Steering device

Abstract

A steering device (50) is provided with: sensor units (13L, 13R) that detect contact or approach of a human body in a plurality of detection target regions provided to a steering handle (2); a grip determination unit (112) that compares the output values of the sensor units (13L, 13R) with a determination threshold value and determines whether or not the steering handle (2) is gripped; a specifying unit (111) that specifies a water immersion region from among the plurality of detection target regions on the basis of the output values of the sensor units (13L, 13R); and a threshold value setting unit (113) that, when the determination unit (111) determines the immersion region, changes the determination threshold value from a first value determined before the determination of the immersion region to a second value different from the first value. The grip determination unit (112) determines whether or not the steering handle (2) is gripped by comparing an output value of the sensor unit corresponding to a region other than the water immersion region with a determination threshold value changed to the second value.

Description

Technical Field

[0001] The present invention relates to a steering device having the function of detecting the occupant's grip on the steering handle. Background Technology

[0002] In recent years, initiatives aimed at providing sustainable transportation systems that take into account the vulnerable populations among traffic participants have become increasingly active. To achieve this goal, efforts are being made to further improve traffic safety and convenience through the development of driver assistance technologies. Previously, devices were known that compared the measured values ​​of a capacitive sensor installed on the steering wheel with a threshold value to determine the gripping and non-gripping state (see, for example, Patent Document 1). In the device described in Patent Document 1, the threshold value is updated based on the difference between the previous and current measured values.

[0003] The device described in Patent Document 1 can update the threshold as the measured value changes over time due to changes in external interferences such as temperature and humidity. However, if the threshold is updated based on the difference between the previous value and the current value, in situations where the steering handle is submerged in water and a normal output value cannot be obtained from the sensor, the judgment process may continue to be based on abnormal values.

[0004] Existing technical documents Patent documents Patent document 1: Japanese Patent Application Publication No. 2024-048044 (JP2024-048044A). Summary of the Invention

[0005] A steering device according to one embodiment of the present invention includes: multiple sensor units, each comprising multiple sensors, for detecting contact or proximity of a human body in multiple detection target areas provided on the steering handle; a grip determination unit that compares the output values ​​of each of the multiple sensor units with a determination threshold to determine whether the steering handle is being gripped; a water immersion area determination unit that determines water immersion detection target areas (i.e., water immersion detection target areas) among the multiple detection target areas based on the output values ​​of the multiple sensor units; and a threshold setting unit that, when the water immersion detection target area is determined by the water immersion area determination unit, changes the determination threshold from a first value determined before the water immersion detection target area is determined to a second value different from the first value. When the grip determination unit defines a sensor unit corresponding to the water immersion detection target area determined by the water immersion area determination unit as a first sensor unit and a sensor unit corresponding to an area other than the water immersion detection target area as a second sensor unit, it compares the output value of the second sensor unit with the determination threshold changed to the second value to determine whether the steering handle is being gripped. Attached Figure Description

[0006] The objectives, features, and advantages of the present invention are further illustrated by the following description of embodiments in conjunction with the accompanying drawings.

[0007] Figure 1A This is a front view showing the steering handle of a steering device applying an embodiment of the present invention; Figure 1B It is shown in Figure 1A A diagram illustrating an example of electrodes built into the spoke portion of a steering handle; Figure 2 It shows the beverage spilled into Figure 1A A diagram showing the state of the steering handle; Figure 3 This is a block diagram illustrating the main structural components of a steering device according to an embodiment of the present invention; Figure 4 It is a diagram used to illustrate the expansion of the flooded area; Figure 5 It shows that it has Figure 3 A diagram illustrating an example of the structure of a driver assistance system with a steering mechanism; Figure 6 It is shown by Figure 3 A flowchart illustrating an example of the processing performed by the CPU of the controller. Detailed Implementation

[0008] The embodiments of the invention will now be described with reference to the accompanying drawings. Figure 1A This is a front view of the steering handle of a steering device according to an embodiment of the present invention. The steering device according to this embodiment can be applied to manually driven vehicles equipped with driver assistance systems such as ADAS (Advanced Driver-Assistance Systems). It should be noted that sometimes a vehicle using the steering device of this embodiment is referred to as "this vehicle" to distinguish it from other vehicles. Figure 1A The steering handle 2 is operated by the driver in the driver's seat of this vehicle. When viewed from the front (from the driver's perspective), the steering shaft 3, which supports the steering handle 2, is connected to the rear side of the steering handle 2.

