Steering device for steer-by-wire steering

Abstract

Steering device of steer-by-wire. According to embodiments, a comfortable steering feeling for the driver can be provided even with a low-power electric machine, thus reducing costs.

Description

Technical Field

[0001] The embodiments relate to a steering device for steer-by-wire, and more specifically, to a steering device for steer-by-wire that can provide a comfortable steering feel to the driver, even with a low-power motor, thereby reducing costs. Background Technology

[0002] A steer-by-wire system is an electric steering system that uses electricity to steer the vehicle without any mechanical connection (such as a steering column or universal joint) between the steering wheel and the front wheel steering mechanism.

[0003] In other words, the driver's manipulation of the steering wheel is converted into electrical signals, and the electronic control unit receives these signals and determines the motor's output accordingly. Due to the lack of mechanical linkages, the steer-by-wire system reduces the risk of injury to the driver from mechanical parts in the event of a collision. Furthermore, by reducing the number of parts (e.g., hydraulic components and mechanical connections), the steer-by-wire system can result in a lighter vehicle and significantly reduced assembly line time, thereby saving unnecessary energy consumption during steering and thus improving fuel efficiency. Additionally, ideal steering performance can be achieved through ECU programming.

[0004] Because there is no mechanical connection between the steering shaft and the wheels, conventional steer-by-wire systems cannot transmit the feeling of weight from the wheels rubbing against the road surface or being stuck to the driver. Therefore, they increase the user's steering feel by arbitrarily applying a reaction force to the steering shaft.

[0005] Conventional steering systems provide steering reaction force to the driver by applying torque from an electric motor directly to the steering shaft. Therefore, although they use reducers such as belts or pulleys, they require an electric motor with a certain level of output power or even more. Consequently, conventional steering systems are not suitable for small electric vehicles or other affordable cars. Summary of the Invention

[0006] The implementation has been conceived in the preceding background art and relates to a steering device for steer-by-wire, and more specifically, to a steering device for steer-by-wire that can provide the driver with a comfortable steering feel even with a low-power motor, thereby reducing costs.

[0007] According to an embodiment, a steerable-by-wire device can be provided, comprising: a steering shaft connected to a steering wheel and having a lead screw; a nut coupled to the lead screw; a pair of first support members, the pair of first support members being individually disposed on opposite sides of the nut and axially slidable; a pair of second support members, the pair of second support members being axially spaced from opposite sides of the pair of first support members, wherein the pair of first support members are disposed between the pair of second support members and are configured to be axially slidable; an elastic member, the elastic member being disposed between adjacent support members of the first support members and the second support members; a stopper, the stopper being disposed between the pair of first support members and axially fixed; and a drive, the drive being coupled to the second support members and axially sliding the second support members under the control of an electronic control unit.

[0008] According to the implementation method, it is possible to provide the driver with a comfortable steering feel even with a low-power motor, thereby reducing costs. Attached Figure Description

[0009] The above and other objects, features and advantages of this disclosure will become clearer from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0010] Figure 1 and Figure 2 This is a view illustrating a steering device for steer-by-wire according to an embodiment;

[0011] Figure 3 This is a graph illustrating the comparison between the steering reaction force and the spring force of the degressive rate spring in a conventional steering system.

[0012] Figure 4 , Figure 5 and Figure 6 This is a view illustrating the steering reaction force and operating state of a steering device according to an embodiment of the steer-by-wire system, showing an example of its operation; and

[0013] Figure 7 and Figure 8 This is a view illustrating the steering reaction force and operating state of a steering device according to an embodiment of the steering system. Detailed Implementation

[0014] In the following description of examples or embodiments of this disclosure, reference will be made to the accompanying drawings, which illustrate specific examples or embodiments that can be implemented by way of example, and in which the same reference numerals and symbols can be used to designate the same or similar components even when shown in different drawings. Furthermore, in the following description of examples or embodiments of this disclosure, detailed descriptions of well-known functions and components incorporated herein are omitted where it is determined that the description may make the subject matter of some embodiments of this disclosure considerably unclear. Terms such as “comprising,” “having,” “including,” “constituting,” “made of,” and “formed from” as used herein are generally intended to allow for the addition of additional components, unless these terms are used in conjunction with the term “only.” As used herein, the singular form is intended to include the plural form unless the context clearly indicates otherwise.

