Steering unit
The steering device addresses false grip detection by thighs through strategic sensor placement, enhancing reliability and cost-effectiveness by minimizing false positives and optimizing sensor configuration.
Patent Information
- Application Number
- JP2024047761
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2024-03-25
- Publication Date
- 2025-10-07
AI Technical Summary
Existing steering devices suffer from false detection of grip due to the larger contact area between the driver's thighs and the rim, leading to insufficient reduction of false detection by low-density wiring areas, especially when thighs touch the rim.
The steering device is designed with a peripheral unit having specific sensor configurations, including first and second portions with detection areas positioned to minimize false detection by the driver's thighs, while reducing manufacturing costs and discomfort.
This design effectively suppresses false detection of grip by thighs, enhances grip detection reliability, and reduces manufacturing costs by optimizing sensor placement and configuration.
Smart Images
Figure 2025147495000001_ABST
Abstract
Description
[Technical Field]
[0001] The present disclosure relates to a steering device. [Background technology]
[0002] Conventionally, there exist grip sensors that detect whether a driver is gripping the steering device of a mobile object. Such grip sensors detect whether a driver is gripping the steering device by detecting a change in the capacitance of the grip sensor that occurs when the driver grips the steering device.
[0003] In the technology of Patent Document 1, a sensor unit with a lower wiring density is arranged on the steering wheel rim in a region facing the driver's knees or thighs compared to the sensor units arranged on the front and back of the rim. This makes the detection sensitivity of gripping in the region facing the driver's knees or thighs lower than the detection sensitivity of gripping in the front and back of the rim. As a result, false detection of gripping of the steering wheel caused by the driver's knees or thighs approaching the rim is suppressed. [Prior art documents] [Patent documents]
[0004] [Patent Document 1] Japanese Patent Publication No. 2020-73360 Summary of the Invention [Problem to be solved by the invention]
[0005] However, the contact area between the thighs and the rim is generally larger when the thighs touch the rim than when the hands grip the rim. Therefore, even if a low-density wiring area is provided on the rim where the thighs are likely to come into contact, the resulting change in capacitance does not differ significantly between when the hands grip the rim and when the thighs touch the rim. Therefore, the technology in Patent Document 1 cannot sufficiently reduce false detection of steering wheel gripping caused by the driver's thighs touching the corresponding part of the rim. [Means for solving the problem]
[0006] The present disclosure can be realized in the following forms.
[0007] (1) According to one aspect of the present disclosure, there is provided a steering device for indicating the direction of travel of a moving object. The steering device includes: a rotating unit provided on the moving object so as to be rotatable about a rotation axis; and a peripheral unit connected to the rotating unit and disposed farther from the rotation axis than the rotating unit. When the steering device specifies the forward direction as the direction of travel of the moving object, the peripheral unit has a first portion located below an axial plane defined by the left-right direction of the moving object and the rotation axis, and a second portion located above the axial plane. The peripheral unit includes a sensor having a detection area on its surface that can detect external contact. Of the detection area, the area included in the first portion includes one or more first-type areas located on the opposite side of a vertical plane that passes through the peripheral unit and is perpendicular to the rotation axis from a fixed portion to which the steering device is fixed on the moving object, and one or more second-type areas located on the fixed portion side of the vertical plane and facing the rotation axis. In this embodiment, the sensor does not have a detection area in a region on the surface of the first portion that is located on the side of the fixed portion to which the steering device is fixed on the movable body with respect to the vertical plane and that is located on the opposite side of the rotation axis. Therefore, compared to an embodiment in which the sensor has a detection area in that region, it is possible to suppress erroneous detection of grip of the steering device that occurs when the driver's thighs come into contact with the surrounding area. Furthermore, in the first portion, based on detection in the first type area and detection in the second type area located on both sides of the vertical plane, it is possible to detect grip of the steering device more reliably compared to an embodiment that does not have a first type area or a second type area. (2) In the steering device of the above form, the first portion may be covered with a sheet, and both ends of the sheet may be joined to each other at a portion of the surface of the first portion facing the rotation axis, and the first type area and the second type area may be arranged apart from each other in the first portion, sandwiching the portion where the sheet is joined. This configuration reduces the amount of protrusion at the area where the sheet is joined compared to a configuration in which the first-type area and the second-type area are continuously arranged