[0009] Steering handle 2 Figure 1AThe handle shown is irregularly shaped and includes a hub portion 21, a rim portion (handle portion) 22, and a spoke portion 23 connecting the hub portion 21 and the rim portion 22. The rim portion 22 includes a pair of left and right rim portions (vertical portions) 22L and 22R extending approximately vertically to the left and right of the hub portion 21, and a horizontal portion 22H extending approximately horizontally below the hub portion 21 and connecting the rim portions (vertical portions) 22L and 22R. The spoke portion 23 includes horizontal portions 23L and 23R connecting the hub portion 21 and the rim portions (vertical portions) 22L and 22R, and a vertical portion 23V connecting the hub portion 21 and the horizontal portion 22H. The rim portion (vertical portion) 22L is configured such that its end 24L protrudes upwards from the connecting portion 25L between the spoke portion (horizontal portion) 23L and the rim portion (vertical portion) 22L. Similarly, the rim portion (vertical portion) 22R is configured such that its end 24R protrudes upward from the connection portion 25R between the spoke portion (horizontal portion) 23R and the rim portion (vertical portion) 22R.

[0010] In the spoke section 23L, 23R, such as Figure 1A As shown, control console units (hereinafter also referred to as function switch units) 5L and 5R are respectively provided for the driver to operate vehicle auxiliary equipment (navigation device, audio device, air conditioning device, etc.) and ADAS functions (not shown). The driver can operate the vehicle auxiliary equipment, etc. by operating multiple switches provided in the control console units 5L and 5R with his fingers.

[0011] Figure 1B This figure shows an example of an electrode built into the spoke section. It should be noted that, for readability reasons, [the following text is incomplete and requires further context]. Figure 1B In this design, the control console units 5L and 5R are omitted. The hub portion 21 contains conductive, plate-shaped electrodes 26L0–26L5 and 26R0–26R5. Electrodes 26L0–26L5 are positioned in the steering handle 2 near the recommended left-hand gripping area HL, determined relative to the rim portion 22. (As shown...) Figure 1B As shown, electrode 26L0 is disposed along the upper left sidewall of hub portion 21. Electrode 26L1 is disposed along the left sidewall of hub portion 21. Electrode 26L2 is disposed along the lower left sidewall of hub portion 21. Electrodes 26L3 to 26L5 are disposed adjacent to electrode 26L2 along the lower left sidewall of hub portion 21 towards the center of hub portion 21. Regions RL0 to RL5 represent the detection target areas of electrodes 26L0 to 26L5. Figure 1B As shown, electrodes 26L0 to 26L5 are configured such that the detection target area RL0 to RL5 covers the entire recommended holding area HL.

[0012] Electrodes 26R0 to 26R5 are positioned in the steering handle 2 near the recommended right-hand grip area HR determined relative to the wheel rim portion 22. For example... Figure 1B As shown, electrode 26R0 is disposed along the upper right sidewall of hub portion 21. Electrode 26R1 is disposed along the right sidewall of hub portion 21. Electrode 26R2 is disposed along the lower right sidewall of hub portion 21. Electrodes 26R3 to 26R5 are disposed sequentially along the lower right sidewall of hub portion 21, adjacent to electrode 26R2, towards the center of hub portion 21. Regions RR0 to RR5 represent the detection areas of electrodes 26R0 to 26R5. Figure 1B As shown, electrodes 26R0 to 26R5 are configured such that regions RR0 to RR5 cover the entire recommended holding region HR.

[0013] Electrodes 26 (26L0~26L5, 26R0~26R5) are connected to the following via signal lines (not shown) respectively. Figure 3 The sensor units 13L and 13R are connected to the holding sensors 13L0 to 13L5 and 13R0 to 13R5.

[0014] Figure 3 This is a block diagram showing the main structural components of the steering device according to this embodiment. Figure 3 As shown, the steering system 50 includes a controller 10, sensor units 13L and 13R, a steering torque sensor (hereinafter referred to as a torque sensor) 14, a steering angle sensor 15, a communication unit 16, and an output device 17. The communication unit 16 connects the steering system 50 to a communication network (network) such as CAN (Controller Area Network). The steering system 50 can communicate with onboard devices (not shown) via CAN communication or other means through the communication unit 16. It should be noted that the steering system 50 can also communicate with onboard devices and external devices (not shown) via a wireless communication network.

[0015] Sensor unit 13L has signal lines (not shown) respectively connected to Figure 1B The electrodes 26L0 to 26L5 are connected to the holding sensors 13L0 to 13L5. The sensor unit 13R has signal lines (not shown) connected to... Figure 1B The electrodes 26R0 to 26R5 are connected to the grip sensors 13R0 to 13R5. The grip sensors 13L0 to 13L5 and 13R0 to 13R5 respectively detect the electrical characteristics of the electrodes 26L0 to 26L5 and 26R0 to 26R5 (e.g., the capacitance between the electrodes and ground (e.g., the vehicle body).

[0016] Torque sensor 14 detects the torque of the steering handle 2 about the rotation axis input by the driver, i.e., the steering torque.

[0017] The steering angle sensor 15 detects the steering angle corresponding to the driver's steering operation. The steering angle is centered on the steering shaft 3 and is expressed as a clockwise angle based on the center position in the left-right direction of the upper end of the wheel hub 21 as observed from the driver. Furthermore, the neutral position (0[deg]) of the steering handle 2 is the position in which the steering handle 2 is not operated in either clockwise or counterclockwise rotation and the steering wheels (front wheels, rear wheels, or front and rear wheels) of the vehicle are not steered in either direction.