[0015] Terms such as “first,” “second,” “A,” “B,” “(A),” or “(B)” may be used herein to describe elements of this disclosure. Each of these terms is not used to define the nature, order, sequence, or number of elements, but merely to distinguish the corresponding element from other elements.

[0016] When referring to a second element as "connected to or coupled to," "in contact with or overlaps" the first element, it should be explained that the first element can not only be "directly connected to or coupled to" or "directly contact with or overlaps" the second element, but a third element can also be "inserted" between the first and second elements, or the first and second elements can be "connected" or "coupled to" each other, "in contact with or overlaps" each other, etc., via a fourth element. Here, the second element can be included in at least one of two or more elements that are "connected" or "coupled to" each other, "in contact with or overlaps" each other, etc.

[0017] When time-relative terms such as “after,” “following,” “next,” “before,” etc., are used to describe a process or operation of an element or configuration, or a flow or step in an operation, process, or manufacturing method, these terms may be used to describe a discontinuous or non-sequential process or operation unless used together with the terms “directly” or “immediately.”

[0018] Additionally, when referring to any size, relative dimensions, etc., it should be considered that even when no specific description is specified, the numerical values ​​or corresponding information (e.g., levels, ranges, etc.) used for a component or feature include tolerances or error ranges that may be caused by various factors (e.g., process factors, internal or external influences, noise, etc.). Furthermore, the term "may" fully encompasses all the meanings of the term "able to".

[0019] Figure 1 and Figure 2This is a view illustrating a steering device for steer-by-wire according to an embodiment. Figure 3 This is a graph illustrating the comparison between the steering reaction force and the spring force of the decreasing rate spring in a conventional steering system. Figure 4 , Figure 5 and Figure 6 This is a view illustrating a graph of steering reaction force versus operating state, illustrating an example of the operation of a steering device according to an embodiment of a steer-by-wire system. Figure 7 and Figure 8 This is a view illustrating the steering reaction force and operating state of a steering device according to an embodiment of the steering system.

[0020] According to an embodiment, the steering device 100 for steer-by-wire includes: a steering shaft 102 connected to a steering wheel 101 and having a lead screw 103; a nut 110 coupled to the lead screw 103; a pair of first support members 130 individually disposed on opposite sides of the nut 110 for axial sliding; a pair of second support members 150 axially spaced from the opposite sides of the pair of first support members 130, wherein the pair of first support members 130 is disposed between the pair of second support members and is configured to be axially sliding; an elastic member 140 disposed between adjacent support members of the first support members 130 and the second support members 150; a stop 120 disposed between the pair of first support members 130 and axially fixed; and an actuator 160 coupled to the second support members 150 and controlled by an electronic control unit 170 to cause the second support members 150 to slide axially.

[0021] Nut 110, first support member 130 and second support member 150 can slide axially by the driver’s operation of steering wheel 101 or by the driver 160 controlled by electronic control unit 170, and although not illustrated in the figures, they can be circumferentially fixed to the housing by bushings, keyways, pin-pin holes or serrations, while being able to slide smoothly axially.

[0022] Reference Figure 1 The lead screw 103 is mounted on the steering shaft 102 and connected to the nut 110. As described above, the nut 110 is circumferentially fixed to the housing but is axially slidable. Therefore, when the steering shaft 102 is rotated by the driver operating the steering wheel 101, the nut 110 engages with the lead screw 103 and slides axially.

[0023] Figure 1 This illustrates the neutral state where the steering wheel 101 is not rotating. The nut 110 is in a neutral position without slippage.

[0024] A pair of first support members 130 are individually provided on two opposite sides of the nut 110 and slide axially while being supported on the nut 110 when the nut 110 slides.

[0025] A pair of second support members 150 are axially disposed outside the first support member 130. In other words, the first support member 130 and the nut 110 are disposed between the second support members 150.

[0026] The second support member 150 is axially slidable by the driver 160, and is axially fixed unless the driver 160 is driven.

[0027] The first support member 130 and the second support member 150 can each be substantially shaped as a disc spring. The first support member 130 and the second support member 150 have holes formed in their central portions for the steering shaft 102 to pass through.

[0028] The elastic member 140 is disposed between the first support member 130 and the second support member 150, and is compressed between the first support member 130 and the second support member 150 as the nut 110 slides. The elastic force of the elastic member 140 is applied to the nut 110, thereby providing a reaction force to the driver and thus allowing for better or more comfortable steering wheel operation.