including the area where the sheet is joined, which reduces the discomfort felt by the driver gripping the first area. (3) According to another aspect of the present disclosure, there is provided a steering device for indicating the direction of travel of a moving object. The steering device includes: a rotating unit provided on the moving object so as to be rotatable about a rotation axis; and a peripheral unit connected to the rotating unit and disposed farther from the rotation axis than the rotating unit. When the steering device specifies the forward direction as the direction of travel of the moving object, the peripheral unit has a first portion located below an axial plane defined by the left-right direction of the moving object and the rotation axis, and a second portion located above the axial plane. The peripheral unit includes a sensor having a detection area on a surface of the peripheral unit that can detect external contact. The area of the detection area included in the first portion is located on the side of a fixed part to which the steering device is fixed on the moving object, with respect to a vertical plane that passes through the peripheral unit and is perpendicular to the rotation axis, and is not located in an area located on the side opposite to the rotation axis. In this configuration, compared to a configuration in which the steering device is located on the side of the fixed part to which the steering device is fixed on the mobile body with respect to a vertical plane that passes through the peripheral part and is perpendicular to the rotation axis, and the detection area is provided in an area located on the opposite side of the rotation axis, it is possible to suppress erroneous detection of the steering device's grip caused by the driver's thighs coming into contact with the peripheral part. (4) In the steering device of the above-described embodiment, the area of the detection area included in the second portion may include a third type area located on the opposite side of the vertical plane from the fixed portion. By adopting such an embodiment, it is possible to detect contact of the driver with the steering device based on detection in the third type area located on the driver's side with respect to the vertical plane in the second portion. (5) In the steering device of the above-described embodiment, the area of the detection area included in the second portion may not be provided in an area located on the side of the fixed portion with respect to the vertical plane. By adopting such an embodiment, the manufacturing costs of the steering device can be reduced compared to an embodiment in which a detection area is also provided in an area of the surface of the second portion that is located on the side of the fixed portion to which the steering device is fixed on the movable body relative to the vertical plane. The present disclosure may be realized in various forms other than a steering device, such as a steering device manufacturing method, a steering device design method, a computer program for implementing the control method, or a non-transitory recording medium on which the computer program is recorded. [Brief explanation of the drawings]
[0008] [Figure 1] 1 is an explanation showing a steering device 10 as a first embodiment. [Figure 2] FIG. 1 is an explanatory diagram showing the configuration of a steering device 10. [Figure 3] FIG. 1 is an explanatory diagram showing the configuration of a steering device 10. [Figure 4] 1 is an explanatory diagram showing the cross-sectional configuration of a steering device 10, taken along a plane parallel to a YZ plane passing through a rotation axis RA. [Figure 5] 5 is an explanatory diagram showing an enlarged configuration of a cross section 110Ct of the first part 110 shown in FIG. 4. FIG. [Figure 6] 5 is an explanatory diagram showing an enlarged configuration of a cross section 120Ct of the second portion 120 shown in FIG. 4. FIG. [Figure 7] FIG. 2 is a schematic development view showing the positional relationship of detection units GS13, GS2L, and GS2R that form the detection area. [Figure 8] FIG. 2 is a schematic development view showing the positional relationship of detection units GS31, GS2L, and GS2R that form the detection area. [Figure 9] 10 is an explanation showing a steering device 10B as a second embodiment. DETAILED DESCRIPTION OF THE INVENTION
[0009] A. First embodiment: FIG. 1 is an explanatory diagram showing a steering device 10 according to a first embodiment. The steering device 10 is mounted on a vehicle MV. The steering device 10 is a device that indicates the traveling direction of the vehicle MV. More specifically, the steering device 10 is operated by a driver DR of the vehicle MV, who is seated in a driver's seat ST of the vehicle MV, to indicate the traveling direction of the vehicle MV. In FIG. 1, a vertical upward direction Du and a vertical downward direction Dd are shown. In FIG. 1, a direction Df in front of the vehicle MV and a rightward direction Dr of the vehicle MV are shown. Although not shown in FIG. 1, a leftward direction Dl is the opposite direction to the rightward direction Dr. The leftward direction Dl and the rightward direction Dr are collectively referred to as the left-right direction.
[0010] Fig. 2 is an explanatory diagram showing the configuration of the steering device 10. Fig. 2 shows the state when the steering device 10 is viewed in the positive direction of the Z axis. Fig. 2 shows the state when the steering device 10 specifies the forward direction Df as the traveling direction of the vehicle MV. The steering device 10 includes a peripheral unit 100, a rotating unit 200, and a fixed unit 900.