[0018] Output device 17 is a general term for devices that output information to the driver. Output device 17 includes a display that provides information to the driver by displaying images, a speaker that provides information to the driver by sound, etc.

[0019] However, capacitive sensors such as the 13L0-13L5 and 13R0-13R5 have the characteristic that their detection sensitivity increases due to water and moisture. Figure 2 This is a diagram showing the state when the beverage spills onto the steering handle 2. Figure 2 The image shows beverage WR overflowing from container (can) CA, dripping from end 24R along the rim portion 22R and falling below the rim portion 22R. The following is an example... Figure 2 As shown, the process of splashing water or other liquids and wetting the steering handle 2 is referred to as the steering handle 2 being submerged in water.

[0020] like Figure 2 As shown, when a beverage splashes onto the surface of the steering handle 2 or the driver grips the steering handle 2 with wet hands, causing the steering handle 2 to become submerged in water, the electrode corresponding to the submerged area exhibits increased detection sensitivity due to the aforementioned characteristics. Figure 2 In the example, the detection sensitivity of electrodes 26R0 and 26R1 corresponding to the water-immersed areas RR0 and RR1 increases. Therefore, when determining whether the steering handle 2 is being held based on the capacitance detected by the electrodes, it is possible to misjudge that the steering handle 2 is being held even when it is submerged in water, even if the steering handle 2 is not being held. Therefore, to address this problem, in this embodiment, the controller 10 of the steering device 50 is configured as follows.

[0021] The controller 10 includes an arithmetic unit 11 such as a CPU (microprocessor) and a storage unit 12. The arithmetic unit 11 has a water immersion area determination unit (hereinafter also simply referred to as the determination unit) 111, a grip determination unit 112, a threshold setting unit 113, a prediction unit 114, and a notification unit 115 as a functional structure. The storage unit 12 stores various control programs, thresholds used in the programs, and other information.

[0022] The determining unit 111 determines the recommended holding area (hereinafter referred to as the immersion area) in the recommended holding areas HL and HR based on the output values ​​of the holding sensors of the sensor units 13L and 13R. Specifically, the determining unit 111 determines the corresponding recommended holding area as the immersion area when the output value of any holding sensor included in the output values ​​of the sensor units is a predetermined value PC or higher. It should be noted that the output value of the sensor unit 13L is obtained by accumulating the output values ​​(detection values) of the holding sensors 13L0 to 13L5. Similarly, the output value of the sensor unit 13R is obtained by accumulating the output values ​​(detection values) of the holding sensors 13R0 to 13R5. The predetermined value PC can be set to indicate a detection error of the holding sensor, or it can be set to a value pre-measured through experiments, etc.

[0023] The grip determination unit 112 detects whether there is human contact with the recommended grip areas HL and HR based on whether the output values ​​of the sensor units 13L and 13R are above the determination threshold C_Th. When the grip determination unit 112 detects human contact with either the recommended grip areas HL or HR, it determines that the driver is gripping the steering handle 2.

[0024] It should be noted that when a person is detected approaching the recommended grip areas HL and HR (approaching action within a specified distance), it can be determined that the driver is in a state where he can immediately grip the steering handle 2. Therefore, the grip determination unit 112 can also determine that the driver is gripping the steering handle 2 when it detects a person approaching either the recommended grip areas HL or HR. That is, when the grip determination unit 112 detects contact or approach of a person to either the recommended grip areas HL or HR, it can determine that the driver is gripping the steering handle 2. It should be noted that when contact or approach to the recommended grip areas HL or HR is detected, the determination threshold C_Th is set to a smaller value than when only contact with the recommended grip areas HL or HR is detected.

[0025] When the determination unit 111 determines the immersion area, the threshold setting unit 113 changes the determination threshold C_Th used in the determination by the holding determination unit 112 from the value Th1 determined by the determination unit 111 before determining the immersion area to a value Th2 that is different from the value Th1. The value Th2 is smaller than the value Th1, for example, it is half the value Th1.

[0026] When the threshold setting unit 113 changes the determination threshold C_Th from value Th1 to value Th2, the grip determination unit 112 uses a sensor unit corresponding to the recommended grip area that is not submerged in water (hereinafter referred to as the non-submerged area). Figure 2In this example, the grip determination of the steering handle 2 is based on the output value of the sensor unit 13L. More specifically, the grip determination unit 112 compares the output value of the sensor unit corresponding to the non-water immersion area with the determination threshold C_Th (value Th2). When the output value is above the determination threshold C_Th (value Th2), it is determined that the steering handle 2 is being gripped.

[0027] When the immersion area is determined by the determination unit 111, and the output value of a sensor unit located near the sensor unit corresponding to the immersion area gradually increases, the prediction unit 114 predicts that the detection target area (recommended holding area) of that sensor unit is likely to be immersion in water in the future. Figure 2 In the example, after the beverage WR overflows from the container CA, only area RR0 is submerged, but as the beverage WR drips downwards along the rim portion 22R, area RR1 becomes submerged. Thus, the submerged area in the recommended grip area HR gradually expands over time, sometimes affecting the unsubmerged recommended grip area HL.

