providing ECU separately. The first relative rotation angle θ1 corresponds to the first rotation angle, and the second relative rotation angle θ2 corresponds to the second rotation angle.

  The steering device includes a rack drive mechanism 60 that steers the steered wheels 16 according to the steering of the driver. The rack drive mechanism 60 includes a turning motor 61 that is a source of turning force, a speed reducer (for example, a worm speed reducer) 63 that reduces the rotation of the turning motor 61, and a second pinion shaft that is meshed with the rack shaft 13. 65. The second pinion shaft 65 has a second pinion gear 65 a that meshes with a second rack gear 66 provided on the rack shaft 13. The rotational motion of the second pinion shaft 65 is converted into a reciprocating linear motion in the axial direction of the rack shaft 13 via the second pinion gear 65a and the second rack gear 66. The rack drive mechanism 60 constitutes a turning mechanism together with the pinion shaft 12, the rack shaft 13, and the rack gear 14. The second pinion shaft 65 corresponds to the third rotation axis.

  The turning motor 61 is provided with a fourth relative angle sensor 62 that detects the rotation angle of the rotating shaft of the turning motor 61. An MR sensor is employed as the fourth relative angle sensor 62. The fourth relative angle sensor 62 is provided in the second angle detection unit.

  The speed reducer 63 has a worm 61a provided on the rotating shaft of the steering motor 61, and a worm wheel 63a with which the worm 61a meshes. A second pinion shaft 65 is fixed to the worm wheel 63a.

  As shown in FIG. 2, the ECU 40 steers the steered wheels 16 in accordance with the steering of the steering wheel 10 while performing feedback control according to the rotation angle of the steered motor 61 obtained from the fourth relative angle sensor 62. The steering motor 61 is driven and controlled. The ECU 40 calculates a steering angle based on the first relative rotation angle θ1 and the third relative rotation angle θ3 detected through the first relative angle sensor 21 and the third relative angle sensor 33, and the steered wheels 16 based on the steering angle. The target turning angle is calculated. Then, the ECU 40 controls the steered motor 61 so that the actual steered angle detected based on the rotational angle of the steered motor 61 matches the target steered angle. Note that the steered wheels 16 may be steered by the amount that the steering wheel 10 is operated. At this time, the ECU 40 controls the steered motor 61 so that the actual steered angle matches the steering angle. In FIG. 2, for convenience of explanation, a sign “θ1” indicating the first relative rotation angle is attached to the output from the first relative angle sensor 21, and the second relative rotation angle is added to the output from the second relative angle sensor 22. The symbol “θ2” is attached. Further, a sign “θ3” indicating the third relative rotation angle is added to the output from the third relative angle sensor 33, and a sign “θ4” indicating the fourth relative rotation angle is added to the output from the fourth relative angle sensor 62. doing.

  The ECU 40 executes reaction force control for generating a steering reaction force corresponding to the steering torque through the drive control of the reaction force motor 30. That is, the ECU 40 calculates a target steering reaction force (target reaction force torque) based on the steering torque detected through the torque sensor 19. The ECU 40 controls the reaction force motor 30 so that the actual steering reaction force (reaction torque) applied to the steering shaft 11 matches the target steering reaction force.

Here, the calculation of the absolute rotation angle by the ECU 40 will be described with reference to FIG.
The ECU 40 calculates the first relative rotation angle θ1 by obtaining the arc tangent from the two analog signals acquired from the first relative angle sensor 21. The ECU 40 calculates the third relative rotation angle θ3 by obtaining the arc tangent from the two analog signals acquired from the third relative angle sensor 33.

  The vertical axis of the graph shown in FIG. 3 represents the first relative rotation angle θ1 and the third relative rotation angle θ3, and the horizontal axis represents the multi-rotation absolute rotation angle φ of the steering shaft 11. The broken line indicates the transition of the first relative rotation angle θ1, and the solid line indicates the transition of the third relative rotation angle θ3. The output signal of the first relative angle sensor 21 has a double shaft angle, and the output signal of the third relative angle sensor 33 has a shaft angle multiplier of 1. Then, due to the difference in the rotation ratio between the steering shaft 11 and the reaction force motor 30, the phase of the solid waveform and the phase of the broken waveform shift with rotation. The first relative rotation angle θ1 is the rotation angle (0 ° to 360 °) of the resolver detection range. The third relative rotation angle θ3 is a rotation angle (0 ° to 360 °) of the detection range of the MR sensor. That is, from each of the first relative rotation angle θ1 and the third relative rotation angle θ3, the absolute rotation angle φ that is the multiple rotation angle of the steering shaft 11 cannot be calculated.