[0011] The fixing portion 900 is a portion where the steering device 10 is fixed in the vehicle MV (see the middle right part of FIG. 1). The driver DR grips the peripheral portion 100 from the side opposite to the fixing portion 900.
[0012] The rotating part 200 is provided on the vehicle MV so as to be rotatable about a rotation axis RA (see the middle center of FIG. 2). The rotating part 200 is rotated by the driver DR of the vehicle MV via the peripheral part 100. The direction of travel of the vehicle MV is determined by the orientation of the rotating part 200, i.e., the angular position of the rotating part 200. The rotating part 200 includes so-called spoke parts that are connected to the peripheral part 100.
[0013] The rotating part 200 includes a control unit CU (see the middle center of FIG. 2). The control unit CU is electrically connected to a grip sensor GS provided in the peripheral part 100. The control unit CU receives an electrical signal from the grip sensor GS and transmits a signal indicating whether or not the peripheral part 100 has been contacted from the outside to a control part that controls the entire vehicle MV. The grip sensor GS and the control unit CU will be described in further detail below.
[0014] The peripheral part 100 is a part that is gripped and rotated by a driver DR of the vehicle MV (see FIG. 1). The peripheral part 100 is disposed at a position farther from the rotation axis RA than the rotating part 200 (see FIG. 2). More specifically, the peripheral part 100 has an annular shape. The peripheral part 100 is also called a wheel part. The peripheral part 100 is connected to the rotating part 200 at the spoke part of the rotating part 200.
[0015] The peripheral portion 100 has a basic structure portion 101 and a sheet 102. The basic structure portion 101 determines the general shape of the peripheral portion 100 and receives external forces applied to the peripheral portion 100. The basic structure portion 101 has an annular shape with a substantially circular cross section. The sheet 102 forms the surface of the peripheral portion 100. The sheet 102 is a leather sheet. The basic structure portion 101 is covered by the sheet 102. The basic structure portion 101 and the sheet 102 will be described in further detail later.
[0016] 1 and 2 show mutually orthogonal X-, Y-, and Z-axes. The Z-axis is parallel to the rotation axis RA of the rotating unit 200. The positive direction of the X-axis coincides with the rightward direction Dr of the vehicle MV. The X-, Y-, and Z-axes form a left-handed system. To facilitate understanding of the technology, in FIG. 2, the rotation axis RA is the center, and the positive direction of the Y-axis is 12 o'clock, and the 3 o'clock, 6 o'clock, 9 o'clock, and 12 o'clock positions are shown as 3o, 6o, 9o, and 12o, respectively.
[0017] In the following description of the configuration of the steering device 10, an axial plane Pa and a vertical plane Pp, which are imaginary planes, are used. The axial plane Pa is a plane defined by the left-right directions Dl and Dr of the vehicle MV and the rotation axis RA (see the middle part of FIG. 2). The right direction Dr of the vehicle coincides with the positive direction of the X-axis. The vertical plane Pp is a plane that passes through the peripheral portion 100 and is perpendicular to the rotation axis RA (see the middle right part of FIG. 1).
[0018] The peripheral portion 100 has a first portion 110 and a second portion 120. The first portion 110 is a portion that is located below the axial plane Pa when the steering device 10 specifies the forward direction as the traveling direction of the vehicle MV (see the lower part of FIG. 2). The first portion 110 of the annular peripheral portion 100 exists within an angular range of 180 degrees from 3 o'clock to 9 o'clock about the rotation axis RA.
[0019] The second portion 120 is a portion that is above the axial plane Pa when the steering device 10 specifies the forward direction as the traveling direction of the vehicle MV (see the upper part of FIG. 2). The second portion 120 of the annular peripheral portion 100 exists within an angular range of 180 degrees from 9 o'clock to 3 o'clock about the rotation axis RA.
[0020] The peripheral part 100 includes a grip sensor GS. The grip sensor GS is a sensor that can detect external contact. Specifically, the grip sensor GS is a capacitance sensor. The grip sensor GS has a detection area DA on the surface of the peripheral part 100 that can detect external contact. The grip sensor GS includes detection units GS13, GS2L, and GS2R. The detection units GS13, GS2L, and GS2R can each detect external contact.