[0028] Figure 4 This is a diagram used to illustrate the expansion of the flooded area. For example... Figure 4 As shown, in the state where the beverage WR overflows ( Figure 2 When the steering handle 2 is operated counterclockwise, the beverage WR reaches the recommended grip area HL, which is the non-immersion range. Subsequently, as the immersion range of the recommended grip area HL expands over time, the output value of the sensor unit 13L corresponding to the recommended grip area HL gradually increases. When the determination unit 111 determines the recommended grip area HR as the immersion area, the prediction unit 114 checks other sensor units (in the vicinity of the sensor unit 13R corresponding to the immersion area (recommended grip area HR)) near the prediction unit HR. Figure 4 In this example, the output value of sensor unit 13L is monitored (acquired at a predetermined period). As a result of the monitoring, when it is detected that the output value of sensor unit 13L is gradually increasing, the prediction unit 114 predicts that the detection target area (recommended holding area) HL of sensor unit 13L may be submerged in water in the future.

[0029] When both the recommended grip areas HL and HR are submerged, the grip determination unit 112 cannot perform grip determination with high accuracy. Therefore, when both the recommended grip areas HL and HR are submerged, the grip determination unit 112 uses the detection value of the torque sensor 14 instead of the output values ​​of the sensor units 13L and 13R to determine the grip of the steering handle 2. Specifically, after the prediction unit 114 predicts that the recommended grip area HL may be submerged in the future, if any one of the grip sensors 13L0 to 13L5 of the sensor unit 13L reaches a predetermined value PC or higher, the grip determination unit 112 determines that both the recommended grip areas HL and HR are submerged. When it is determined that both the recommended grip areas HL and HR are submerged, the grip determination unit 112 begins to determine the grip of the steering handle 2 based on the detection value of the torque sensor 14. The grip determination unit 112 determines whether the steering handle 2 is being gripped based on whether the detection value of the torque sensor 14 is above the determination threshold T_Th. The threshold T_Th is set to a value smaller than the torque sensor's detection value (hereinafter referred to as the reference detection value) when the output value of sensor units 13L and 13R is Th1. The reference detection value is pre-measured through experiments, etc.

[0030] The notification unit 115 generates information indicating the steering state (hereinafter referred to as steering state information) based on the determination result of the steering determination unit 112. When the steering determination unit 112 determines that the steering handle 2 is being held, the notification unit 115 generates steering state information indicating "held (normal)" as the steering state. Conversely, when the steering determination unit 112 determines that the steering handle 2 is not being held, the notification unit 115 generates steering state information indicating "not held" as the steering state. The notification unit 115 outputs the generated steering state information to the output device 17 mounted on the vehicle.

[0031] It should be noted that when the notification unit 115 generates a "not in control" control status information, it may also include a warning message urging the driver to take control of the steering handle 2 in the control status information. The warning message includes display information and sound information output to the display, speaker, etc., and may also include a signal to illuminate or flash warning lights located on or around the steering handle 2 (such as on the dashboard). Furthermore, the notification unit 115 may also output the control status information to in-vehicle devices and external devices via the communication unit 16.

[0032] Figure 5 This is a diagram illustrating an example of the structure of a driver assistance system 1 equipped with the steering device 50 of this embodiment. (See diagram for example.) Figure 5 As shown, the driving assistance system 1 includes a steering device 50 and a driving assistance device 70 as one of the vehicle-mounted devices. The steering device 50 is communicatively connected to the driving assistance device 70 via a CAN bus 60.

[0033] The driving assistance device 70 includes an electronic control unit (ECU). The driving assistance device 70 includes a processing unit 71 (CPU, microprocessor, etc.) and a storage unit 72. The processing unit 71 has a driving control unit 711 as a functional structure. The storage unit 72 stores various control programs, thresholds used in the programs, and other information. The driving control unit 711 controls driving actuators (not shown) based on information obtained from onboard sensors (camera images, etc.). Driving actuators include a throttle actuator for adjusting the opening of the engine's throttle valve (throttle opening), a braking actuator for operating the vehicle's braking system, and a steering actuator for driving the steering mechanism.

[0034] The driving assistance device 70 has various driving assistance functions such as LKAS and ACC (Adaptive Cruise Control). When LKAS is activated, the driving control unit 711 identifies the road markings used to define the lane based on information obtained from the on-board sensors, and controls the steering actuator to make the vehicle travel near the center of the lane.