  Therefore, the ECU 40 calculates an angle difference (| θ1−θ3 |) between the first relative rotation angle θ1 and the third relative rotation angle θ3. The angle difference based on the first relative rotation angle θ1 obtained through the first relative angle sensor 21 having the double shaft angle of double is indicated by a thick line in the graph of FIG. Further, an angle difference based on the third relative rotation angle θ3 obtained through the third relative angle sensor 33 having a shaft angle multiplier of 1 is indicated by a thick broken line in the graph of FIG. As shown in FIG. 3, as the absolute rotation angle φ increases, the angle difference (| θ1−θ3 |) increases in proportion to the absolute rotation angle φ. For this reason, the ECU 40 can calculate the absolute rotation angle φ from the angle difference (| θ1-θ3 |) by grasping the absolute rotation angle φ with respect to the angle difference (| θ1-θ3 |) in advance. The ECU 40 has a memory 41. The memory 41 stores in advance an absolute rotation angle φ with respect to the angle difference (| θ1−θ3 |).

  Further, the ECU 40 calculates the second relative rotation angle θ2 by obtaining the arc tangent from the two analog signals acquired from the second relative angle sensor 22. The ECU 40 calculates the fourth relative rotation angle θ4 by obtaining the arc tangent from the two analog signals acquired from the fourth relative angle sensor 62.

  Then, the ECU 40 calculates an angle difference (| θ2-θ4 |) between the second relative rotation angle θ2 and the fourth relative rotation angle θ4. As the absolute rotation angle of the pinion shaft 12 increases, the angle difference (| θ2−θ4 |) increases in proportion to the absolute rotation angle of the pinion shaft 12. The absolute rotation angle of the pinion shaft 12 is the same as the absolute rotation angle of the portion of the steering shaft 11 closer to the rack shaft 13 than the clutch 50. Therefore, the ECU 40 knows in advance the absolute rotation angle of the pinion shaft 12 with respect to the angle difference (| θ2-θ4 |), so that the absolute rotation angle of the pinion shaft 12 is determined from the angle difference (| θ2-θ4 |). Can be calculated. The memory 41 stores in advance the absolute rotation angle of the pinion shaft 12 with respect to the angle difference (| θ2−θ4 |). Further, the ECU 40 can calculate the absolute rotation angle of the portion of the steering shaft 11 closer to the rack shaft 13 than the clutch 50.

Next, the operation of the steering device configured as described above will be described.
When the steering device functions as a steer-by-wire, the ECU 40 disconnects the clutch 50. The ECU 40 applies a steering reaction force to the steering shaft 11 by driving the reaction force motor 30 according to the steering by the driver, and drives the steering motor 61 according to the driver's steering, thereby turning the steered wheels 16. To steer.

  That is, when the power of the vehicle is turned on, the ECU 40 steers the steering wheel 10 from the first relative rotation angle θ1 and the third relative rotation angle θ3 obtained from the first relative angle sensor 21 and the third relative angle sensor 33. An angle (absolute rotation angle φ) is calculated. Further, when the power of the vehicle is turned on, the ECU 40 determines the absolute value of the pinion shaft 12 from the second relative rotation angle θ2 and the fourth relative rotation angle θ4 obtained from the second relative angle sensor 22 and the fourth relative angle sensor 62. A rotation angle (steering angle) is calculated.

  The ECU 40 drives and controls the steering motor 61 so that the steering angle corresponds to the absolute rotation angle φ of the steering shaft 11. Further, the ECU 40 controls the reaction force motor 30 so that the actual reaction force torque applied to the steering shaft 11 matches the target reaction force torque.

  Thus, when the steering device functions as a steer-by-wire, the power transmission path between the steering mechanism and the steered mechanism is mechanically separated by the clutch 50, so vibrations from the steered wheels 16 are not affected by the steering wheel 10. It is suppressed that it is transmitted to. Since the steered wheels 16 are steered according to the operation of the steering wheel 10, the driver can perform comfortable steering.

  Further, the ECU 40 may have some abnormality in the steered motor 61 or the like when the angle difference between the first relative rotation angle θ1 and the second relative rotation angle θ2 becomes large. The ECU 40 controls at least one of the reaction force motor 30 and the steered motor 61 so that the angle difference between the first relative rotation angle θ1 and the second relative rotation angle θ2 is eliminated when the clutch 50 is connected. The clutch 50 may be connected. By connecting the clutch 50, the steering mechanism and the steering mechanism are mechanically connected, and the rotation of the steering shaft 11 can be directly transmitted to the steered wheels 16.