[0021] The detection area DA of the grip sensor GS includes first-type areas DA1L and DA1R, second-type areas DA2L and DA2R, and a third-type area DA3. The first-type areas DA1L and DA1R and the third-type area DA3 are formed by the detection unit GS13. The second-type area DA2L is formed by the detection unit GS2L. The second-type area DA2R is formed by the detection unit GS2R. The detection units GS13, GS2L, and GS2R are electrically connected to the control unit CU. The detection units GS13, GS2L, and GS2R will be described in further detail below.
[0022] FIG. 3 is an explanatory diagram showing the configuration of the steering device 10. FIG. 3 shows the steering device 10 when viewed in the negative direction of the Z axis. To facilitate understanding of the technology, in FIG. 3, 3o, 6o, 9o, and 12o shown in FIG. 2 are shown at corresponding positions. FIG. 2 and FIG. 3 are in a front-rear relationship. Therefore, the positions of 3o and 9o in FIG. 3 are reversed to the positions of 3o and 9o in FIG. 2.
[0023] Fig. 4 is an explanatory diagram showing the cross-sectional configuration of the steering device 10, taken along a plane parallel to the YZ plane passing through the rotation axis RA. Fig. 5 is an explanatory diagram showing an enlarged view of the configuration of the cross section 110Ct of the first part 110 shown in Fig. 4. To facilitate understanding of the technology, in Fig. 5, the rotation axis RA is displayed close to the cross section 110Ct of the first part 110.
[0024] Of the detection area DA, the area included in the first portion 110 is made up of first-type areas DA1L and DA1R and second-type areas DA2L and DA2R (see the lower part of FIG. 2 and the lower part of FIG. 3).
[0025] The first-type regions DA1L, DA1R are located on the opposite side of the vertical plane Pp from the fixed part 900 (see the lower part of FIG. 2, the lower left part of FIG. 4, and the upper left part of FIG. 5). When the center of the basic structure part 101 having a substantially circular cross section is taken as the center and the point on the surface of the basic structure part 101 closest to the rotation axis RA is taken as 12 o'clock, the first-type regions DA1L, DA1R exist in an angular range from approximately 7 o'clock to 12 o'clock (see the middle left part of FIG. 5).
[0026] When the steering device 10 is viewed along the positive direction of the Z axis, the first-type areas DA1L and DA1R are arranged in the visible area (see the lower part of FIG. 2 and the upper left part of FIG. 5). When the steering device 10 is viewed along the positive direction of the Z axis, the first-type area DA1L exists in an angular range from approximately 6 o'clock to 9 o'clock, centered on the rotation axis RA (see the lower left part of FIG. 2). When the steering device 10 is viewed along the positive direction of the Z axis, the first-type area DA1R exists in an angular range from approximately 3 o'clock to 6 o'clock, centered on the rotation axis RA (see the lower right part of FIG. 2).
[0027] The second-type regions DA2L, DA2R are located on the side of the fixed part 900 with respect to the vertical plane Pp, and are located on the side facing the rotation axis RA (see the lower part of Fig. 3, the lower left part of Fig. 4, and the middle right part of Fig. 5). The "side facing the rotation axis RA" of the surface of the first part 110 of the peripheral part 100 is a region formed by the points on each perpendicular line that are closest to the rotation axis RA among the points where the perpendicular lines to the rotation axis RA drawn from the rotation axis RA toward the first part 110 intersect with the surface of the first part 110 of the peripheral part 100.
[0028] When the center of the basic structure part 101 having an approximately circular cross section is taken as the center and the point on the surface of the basic structure part 101 closest to the rotation axis RA is taken as 12 o'clock, the second type areas DA2L, DA2R exist in an angular range from approximately 12 o'clock to 2:30 (see the middle right part of Figure 5).
[0029] When the steering device 10 is viewed along the negative direction of the Z axis, the second-type areas DA2L and DA2R are located in the visible area (see the lower part of FIG. 3 and the middle right part of FIG. 5). When the steering device 10 is viewed along the positive direction of the Z axis, which is the direction in which the steering device 10 is viewed in FIG. 2, the second-type area DA2L exists in an angular range from approximately 6 o'clock to 9 o'clock around the rotation axis RA (see the lower right part of FIG. 3 and the lower left part of FIG. 2). When the steering device 10 is viewed along the positive direction of the Z axis, the second-type area DA2R exists in an angular range from approximately 3 o'clock to 6 o'clock around the rotation axis RA (see the lower left part of FIG. 3 and the lower right part of FIG. 2). Note that the positions of 3o and 9o in FIG. 3 are opposite to the positions of 3o and 9o in FIG. 2.