[0035] At this time, the driving control unit 711 obtains the grip status information output from the notification unit 115 of the steering device 50 via the CAN bus 60, and identifies the grip status of the steering handle 2 based on the grip status information. When it is detected that the driver is not gripping the steering handle 2, the driving control unit 711 suspends the LKAS driving assistance (steering assistance). If the driver's non-grip state continues for a predetermined time, the driving control unit 711 cancels the steering assistance. If the driver's gripping of the steering handle 2 is detected before the driver's non-grip state continues for the predetermined time, the suspended steering assistance is restarted. In this way, the grip status information output from the steering device 50 is used for the control of suspending, restarting, and canceling the driving assistance functions in the driving assistance device 70.

[0036] Figure 6 It shows that according to the predetermined procedure, by Figure 3 The flowchart illustrates an example of a process executed by the CPU of controller 10. This process, as shown in the flowchart, is executed, for example, at predetermined intervals during the vehicle's operation.

[0037] First, in step S1, the controller 10 acquires the output values ​​of sensor units 13L and 13R. Specifically, the controller 10 accumulates the output values ​​of sensors 13L0 to 13L5 and obtains the calculation result as the output value of sensor unit 13L. Additionally, the controller 10 accumulates the output values ​​of sensors 13R0 to 13R5 and obtains the calculation result as the output value of sensor unit 13R. In step S2, it is determined whether either sensor unit 13L or 13R includes a holding sensor with an output value of a predetermined value PC or higher.

[0038] When step S2 is negative (S2: No), the controller 10 determines that the recommended holding areas HL and HR corresponding to sensor units 13L and 13R are not submerged in water, and proceeds to step S3. In step S3, the controller 10 determines whether either of the output values ​​of sensor units 13L and 13R is above the determination threshold C_Th. It should be noted that the determination threshold C_Th is set with value Th1 as the initial value. In addition, when the determination threshold C_Th is set to value Th2, the controller 10 performs the determination process in step S3 after changing the determination threshold C_Th from value Th2 to value Th1.

[0039] When step S3 is affirmative (S3: Yes), the controller 10 determines in step S4 that the driver is holding the steering handle 2 and generates a holding status information indicating "holding (normal)". On the other hand, when step S3 is negative (S3: No), the controller 10 determines in step S5 that the driver is not holding the steering handle 2 and generates a holding status information indicating "not holding".

[0040] On the other hand, when step S2 is affirmative (S2: Yes), the controller 10 determines the recommended gripping area corresponding to the sensor unit including the gripping sensor with an output value of a predetermined value PC or higher as the immersion area, and proceeds to step S6. In step S6, the controller 10 changes the determination threshold C_Th from value Th1 to value Th2. In step S7, the controller 10 determines whether the output value of the sensor unit corresponding to the non-immersion area is above the determination threshold C_Th (value Th2).

[0041] When step S7 is affirmative (S7: Yes), in step S8, the controller 10 determines that the driver is holding the steering handle 2 and generates a holding status information indicating "holding (normal)". On the other hand, when step S7 is negative (S7: No), in step S9, the controller 10 determines that the driver is not holding the steering handle 2 and generates a holding status information indicating "not holding".

[0042] Finally, in step S10, the controller 10 outputs the holding state information generated in steps S4, S5, S8 or S9 to the output device 17 to end the processing.

[0043] The following effects are obtained by adopting the implementation methods described above.

[0044] (1) The steering device 50 includes: sensor units 13L and 13R, which include holding sensors 13L0 to 13L5 and 13R0 to 13R5, for detecting the detection target area provided on the steering handle 2. Figure 1BThe system detects whether the steering handle 2 is being held, including the recommended holding area (HL, HR) where the steering handle 2 is being held; the holding determination unit 112 compares the output values ​​of the sensor units 13L and 13R with the determination threshold C_Th to determine whether the steering handle 2 is being held; the determination unit 111 determines the water immersion detection area (hereinafter also referred to as the water immersion detection area) in the detection target area (HL, HR) based on the output values ​​of the sensor units 13L and 13R; and the threshold setting unit 113 changes the determination threshold C_Th from the value Th1 determined before the determination unit 111 determined the water immersion area to a value Th2 (< value Th1) that is different from the value Th1 when the determination unit 111 determines the water immersion area. The grip determination unit 112 defines the sensor units 13L and 13R corresponding to the immersion area determined by the immersion area determination unit as first sensor units, and the sensor units corresponding to areas other than the immersion area as second sensor units. It then compares the output value of the second sensor unit with a determination threshold C_Th, which is changed to value Th2, to determine whether the steering handle 2 is being gripped. The grip determination unit 112 determines that the steering handle 2 is being gripped when the output value of the second sensor unit is above the determination threshold C_Th (value Th2). The detection target areas HL and HR are set at different positions on the steering handle 2. Grip sensors 13L0 to 13L5 detect contact or proximity of a person in the areas RL0 to RL5 and RR0 to RR5 obtained by dividing the detection target area HL. Grip sensors 13R0 to 13R5 detect contact or proximity of a person in the areas RR0 to RR5 obtained by dividing the detection target area HR. The output value of sensor unit 13L is the cumulative value of the output values ​​of sensors 13L0 to 13L5, and the output value of sensor unit 13R is the cumulative value of the output values ​​of sensors 13R0 to 13R5.