  When an abnormality occurs in the steering motor 61, the ECU 40 connects the clutch 50. The ECU 40 controls the reaction force motor 30 to apply assist force to the steering shaft 11. The driver's steering is assisted by applying an assist force to the steering shaft 11.

As described above, according to this embodiment, the following effects can be obtained.
(1) The ECU 40 controls the engagement and disengagement of the clutch 50 after calculating the first relative rotation angle θ1 and the second relative rotation angle θ2. For this reason, it is possible to control the engagement / disengagement of the clutch 50 more suitably than the one that controls the engagement / disengagement of the clutch 50 after acquiring the first relative rotation angle θ1 and the second relative rotation angle θ2 calculated by different ECUs. it can.

  (2) A steering wheel using a first relative rotation angle θ1 that is a relative rotation angle closer to the steering wheel 10 than the clutch 50 of the steering shaft 11 and a third relative rotation angle θ3 that is a relative rotation angle of the reaction force motor 30. Ten absolute rotation angles (steering angles) can be calculated. Accordingly, the absolute rotation angle of the steering wheel 10 can be calculated without providing a steering angle sensor that detects the absolute rotation angle of the steering wheel 10. In addition, it is possible to suppress a decrease in the detection accuracy of the steering angle due to play for mounting the steering angle sensor on the steering shaft 11, mounting tolerance, or the like.

  (3) The reaction force motor 30 is connected to the steering shaft 11 via the belt 32. For this reason, an operation noise can be suppressed compared with the case where the reaction force motor 30 and the steering shaft 11 are connected by a gear. Further, the reduction ratio can be set relatively easily.

  (4) The absolute rotation angle (steering angle) of the pinion shaft 12 using the second relative rotation angle θ2 that is the relative rotation angle of the pinion shaft 12 and the fourth relative rotation angle θ4 that is the relative rotation angle of the steering motor 61. ) Can be calculated. Thereby, the absolute rotation angle closer to the rack shaft 13 than the clutch 50 of the steering shaft 11 can be calculated without providing a turning angle sensor for detecting the absolute rotation angle on the pinion shaft 12 or the like.

In addition, the said embodiment can also be implemented with the following forms which changed this suitably.
In the above embodiment, the output signal of the first relative angle sensor 21 is 2 times the shaft angle multiplier, and the output signal of the third relative angle sensor 33 is 1 time the shaft angle multiplier. However, the output signals of the first relative angle sensor 21 and the third relative angle sensor 33 may be the same shaft angle multiplier.

  In the above embodiment, the resolver is used as the first relative angle sensor 21 and the second relative angle sensor 22, but an MR sensor may be used for at least one of them, or a Hall sensor may be used.

  In the above embodiment, MR sensors are used as the third relative angle sensor 33 and the fourth relative angle sensor 62, but a Hall sensor may be used for at least one of them, or a resolver may be used.

  In the above embodiment, the reaction force motor 30 is connected to the steering shaft 11 via the belt 32. However, the reaction force motor 30 may be connected to the steering shaft 11 via a gear instead of the belt 32.

In the above embodiment, the number of teeth of the first pulley 31 and the number of teeth of the second pulley 18 can be arbitrarily set as long as the reduction ratio is maintained.
In the above embodiment, one reaction force motor 30 is provided on the steering shaft 11, but two or more reaction force motors may be provided. In this case, two or more reaction force motors are connected to the steering shaft 11, and the rotation angle difference between the relative rotation angle of at least one reaction force motor of the two or more reaction force motors and the first relative rotation angle θ1. From the above, the absolute rotation angle φ may be calculated.

  In the above embodiment, one ECU 40 controls the clutch 50, the reaction force motor 30, and the steering motor 61. However, the ECU (reaction force control device) that controls the reaction force motor 30 and the steering motor 61 are controlled. An ECU (steering control device) may be provided individually. In this case, the ECU 40, the reaction force control device, and the turning control device exchange information with each other through in-vehicle communication (such as CAN). Further, the turning control device controls the turning motor 61 so that the actual turning angle detected based on the rotation angle of the turning motor 61 matches the target turning angle. The target turning angle may be calculated by the turning angle control device itself or may be taken in from the ECU 40. In addition, the reaction force control device executes reaction force control that generates a steering reaction force according to the steering torque through the drive control of the reaction force motor 30. That is, the reaction force control device calculates the target steering reaction force based on the steering torque, and drives and controls the reaction force motor 30 so that the actual steering reaction force matches the target steering reaction force. The reaction force control device may be provided integrally with the reaction force motor 30. The steering control device may be provided integrally with the steering motor 61.