[0029] In this configuration, as the electronic control unit 170 controls the actuator 160 to slide the second support member 150 axially, the compression of the elastic member 140 is adjusted, thereby regulating the reaction force transmitted to the driver. The electronic control unit 170 is connected to a vehicle speed sensor (not shown) and an angle sensor (not shown) to control the actuator 160 based on vehicle speed and steering wheel rotation angle. This is described in detail below.

[0030] An axially fixed stop 120 is disposed between the first support members 130. Therefore, when the nut 110 slides to the axial first side or the axial second side (e.g., the side opposite to the first side), the first support member 130 disposed on the axial first side or the axial second side of the nut 110 slides together with the nut 110 while being supported on the nut 110. However, the first support member 130 disposed on the axial second side or the axial first side of the nut 110 is supported on the stop 120 and spaced apart from the nut 110.

[0031] In other words, when the nut 110 slides, one of the first support members 130 is spaced apart from the nut 110 by the stopper 120, and only one of the elastic members 140 applies elastic force to the nut 110.

[0032] Therefore, when the electronic control unit 170 controls the driver 160 to slide the second support member 150 to adjust the elastic force of the elastic member 140, it may be sufficient to consider only the elastic force of one elastic member 140. The elastic member 140 that provides elastic force to the nut 110 can be considered, without needing to consider the elastic force of the other elastic member 140. This provides a convenience.

[0033] The stopper 120 preferably has the same length as the nut 110.

[0034] Assuming that the stopper 120 has a smaller axial length than the nut 110, for example, when the nut 110 slides to the first axial side, the first support member 130 provided on the second axial side of the nut 110 can apply a spring force while being supported on the nut 110. Until the first support member 130 is supported by the stopper 120 and spaced apart from the nut 110, it may be difficult to provide the driver with a proper steering feel.

[0035] If the stop 120 has a greater axial length than the nut 110, the nut 110 is not secured between the two first support members 130 supported by the stop 120, allowing the steering wheel 101 to rotate freely within a predetermined range. For example, when the nut 110 slides to the axial first side, no elastic force is applied to the nut 110 until it is supported on the first support member located on the axial first side of the nut 110 in the neutral position. Furthermore, when the nut 110 is supported on the first support member 130, a reaction force may be suddenly transmitted to the driver, thereby degrading the steering feel.

[0036] Therefore, it is preferable that the stopper 120 is formed in the axial direction with the same length as the nut 110, such that when the nut 110 slides to the first axial side, the elastic force is immediately applied from the elastic member 140 on the first side, while immediately being spaced apart from the first support member 130 on the second side.

[0037] Subsequently, as described above, the actuator 160 is driven by the electronic control unit 170 to slide the second support member 150. The actuator 160 may include a bolt 161 threadedly connected to the second support member 150 and a motor 162 for rotating the bolt 161.

[0038] In other words, similar to the lead screw 103 and nut 110, the bolt 161 is threadedly connected to the second support member 150, and the second support member 150 slides axially through the rotation of the bolt 161.

[0039] The motor 162 is connected to the electronic control unit 170 and, under the control of the electronic control unit 170, rotates the bolt 161, thereby adjusting the axial position of the second support member 150.

[0040] Although the accompanying drawings illustrate an embodiment in which the motor shaft of motor 162 is directly connected to bolt 161, the motor shaft of motor 162 may be connected to bolt 161 via a reducer, and is not limited thereto.

[0041] As described below, one or two motors 162 are provided and they are controlled by an electronic control unit 170. In this case, it may be sufficient for the motors 162 to have an output capable of sliding the second support member 150. In particular, since the torque of the motors 162 is reduced through the threaded connection between the bolts 161 and the second support member 150 to allow the second support member 150 to slide, according to the embodiment, even using a low-power motor can provide the driver with comfortable control of the steering wheel 101 compared to a motor used in a conventional steering system to apply torque to the steering shaft to provide a reaction force.

[0042] Reference Figure 1 A bolt 161 can be provided and connected to two second support members 150. In other words, the bolt 161 can have a first screw portion 163 connected to one of the second support members 150 and a second screw portion 164 connected to the other second support member 150.