[0045] However, the second sensor unit corresponding to the un-submerged recommended grip area (non-submerged area) is at a distance from the submerged recommended grip area (submerged area), so the response of the sensor electrode of the second sensor unit in the submerged area decreases with this distance. Therefore, the second sensor unit has difficulty detecting human contact or proximity to the submerged area with high accuracy. However, as described above, by lowering the threshold for grip determination when water is detected in the steering handle 2, the output value of the second sensor unit can be used to detect not only human contact or proximity in the non-submerged area but also human contact or proximity in the submerged area with high accuracy. Thus, even when the recommended grip area is submerged and a normal output value cannot be obtained from the corresponding sensor unit, misjudgments of grip / non-grip status due to water immersion can be suppressed.

[0046] (2) The steering device 50 also includes: an output device 17 that outputs information; and a notification unit 115 that notifies the driver of information generated based on the determination result of the grip determination unit 112 via the output device 17. This allows the driver to recognize the result of the grip determination. Furthermore, the result of the grip determination can be used for driver assistance functions such as LKAS. As a result, safety during lever operation can be improved.

[0047] (3) The determination unit 111 determines the detection target area corresponding to the sensor unit 13L, 13R that includes a grip sensor with an output value of a predetermined value PC or higher as the immersion area. When the output value of all sensors included in the first sensor unit is less than the predetermined value, the threshold setting unit 113 changes the determination threshold C_Th from the value Th2 to the value Th1. As a result, after immersion, if the driver wipes the surface of the steering handle 2 or the water evaporates naturally and the immersion state is lifted, the threshold used for grip determination returns to the initial value (default value), and grip determination based on the output values ​​of both sensor units 13L and 13R is restarted. As a result, grip determination after immersion can continue with the same accuracy as before immersion.

[0048] (4) The steering handle 2 has: a hub portion 21; a rim portion (holding portion) 22 having a pair of vertical portions 22L, 22R extending in a generally vertical direction to the left and right of the hub portion 21, and a horizontal portion 22H extending in a generally horizontal direction below the hub portion 21 and connecting the pair of vertical portions 22L, 22R; and spoke portions 23L, 23R connecting the pair of vertical portions 22L, 22R and the hub portion 21. Sensor units 13L, 13R (more specifically, electrodes of holding sensors included in sensor units 13L, 13R) are arranged close to function switch portions 5L, 5R, which are respectively arranged on the left and right sides of the hub portion 21, for performing vehicle information operation or driving assistance function operation. In this way, by setting the sensor units respectively in the function switch section which is symmetrically arranged on the left and right sides of the hub section 21, it is possible to appropriately detect the contact or approach of the human body with the recommended gripping range which is symmetrically arranged on the left and right sides of the rim section 22.

[0049] (5) The steering device 50 further includes: a prediction unit 114, which, when the determination unit 111 determines that a water immersion area is likely to be water-immersed in the future as the output value of a second sensor unit located near the first sensor unit gradually increases; and a torque sensor 14, which detects the steering torque acting on the shaft of the steering handle 2. After the prediction unit 114 predicts that the detection area (non-water immersion area) of the second sensor unit is likely to be water-immersed in the future, the grip determination unit 112 determines whether the steering handle 2 is gripped based on the detection value of the torque sensor 14 if the output value of any grip sensor of the second sensor unit reaches a predetermined value PC or above.

[0050] When the water-submerged part is the upper part of the steering handle 2, the submersion range may expand from the top to the bottom depending on the degree of submersion. Similarly, when the steering handle 2 is turned by the driver's steering or autopilot function, the submersion range may also expand. Thus, when the submersion range of the steering handle 2 is extensive, the reliability of the grip determination (using the capacitive sensor) decreases. However, when the submersion range expands into the non-submerged area, i.e., when normal output values ​​cannot be obtained from any sensor unit, as described above, by using the detection value of the torque sensor 14 instead, even when the entire steering handle 2 is submerged, the grip / non-grip state can be determined with high accuracy.

[0051] (6) Sensor units 13L and 13R each include a capacitive sensor. The output values ​​of sensor units 13L and 13R include information about the capacitance detected by the capacitive sensor. When the detection value of torque sensor 14 is above the determination threshold T_Th, the grip determination unit 112 determines that the steering handle 2 is gripped. The determination threshold T_Th is set to a value smaller than the reference detection value (i.e., the detection value of torque sensor 14 when the output value of sensor units 13L and 13R is Th1). Unlike capacitive sensors that detect electrical characteristics of the human body, torque sensors determine contact by applying human body load to steering handle 2. Therefore, by setting the threshold below the determination threshold of capacitive sensors, gripping can be determined with high accuracy. It should be noted that when using a torque sensor, the load applied to the upper and lower parts of steering handle 2 is greater, and the torque detection value is more likely to increase compared to other positions. Therefore, the grip determination unit can also identify the grip position of the steering handle 2 based on the output values ​​of the grip sensors 13L0~13L5 and 13R0~13R5, and appropriately adjust the determination threshold T_Th according to the grip position. For example, when the identified grip position is included in the detection target areas RL1 and RR1, the grip determination unit can set the determination threshold T_Th to be smaller than when it is not included. It should be noted that the grip position of the steering handle 2 can also be identified based on other information.