[0030] Of the detection area DA, the area included in the first portion 110 of the peripheral part 100 is located on the side of the fixed part 900 to which the steering device 10 is fixed to the vehicle MV with respect to the vertical plane Pp, and is not provided in the area RN located on the side opposite to the rotation axis RA (see the lower part of FIG. 5). The area RN is centered at the center of the basic structure part 101 having a circular cross section, and exists in an angular range from approximately 3 o'clock to 6 o'clock when the point on the surface of the basic structure part 101 closest to the rotation axis RA is set to 12 o'clock.
[0031] With this configuration, it is possible to suppress erroneous detection of the grip of the steering device 10 caused by the thighs TH or knees of the driver DR coming into contact with the peripheral portion 100, compared to an embodiment in which the grip sensor GS has a detection area in the region RN (see the lower part of FIG. 1, the lower left part of FIG. 4, and RN of FIG. 5). This technical effect is particularly useful when the driver DR has long legs or thick thighs. This technical effect is also useful when the vehicle MV is being driven automatically and the backrest of the driver's seat ST is reclined or the driver DR has his / her legs crossed.
[0032] The grip sensor GS detects the grip of the steering device 10 in the following cases, for example: (i) when the vehicle DR maintains driving within the lane; (ii) when a lane change is performed; (iii) when a driving mode is switched from one in which the driver DR does not need to grip the steering device 10 to one in which the driver DR needs to grip the steering device 10; and (iv) when a warning is issued to the driver DR and the driver DR indicates that he or she has recognized the warning. These detections are not performed when the steering angle of the vehicle is large, for example, when the angular position of the rotating part 200 exceeds ±45 degrees. Therefore, the above effect can be achieved by providing an area RN without a detection area below the axial plane Pa when the steering device 10 specifies the forward direction Df as the traveling direction of the vehicle MV. That is, it is possible to suppress erroneous detection of the grip of the steering device 10 caused by the thighs TH or knees of the driver DR coming into contact with the peripheral part 100 (see the lower part of FIG. 1, the lower left part of FIG. 4, and the RN in FIG. 5).
[0033] Furthermore, the steering device 10 of this embodiment has the following advantages over an embodiment that does not include the first-type areas DA1L, DA1R or the second-type areas DA2L, DA2R: In other words, in the first portion 110, based on detection in the first-type areas DA1L, DA1R and detection in the second-type areas DA2L, DA2R located on both sides of the vertical plane Pp, it is possible to detect a more reliable grip of the steering device 10 (see FIGS. 5 and 1).
[0034] For the first part 110 located below the axial plane Pa, the driver DR can easily touch the back surface of the first part 110, i.e., the surface on the side of the fixing part 900, but cannot easily touch the surface facing the driver DR. For this reason, the driver DR may contact with his / her hand HD only the surface of the first part 110 on the side of the fixing part 900. However, such contact may not be sufficient to rotate the peripheral part 100 of the steering device 10. The steering device 10 of this embodiment has the above-described configuration and function, and therefore can encourage the driver DR to contact the first part 110 from both sides of the vertical plane Pp, i.e., to grasp the first part 110.
[0035] Fig. 6 is an explanatory diagram showing an enlarged view of the configuration of the cross section 120Ct of the second portion 120 shown in Fig. 4. To facilitate understanding of the technology, in Fig. 6, the rotation axis RA is displayed close to the cross section 120Ct of the second portion 120. Of the detection area DA, the area included in the second portion 120 includes a third type area DA3 (see the middle left part of Fig. 6).
[0036] The third-type area DA3 is located on the opposite side of the vertical plane Pp from the fixed part 900 (see the upper part of Fig. 2, the upper right part of Fig. 4, and the middle left part of Fig. 6). When the center of the basic structure part 101 having a substantially circular cross section is taken as the center and the point on the surface of the basic structure part 101 closest to the rotation axis RA is taken as 12 o'clock, the third-type area DA3 exists in an angular range from approximately 12 o'clock to 6 o'clock (see the middle left part of Fig. 6).