[0043] The first screw portion 163 and the second screw portion 164 can be screwed in opposite directions, so that when the bolt 161 rotates, the two second support members 150 slide in opposite directions.

[0044] In other words, since the two second support members 150 slide symmetrically, the electronic control unit 170 can easily control the motor 162 regardless of whether the driver turns the steering wheel 101 to the left or right.

[0045] Alternatively, such as Figure 2 As illustrated, the actuator 160 may include a first bolt 161a coupled to either of the second support members, a second bolt 161b coupled to the other second support member, a first motor 162a for rotating the first bolt 161a, and a second motor 162b for rotating the second bolt 161b. Regardless of the thread direction of the first bolt 161a and the second bolt 162b, the two second support members 150 may slide in opposite directions depending on the direction in which the first motor 162a and the second motor 162b rotate the first bolt 161a and the second bolt 162b.

[0046] The electronic control unit 170 can control only one of the two motors 162 depending on the direction of rotation of the steering wheel 101, thereby providing the driver with a better steering feel.

[0047] As described above, according to the embodiment, a first support member 130, a second support member 150, and an elastic member 140 are provided to provide a reaction force to the driver, thereby enhancing the control of the steering wheel. To provide a reaction force feel similar to that of a conventional steering system, the elastic member 140 may be a decreasing rate spring, wherein the increase in elastic force decreases as displacement increases.

[0048] The elastic member 140, which serves as a rate-decreasing spring, can be, for example, a plurality of disc springs arranged axially.

[0049] Reference Figure 3 The graph indicated by reference numeral 301 represents the steering reaction force according to the steering wheel rotation angle at a constant vehicle speed in a conventional steering system, while the graph indicated by reference numeral 302 represents the spring force according to the spring displacement based on the reduction rate.

[0050] In other words, according to the implementation, since the rotation angle of the steering wheel 101 corresponds to the displacement of the elastic member 140, and the steering reaction force corresponds to the elastic force of the elastic member 140, the similarity of the curves of curves 301 and 302 can be used to provide the driver with a reaction force feel similar to that of a conventional steering device by reducing the elastic force and sliding the second support member 150.

[0051] The electronic control unit 170 controls the driver 160 so that the second support member 150 is in the first position or the second position.

[0052] Specifically, regarding the neutral position, which is the position of the nut 110 in a neutral state where the steering wheel 101 is not rotated, if the rotation angle of the steering wheel 101 increases, the electronic control unit 170 controls the driver 160 to allow the second support member 150 to be in a first position relatively close to the neutral position axially, while if the rotation angle of the steering wheel 101 decreases, the electronic control unit 170 controls the driver 160 to allow the second support member 150 to be in a second position relatively far from the neutral position.

[0053] When the rotation angle of the steering wheel 101 increases, it means when the steering wheel 101 is turned to the left or right in the neutral state, and when the steering wheel 101, which is turned to the left or right, is turned in the opposite direction to the direction toward the neutral state.

[0054] When the rotation angle of the steering wheel 101 decreases, it means that when the steering wheel 101 is turned to the left or right, it is turned toward the neutral position.

[0055] The first and second positions of the second support member 150 are not fixed positions relative to the neutral position, but can vary depending on the vehicle speed as described below.

[0056] In a neutral state, the first position is the position where the distance between the first support member 130 and the second support member 150 is less than the free length of the elastic member 140.

[0057] In a neutral state, the second position is the position where the distance between the first support member 130 and the second support member 150 is greater than the free length of the elastic member 140.

[0058] In other words, reference Figure 5 and Figure 6 The vertical line indicated by reference numeral NP in the attached drawing refers to the neutral position of nut 110, while the vertical line indicated by reference numeral FP refers to the position of the free length of the elastic member 140 of the second support member 150, which is spaced apart from the first support member 130 and is in a neutral state (hereinafter, "free position"). The first position is closer to the neutral position NP than the free position FP, while the second position is farther from the neutral position NP than the free position FP.

[0059] Refer to the following Figures 4 to 8 The operational structure of the embodiment is described. However, for ease of description and illustration, the description focuses primarily on the example where the steering wheel 101 is turned to the first side and the nut 110 slides to the right in the figures. The same description also applies to the case where the steering wheel 101 is turned to the second side (e.g., the side opposite to the first side) and the nut 110 slides to the left in the figures, and therefore this case will not be described further.