[0052] The above-described embodiments can be modified in various ways. Modifications will be described below. In the above-described embodiments, the notification unit 115 generates grip status information showing the determination result of the grip determination unit 112. However, the notification unit may also include information about the water-damaged area determined by the determination unit 111 (hereinafter referred to as water-damaged status information) in the grip status information. Furthermore, the notification unit may output the water-damaged status information and the grip status information together to the output device 17. The water-damaged status information includes information that can determine the location of water immersion (display information, sound information, etc.). Additionally, the water-damaged status information may also include instruction information (display information, sound information, etc.) instructing the occupant to wipe the water-damaged area. Furthermore, in the above-described embodiments, when it is detected that the driver is not gripping the steering handle 2, the driving control unit 711 suspends driving assistance (steering assistance, etc.), and if the non-grip state continues for a predetermined time, the driving control unit 711 cancels driving assistance. However, the driving control unit may also suspend or cancel driving assistance based on the water-damaged status information output (sent) from the notification unit. For example, the driving control unit can also suspend or cancel driving assistance based on the location of the water immersion point, the size of the water immersion area, and the duration of the water immersion. As a specific example, driving assistance can be suspended or canceled when the water immersion point is located in the center of the recommended handling areas HR and HL within the detection areas RR0-RR5 and RL0-RL5, specifically in detection areas RR1-RR2 and RL1-RL2. Furthermore, driving assistance can be suspended or canceled when the water immersion area within the recommended handling areas HR and HL occupies a predetermined proportion of the area. Additionally, driving assistance can be suspended or canceled when the water immersion in the recommended handling areas HR and HL persists for a predetermined time or longer.

[0053] Furthermore, in the above embodiment, when the determination unit 111 determines a flooded area, and the output value of the second sensor unit located near the first sensor unit gradually increases, the prediction unit 114 predicts that the detection target area (non-flooded area) of the second sensor unit is likely to be flooded in the future. However, the prediction unit may also predict the likelihood of future flooding of the non-flooded area based on the sensor value of the rudder angle sensor 15 and the output value of the second sensor unit, or based on the sensor value of the rudder angle sensor 15 instead of the output value of the second sensor unit. For example, as... Figure 2As in the example, if the recommended grip area HR on the right side is determined to be a flooded area, and the steering angle of the steering handle 2 changes by a predetermined angle or more in the counterclockwise direction from the point of determination, the prediction unit predicts that the recommended grip area HL may be flooded in the future. Furthermore, if, from the point when the determination unit 111 determines that the first sensor unit is a flood detection target area, and the steering angle detected by the rudder angle sensor 15 changes by a predetermined angle or more, and the second sensor unit is located on the opposite side of the steering direction of the steering handle relative to the first sensor unit, it can also be predicted that the detection target area of ​​the second sensor unit may be flooded in the future.

[0054] In addition, in the above embodiment, sensor units 13L and 13R detect contact or proximity of a human body to the rim portion 22. However, the sensor units can also detect the gripping force on the rim portion 22. In this case, a pressure sensor is built into the rim portion 22, and the sensor units detect the gripping force on the steering handle 2 based on the sensor value obtained from the pressure sensor via a signal line not shown. The determination unit can also determine whether the steering handle 2 is being gripped based on the magnitude of the gripping force detected by the pressure sensor and the output values ​​of sensor units 13L and 13R, or based solely on the magnitude of the gripping force detected by the pressure sensor, instead of the output values ​​of sensor units 13L and 13R. It should be noted that sensors other than pressure sensors can also be used to detect the gripping force on the steering handle 2.

[0055] Furthermore, in the above embodiment, the controller 10 executes [the following actions] during the operation of the vehicle. Figure 6 For example, consider the case where the controller 10 is processing a situation where it receives a notification from the driver assistance device 70 indicating that driver assistance functions such as LKAS are activated. Figure 6 The controller 10 can also refuse to perform processing when the vehicle's speed is below a specified speed. Figure 6 Furthermore, when driver assistance functions such as the automatic parking function (parking assist system) are activated, which do not require the driver to hold the steering lever 2, this step can be omitted. Figure 6 The processing.

[0056] Furthermore, while an irregularly shaped steering handle was exemplified as steering handle 2 in the above embodiment, the present invention can also be applied to situations using steering handles of other shapes (such as rings). Additionally, while the steering device 50 was applied to a manually driven vehicle equipped with ADAS in the above embodiment, the steering device 50 can also be applied to an autonomous vehicle.

[0057] The above description is merely an example, and the above embodiments and modifications do not limit the invention as long as they do not destroy its features. One or more of the above embodiments and modifications can be combined in any way, and modifications can also be combined with each other.