[0037] When the steering device 10 is viewed along the positive direction of the Z axis, the third-type area DA3 is located in a visible area (see the upper part of FIG. 2 and the left part of the middle part of FIG. 6). When the steering device 10 is viewed along the positive direction of the Z axis, the third-type area DA3 exists in an angular range from approximately 9 o'clock to 3 o'clock, centered on the rotation axis RA (see the upper part of FIG. 2).
[0038] By adopting such an embodiment, contact of the driver DR with the steering device 10 can be detected based on detection in the third type area DA3 located on the driver DR side of the vertical plane Pp in the second portion 120.
[0039] In the steering device 10, the area of the detection area DA that is included in the second part 120 is not provided in the area located on the side of the fixed part 900 with respect to the vertical plane Pp (see the upper part of Figure 3 and the right part of Figure 6).
[0040] By adopting such a configuration, the manufacturing costs of the steering device 10 can be reduced compared to an embodiment in which a detection area is also provided in the area of the surface of the second part 120 that is located on the side of the fixed part 900 with respect to the vertical plane Pp.
[0041] The second portion 120, which is located above the axial plane Pa, makes it easier for the driver DR to apply a rotational force to the peripheral portion 100 from the side facing the driver DR, compared to the first portion 110, which is located below the axial plane Pa (see FIG. 1). Therefore, even when the driver DR is in contact with the peripheral portion 100 only from the side facing the driver DR, the driver DR can sufficiently rotate the peripheral portion 100. Therefore, even if the second portion 120 is not held from both sides of the vertical plane Pp, the grip of the second portion 120 may be detected as being gripped by the peripheral portion 100 (see FIGS. 1 and 4).
[0042] FIG. 7 is a schematic development diagram showing the positional relationship of the detection units GS13, GS2L, and GS2R that make up the detection area DA. The detection unit GS13 makes up the first-type areas DA1L and DA1R and the third-type area DA3 of the grip sensor GS (see the upper part of FIG. 7). The detection unit GS2L makes up the second-type area DA2L of the grip sensor GS (see the lower left part of FIG. 7). The detection unit GS2R makes up the second-type area DA2R of the grip sensor GS (see the lower right part of FIG. 7). The three-dimensional positional relationship of the detection units GS13, GS2L, and GS2R will be explained below. To facilitate understanding of the technology, the following explanation will be given chronologically.
[0043] The detectors GS13, GS2L, and GS2R arranged in the state shown in Fig. 7 are curved as shown by arrow Ar1. As a result, the upper end of detector GS13 and the lower ends of detectors GS2L and GS2R in Fig. 7 face each other. The detectors GS13, GS2L, and GS2R are arranged along the surface of a virtual cylinder in three-dimensional space.
[0044] The two ends of an imaginary cylinder, on whose surface the detection units GS13, GS2L, and GS2R are arranged, are connected to form a ring. The ring is configured so that the end of the detection unit GS13 and the ends of the detection units GS2L and GS2R, which face each other, are located inside the ring.
[0045] The connecting portion of the ring is positioned at the 6 o'clock position. In FIG. 7, the center portion of the detection unit GS13 in the left-right direction is positioned at the 12 o'clock position. In FIG. 7, the portion of the detection units GS13, GS2L, and GS2R positioned at the 6 o'clock position on the ring is indicated as 6o. The portion of the detection units GS13, GS2L, and GS2R positioned at the 12 o'clock position on the ring is indicated as 12o. The portions of the detection units GS13, GS2L, and GS2R positioned at the 3 o'clock and 9 o'clock positions on the ring are indicated as 3o and 9o, respectively. To facilitate understanding of the technology, in FIG. 7, the X-axis, Y-axis, and Z-axis shown in FIGS. 1 to 3 are indicated at the 12 o'clock position of the ring when it is configured.
[0046] The detection units GS13, GS2L, and GS2R are arranged on the peripheral portion 100 in the positional relationship described above (see FIGS. 7, 2, and 3). The upper end of the detection unit GS13 in FIG. 7 and the lower ends of the detection units GS2L and GS2R face each other across a groove 101g in the peripheral portion 100 (described later) (see the center of the upper part of FIG. 5). The gap between the detection unit GS13 and the detection unit GS2L in FIG. 7 and the gap between the detection unit GS13 and the detection unit GS2R form an area RN in the first section 110 where no detection area is provided (see the lower part of FIG. 5).