[0060] However, in Figure 4 and Figure 7 As described above, in the graph, when the nut 110 slides to the first side or the second side, the first support member 130 on the opposite side is supported on the stop 120 and spaced apart from the nut 110, such that the elastic member 140, provided only in the sliding direction of the nut 110, provides a spring force to the nut 110. Therefore, it should be noted in the description that the right side of the y-axis represents the spring force provided to the nut 110 by the elastic member 140 provided on the right side of the figure, and the left side of the y-axis represents the spring force provided to the nut 110 by the elastic member 140 provided on the left side of the figure.

[0061] Figures 4 to 6 The illustrated operational example assumes a constant vehicle speed. Figure 4In the figure, the curve represented by reference numeral 401 refers to the elastic force of the elastic member 140 according to the displacement when the second support member 150 is in the first position, the curve represented by reference numeral 402 refers to the elastic force of the elastic member 140 according to the displacement when the second support member 150 is in the second position, and the curve represented by reference numeral 403 refers to the elastic force applied to the nut 110 by the elastic member 140 when the steering wheel 101 is rotated.

[0062] In other words, the distance between curve 401 and the origin in the x-axis direction corresponds to the distance between the first position and the reference position FP, while the distance between curve 402 and the origin corresponds to the distance between the reference position FP and the second position.

[0063] exist Figure 4 In the diagram, ① and ④ refer to the neutral state, ①->② refers to the state in which the rotation angle of the steering wheel 101 increases, ②->③ refers to the state in which the rotation direction of the steering wheel 101 changes, and ③->④ refers to the state in which the rotation angle of the steering wheel 101 decreases.

[0064] Figure 5 The operating structure in state ①->② is illustrated, indicating that as the steering wheel 101 rotates, the nut 110 slides and the elastic member 140 is compressed in the neutral state.

[0065] At this time, since the second support member 150 is in the first position and therefore the elastic member 140 is in a compressed state, the reaction force felt by the driver when he starts to turn the steering wheel 101 in a neutral state increases from the predetermined initial reaction force (corresponding to the intersection of curve 401 and the y-axis) instead of increasing from 0.

[0066] The electronic control unit 170 can determine the first position based on the vehicle speed. In other words, it can determine the distance between the curve 401 and the origin in the x-axis direction based on the vehicle speed. If the detected vehicle speed is high, the electronic control unit 170 sets a large distance between the first position and the free position FP, while if the vehicle speed is low, the electronic control unit 170 sets a small distance between the first position and the free position FP, thereby providing the driver with a better feel for steering wheel 101.

[0067] Although the accompanying drawings illustrate an embodiment in which the first position is fixed when the nut 110 slides, the electronic control unit 170 can control the driver 160 as the rotation angle of the steering wheel 101 increases, thereby determining the first position based on the vehicle speed and thus adjusting the reaction force feel transmitted to the driver.

[0068] Figure 6The operating structure in state ②->③ is illustrated. When the driver turns the steering wheel 101 in the opposite direction, the electronic control unit 170 detects the rotation and drives the driver 160 to allow the second support member 150 to slide from the first position to the second position.

[0069] As the second support member 150 slides from the first position to the second position, the elastic member 140 is stretched, thereby reducing the elastic force applied to the nut 110 by the elastic member 140.

[0070] If the driver rotates the steering wheel 101 to the neutral position, the nut 110 is supported by the second support member 150 in the second position and a spring force is provided to the nut 110.

[0071] If the driver turns the steering wheel 101 back in the opposite direction to increase the rotation angle, the electronic control unit 170 controls the driver 160 to place the second support member 150 in the first position.

[0072] It should be noted that when the driver turns the steering wheel 101 to the opposite side beyond the neutral state, the electronic control unit 170 controls the driver 160 to place the second support member 150 in the first position, and in this case, the elastic member 140 that applies spring force to the nut 110 changes.

[0073] Similar to determining the first position based on vehicle speed, the electronic control unit 170 can determine the second position based on vehicle speed.

[0074] refer to Figures 7 to 8 The illustrated operation example is the same as Figures 4 to 6 Compared to the illustrated operational example, the interval between the first and second positions is reduced. In other words, the distance between the origin and curve 702 in the x-axis direction can be determined based on the vehicle speed.