[0058] Using this invention, the holding and non-holding states of the steering handle can be determined with high precision.

[0059] The present invention has been described above in conjunction with preferred embodiments, but those skilled in the art should understand that various modifications and changes can be made without departing from the scope of the claims.

Claims

1. A steering device characterized by comprising: Possessing: a plurality of sensor units (13L, 13R) each including a plurality of sensors that detect contact or approach of a human body in a plurality of detection target regions provided at a steering handle (2); a grip determination section (112) that compares output values of the plurality of sensor units (13L, 13R) with a determination threshold value, and determines whether or not the steering handle (2) is being gripped; a water immersion region determination section (111) that determines, based on the output values of the plurality of sensor units, a detection target region in the plurality of detection target regions that is water-immersed, i.e., a water-immersed detection target region; and a threshold value setting section (113) that, when the water-immersed detection target region is determined by the water immersion region determination section (111), changes the determination threshold value from a first value decided before the water-immersed detection target region is determined to a second value different from the first value, the grip determination section (112) compares the output value of a second sensor unit corresponding to a region other than the water-immersed detection target region with the determination threshold value changed to the second value, and determines whether or not the steering handle (2) is being gripped.

2. The steering device according to claim 1, characterized in that the grip determination section (112) determines that the steering handle (2) is being gripped when the output value of any one of the plurality of sensor units (13L, 13R) is equal to or greater than the determination threshold value, the threshold value setting section (113) changes the determination threshold value from the first value to the second value that is smaller than the first value when the water-immersed detection target region is determined by the water immersion region determination section (111).

3. The steering device according to claim 1, characterized in that the plurality of detection target regions are each provided at a different position of the steering handle (2), the plurality of sensors each detect contact or approach of a human body in each region obtained by dividing a corresponding detection target region of the plurality of detection target regions, the output value of each of the plurality of sensor units (13L, 13R) is a cumulative value of output values of the plurality of sensors.

4. The steering device of claim 1, wherein Further possessing: an output device (17) that outputs information; and a notification section (115) that notifies a driver of information generated based on a determination result of the grip determination section (112) via the output device (17).

5. The steering device according to claim 2, characterized in that the water immersion region determination section (111) determines, as the water-immersed detection target region, a detection target region corresponding to a sensor unit of the plurality of sensor units (13L, 13R) that includes a sensor having an output value equal to or greater than a prescribed value, When the output value of all the sensors included in the first sensor unit is less than the prescribed value, the threshold value setting section (113) changes the determination threshold value from the second value to the first value.

6. The steering apparatus according to claim 1, wherein the steering handle (2) has a hub portion (21), a grip portion (22) having a pair of left and right vertical portions extending in a substantially vertical direction leftward and rightward of the hub portion (21) and a horizontal portion extending in a substantially horizontal direction below the hub portion and connecting the pair of left and right vertical portions, and a spoke portion connecting the pair of left and right vertical portions and the hub portion, the plurality of sensor units (13L, 13R) are disposed near function switch sections (5L, 5R) that are respectively disposed in left and right portions of the hub portion and are used to operate vehicle information or a driving assist function.

7. The steering apparatus according to claim 1, wherein the prediction section (114) predicts that the detection target region of the second sensor unit is likely to be flooded in the future when the output value of the second sensor unit located near the first sensor unit gradually increases, in a case where the first sensor unit is determined to be the water-flooded detection target region by the water-flooded region determination section (111).

8. The steering apparatus according to claim 1, wherein the rudder angle sensor (15) detects a steering angle of the steering handle, the prediction section (114) predicts that the detection target region of the second sensor unit is likely to be flooded in the future when the steering angle detected by the rudder angle sensor (15) changes by a prescribed angle or more from a point in time when the first sensor unit is determined to be the water-flooded detection target region by the water-flooded region determination section (111), in a case where the second sensor unit is located on an opposite side of the steering direction of the steering handle (2) with respect to the first sensor unit.

9. The steering apparatus according to claim 7 or 8, wherein the torque sensor (14) detects a steering torque acting on a shaft of the steering handle (2), the grip determination section (112) determines whether the steering handle (2) is being gripped on the basis of a detection value of the torque sensor (14) in a case where the output value of any one of the plurality of sensors included in the second sensor unit reaches a prescribed value or more after it is predicted by the prediction section (114) that the detection target region of the second sensor unit is likely to be flooded in the future.

10. The steering apparatus according to claim 9, wherein the determination threshold value is a first determination threshold value, the plurality of sensor units (13L, 13R) respectively include a plurality of capacitive sensors, the output value of the plurality of sensor units (13L, 13R) includes information on capacitance detected by the plurality of capacitive sensors, The grasping determination section (112) determines that the steering handle (2) is being grasped when the detected value of the torque sensor (14) is equal to or greater than a second determination threshold value, The second determination threshold value is set to a value smaller than the detected value of the torque sensor (14) when the output values of the plurality of sensor units (13L, 13R) are the first values.

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