[0047] The basic structure 101 of the peripheral portion 100 has a groove 101g (see the upper right part of FIG. 5). The groove 101g is provided in a portion of the annular basic structure 101 that is closest to the rotation axis RA. The groove 101g is a groove-like structure that is recessed in the surface of the basic structure 101 in a direction away from the rotation axis RA and is configured to describe a circle centered on the rotation axis RA.
[0048] A first region 110, which is a part of the peripheral portion 100, is covered with a sheet 102 (see FIG. 5). In a region of the surface of the first region 110 facing the rotation axis RA, both ends 102e, 102e of the sheet 102 are sewn together with thread Th (see the upper right part of FIG. 5).
[0049] In the first portion 110, the first-type regions DA1L and DA2L, as well as the first-type regions DA1R and DA2R, are spaced apart from each other, sandwiching the regions 102e, 102e where the sheet 102 is sewn, when viewed from the rotation axis RA (see the upper right part of FIG. 5). That is, the detectors GS13 and GS2L and GS2R are spaced apart from each other, sandwiching the regions 102e, 102e where the sheet 102 is sewn, when viewed from the rotation axis RA. The regions 102e, 102e where the sheet 102 is sewn are located within the groove portion 101g (see the upper right part of FIG. 5).
[0050] With this configuration, the grip sensor GS has the first-type regions DA1L, DA1R and the second-type regions DA2L, DA2R arranged continuously, including the area where the sheet 102 is sewn, and the following effects are obtained compared to an embodiment in which the detection unit GS13 and the detection units GS2L, GS2R are arranged without any gap between them. That is, the amount of bulge in the area where the sheet 102 is sewn can be reduced. As a result, the driver DR gripping the first portion 110 is less likely to feel uncomfortable.
[0051] FIG. 8 is a schematic development view showing the positional relationship of the detection units GS31, GS2L, and GS2R that make up the detection area DA. The grip sensor GS can also be configured to include the detection unit GS31 shown in FIG. 8 instead of the detection unit GS13. The shape of the detection unit GS31 is different from the shape of the detection unit GS13. Other aspects of the detection unit GS31 are the same as those of the detection unit GS13. The configurations and functions of the detection units GS2L and GS2R shown in FIG. 8 are as described above.
[0052] The detection unit GS31 constitutes the first-type areas DA1L and DA1R and the third-type area DA3 of the grip sensor GS (see the upper part of FIG. 8). The detection unit GS2L constitutes the second-type area DA2L of the grip sensor GS (see the center part of the lower part of FIG. 8). The detection unit GS2R constitutes the second-type area DA2R of the grip sensor GS (see the center part of the lower part of FIG. 8). The three-dimensional positional relationship between the detection units GS31, GS2L, and GS2R will be explained below. As with the explanation using FIG. 7, the following explanation will be given chronologically to make the technology easier to understand.
[0053] The detectors GS31, GS2L, and GS2R arranged in the state shown in Fig. 8 are curved as shown by arrow Ar2. As a result, the upper end of detector GS31 and the lower ends of detectors GS2L and GS2R in Fig. 8 face each other. The detectors GS31, GS2L, and GS2R are arranged along the surface of an imaginary cylinder in three-dimensional space.
[0054] The two ends of an imaginary cylinder on whose surface the detection units GS31, GS2L, and GS2R are arranged are connected to form a ring. The ring is configured so that the end of the detection unit GS13 and the ends of the detection units GS2L and GS2R, which face each other, are located inside the ring.
[0055] The connecting portion of the ring is positioned at the 12 o'clock position. In FIG. 8, the center portion of the detection unit GS31 in the left-right direction is positioned at the 6 o'clock position. In FIG. 8, the portion of the detection units GS31, GS2L, and GS2R positioned at the 6 o'clock position on the ring is indicated as 6o. The portion of the detection units GS31, GS2L, and GS2R positioned at the 12 o'clock position on the ring is indicated as 12o. The portions of the detection units GS31, GS2L, and GS2R positioned at the 3 o'clock and 9 o'clock positions on the ring are indicated as 3o and 9o, respectively. To facilitate understanding of the technology, in FIG. 8, the X-axis, Y-axis, and Z-axis shown in FIGS. 1 to 3 are indicated at the 6 o'clock position of the ring when it is configured.