[0075] The electronic control unit 170 sets a small distance between the free position FP and the second position when the detected vehicle speed is high, and sets a large distance between the free position FP and the second position when the vehicle speed is low, thereby allowing the driver to achieve a better feel for the steering wheel 101.

[0076] Similarly, although the accompanying drawings illustrate an embodiment in which the second position is fixed when the nut 110 slides, the electronic control unit 170 can control the driver 160 when the rotation angle of the steering wheel 101 is reduced, thereby determining the second position according to the vehicle speed and thus adjusting the reaction force feel transmitted to the driver.

[0077] With such a well-designed steer-by-wire system, it is possible to provide the driver with comfortable steering wheel operation even with a low-power motor, thereby reducing costs.

[0078] The foregoing description has been presented to enable those skilled in the art to make and use the technical ideas of this disclosure, and has been provided in the context of a particular application and its requirements. Various modifications, additions, and substitutions to the described embodiments will readily be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of this disclosure. The foregoing description and figures are provided for illustrative purposes only, illustrating examples of the technical ideas of this disclosure. That is, the disclosed embodiments are intended to illustrate the scope of the technical ideas of this disclosure. Therefore, the scope of this disclosure is not limited to the illustrated embodiments, but will be accorded the widest scope consistent with the claims. The scope of this disclosure should be interpreted based on the following claims, and all technical ideas within their equivalent scope should be interpreted as being included within the scope of this disclosure.

[0079] Cross-references to related applications

[0080] This application claims priority to Korean Patent Application No. 10-2020-0106720, filed on August 25, 2020, which is hereby incorporated by reference for all purposes, as fully set forth herein.

Claims

1. A steerable-by-wire device, the steerable-by-wire device comprising: A steering shaft, which is connected to a steering wheel and has a lead screw; Nut, which is connected to the lead screw; A pair of first support members, the pair of first support members being respectively disposed on opposite sides of the nut so as to be axially sliding; A pair of second support members, the pair of second support members being axially spaced apart from the opposite sides of the pair of first support members, wherein the pair of first support members are disposed between the pair of second support members and are configured to be axially slidable; An elastic member is disposed between adjacent support members of the first support member and the second support member; A stopper is disposed between the pair of first support members and is axially fixed; as well as A driver, which is connected to the second support member and is controlled by an electronic control unit to make the second support member slide axially.

2. The steering device for steer-by-wire according to claim 1, wherein, The first support member and the second support member are penetrated by the steering shaft.

3. The steering device for steer-by-wire according to claim 1, wherein, The nut and the stop have the same axial length.

4. The steering device for steer-by-wire according to claim 1, wherein, The driver includes a bolt threaded to the second support member and a motor that rotates the bolt.

5. The steering device for steer-by-wire according to claim 4, wherein, The bolt includes a first screw portion that connects to either of the second support members and a second screw portion that connects to the other second support member.

6. The steering device for steer-by-wire according to claim 5, wherein, The first screw and the second screw are screwed in opposite directions.

7. The steering device for steer-by-wire according to claim 1, wherein, The drive includes a first bolt connected to either of the second support members, a second bolt connected to the other second support member, and a motor for rotating the first bolt and the second bolt, respectively.

8. The steering device for steer-by-wire according to claim 1, wherein, The elastic component is a decreasing rate spring.

9. The steering device for steer-by-wire according to claim 1, wherein, The neutral position relative to the position of the nut in the neutral state where the steering wheel is not turned. If the steering wheel rotation angle increases, the electronic control unit controls the driver to place the second support member in a first position, in which the second support member is axially closer to the neutral position, and If the rotation angle of the steering wheel decreases, the electronic control unit controls the driver to place the second support member in a second position, in which the second support member is axially relatively away from the neutral position.

10. The steering device for steer-by-wire according to claim 9, wherein, In the neutral state, the first position is the position where the distance between the first support member and the second support member is less than the free length of the elastic member.

11. The steering device for steer-by-wire according to claim 10, wherein, The electronic control unit determines the first position based on the vehicle speed.

12. The steering device for steer-by-wire according to claim 9, wherein, In the neutral state, the second position is a position where the distance between the first support member and the second support member is greater than the free length of the elastic member.

13. The steering device for steer-by-wire according to claim 12, wherein, The electronic control unit determines the second position based on the vehicle speed.

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