  In the above embodiment, the steering shaft 11 is provided with the first relative angle sensor 21 that detects the relative rotation angle. However, the steering shaft 11 may be provided with an absolute angle sensor that detects the absolute rotation angle. Even in this case, if the ECU 40 can directly acquire the rotation angle of the steering shaft 11 and the rotation angle of the pinion shaft 12 to control the clutch 50, the clutch 50 can be suitably controlled.

  In the above embodiment, the second relative angle sensor 22 that detects the relative rotation angle is provided on the pinion shaft 12, but an absolute angle sensor that detects the absolute rotation angle may be provided on the pinion shaft 12. Even in this case, if the ECU 40 can directly acquire the rotation angle of the steering shaft 11 and the rotation angle of the pinion shaft 12 to control the clutch 50, the clutch 50 can be suitably controlled.

  DESCRIPTION OF SYMBOLS 10 ... Steering wheel, 11 ... Steering shaft, 12 ... Pinion shaft, 12a ... Pinion gear, 13 ... Rack shaft, 14 ... Rack gear, 15 ... Tie rod, 16 ... Steering wheel, 18 ... Second pulley, 19 ... Torque sensor, 21 ... 1st relative angle sensor, 22 ... 2nd relative angle sensor, 30 ... Reaction force motor, 31 ... 1st pulley, 32 ... Belt, 33 ... 3rd relative angle sensor, 40 ... ECU, 41 ... Memory, 50 ... Clutch, DESCRIPTION OF SYMBOLS 60 ... Rack drive mechanism, 61 ... Steering motor, 61a ... Worm, 62 ... 4th relative angle sensor, 63 ... Reduction gear, 63a ... Worm wheel, 65 ... 2nd pinion shaft, 65a ... 2nd pinion gear, 66 ... 1st Two rack gears, θ1: first relative rotation angle, θ2: second relative rotation angle, θ3: third relative rotation angle, θ4: fourth relative rotation Every time, φ ... absolute rotational angle.

Claims (4)

A steering mechanism having a steering wheel and a steering shaft fixed to the steering wheel;
A steering mechanism that steers through the rack shaft;
A clutch provided on the steering shaft and mechanically interrupting the steering mechanism and the steering mechanism;
A control unit that controls the driving of the clutch,
A first angle detector that detects a rotation angle of a first rotating shaft that is a portion of the steering shaft closer to the steering wheel than the clutch;
A second angle detection unit that detects a rotation angle of a second rotation shaft that is a portion closer to the rack shaft than the clutch of the steering shaft;
The control unit calculates a first rotation angle that is a rotation angle of the first rotation shaft through the first angle detection unit, and a second rotation that is a rotation angle of the second rotation shaft through the second angle detection unit. A steering device that calculates an angle and controls the engagement and disengagement of the clutch based on the first rotation angle and the second rotation angle. The first angle detector includes a first relative angle sensor that detects a relative rotation angle of the first rotation shaft;
A third relative angle sensor that is coupled to the first rotation shaft via a speed reducer and that detects a relative rotation angle of a reaction force motor that applies a reaction force against steering to the first rotation shaft;
The controller calculates a first relative rotation angle that is a relative rotation angle of the first rotation shaft through the first relative angle sensor, and a first rotation angle that is a relative rotation angle of the reaction force motor through the third relative angle sensor. The steering device according to claim 1, wherein three relative rotation angles are calculated, and an absolute rotation angle of the first rotation shaft is calculated based on the first relative rotation angle and the third relative rotation angle. The steering apparatus according to claim 2, wherein the reaction force motor is connected to the first rotating shaft via a belt so as to be able to transmit power. The second angle detection unit includes a second relative angle sensor that detects a relative rotation angle of the second rotation shaft;
A fourth rotation shaft is connected to a third rotation shaft that is linked via the second rotation shaft and the rack shaft via a speed reducer, and detects a relative rotation angle of a steering motor that drives the third rotation shaft. A relative angle sensor,
The controller calculates a second relative rotation angle that is a relative rotation angle of the second rotation shaft through the second relative angle sensor, and a second rotation angle that is a relative rotation angle of the steering motor through the fourth relative angle sensor. 4. The relative rotation angle is calculated, and the absolute rotation angle of the second rotation shaft is calculated based on the second relative rotation angle and the fourth relative rotation angle. Steering device.