[0056] By arranging the detection units GS31, GS2L, and GS2R on the peripheral portion 100 in the positional relationship described above, first-type regions DA1L and DA1R, second-type regions DA2L and DA2R, and third-type region DA3 may be realized (see FIGS. 8, 2, and 3). The upper end of the detection unit GS13 in FIG. 8 faces the lower ends of the detection units GS2L and GS2R, with the groove 101g in between (see the upper right part of FIG. 5). The gaps between the detection units GS31 and GS2L and the gaps between the detection units GS31 and GS2R in FIG. 8 constitute regions RN in the first section 110 where no detection regions are provided (see the lower part of FIG. 5).
[0057] In this embodiment, the vehicle MV is also called a “moving body.” The grip sensor GS is also called a “sensor.”
[0058] B. Second embodiment: FIG. 9 is an explanatory diagram illustrating a steering device 10B as a second embodiment. In the steering device 10B, the shape of the peripheral portion 100B and the shape of the rotating portion 200B are different from the shapes of the peripheral portion 100 and the rotating portion 200 of the steering device 10, respectively. As a result, the grip sensor GSB of the steering device 10B has one type-1 region DA1 instead of two type-1 regions DA1L and DA1R. The grip sensor GSB of the steering device 10B has one type-2 region DA2 instead of two type-2 regions DA2L and DA2R. The grip sensor GSB of the steering device 10B has two type-3 regions DA3L and DA3R instead of one type-3 region DA3. The steering device 10B is otherwise the same as the steering device 10. The cross-sectional shape of the peripheral portion 100B is different from the cross-sectional shape of the peripheral portion 100 of the first embodiment. However, to facilitate understanding of the technology, reference will be made below to FIGS. 5 and 6 of the first embodiment as necessary.
[0059] In the steering device 10B, the first-type area DA1 is located on the opposite side of the vertical plane Pp from the fixed part 900 (see the lower part of FIG. 9 and the upper left part of FIG. 5). When the steering device 10B is viewed along the positive direction of the Z axis, the first-type area DA1 is arranged in a visible area (see the lower part of FIG. 9 and the upper right part of FIG. 5). When the steering device 10B is viewed along the positive direction of the Z axis, the first-type area DA1 exists in an angular range from approximately 3 o'clock to 9 o'clock, centered on the rotation axis RA (see the lower part of FIG. 9).
[0060] In the steering device 10B, the second-type area DA2 is located on the side of the fixed part 900 with respect to the vertical plane Pp and on the side facing the rotation axis RA (see the middle right part of FIG. 5). When the steering device 10 is viewed along the positive direction of the Z axis, the second-type area DA2 exists in an angular range from approximately 3 o'clock to 9 o'clock with the rotation axis RA as the center (see the bottom part of FIG. 9).
[0061] In the steering device 10B, the type 3 areas DA3L and DA3R are located on the opposite side of the vertical plane Pp from the fixed part 900 (see the upper part of FIG. 9 and the middle left part of FIG. 6). When the steering device 10B is viewed along the positive direction of the Z axis, the type 3 areas DA3L and DA3R are arranged in a visible area (see the upper part of FIG. 9 and the middle left part of FIG. 6). When the steering device 10B is viewed along the positive direction of the Z axis, the type 3 area DA3L exists in an angular range from approximately 9 o'clock to 10:30 o'clock about the rotation axis RA (see the upper left part of FIG. 9). The type 3 area DA3R exists in an angular range from approximately 1:30 o'clock to 3 o'clock about the rotation axis RA (see the upper right part of FIG. 9).
[0062] In the steering device 10B, the detection area of the grip sensor GSB is also located on the side of the fixed part 900 to which the steering device 10B is fixed in the vehicle MV with respect to the vertical plane Pp, and is not provided in the area RN located on the opposite side from the side facing the rotation axis RA (see the lower part of Figure 5).
[0063] Even with this configuration, it is possible to suppress erroneous detection of the grip of the steering device 10B caused by the thighs TH or knees of the driver DR coming into contact with the peripheral portion 100 (see Figures 1, the lower part of Figure 9, and RN in Figure 5).
[0064] C. Other Embodiments: C1. Alternative Embodiment 1: (1) In the above embodiment, the grip sensor GS is a capacitance sensor (see FIGS. 7 and 8). However, the grip sensor GS may be another sensor, such as a piezoelectric sensor or an electrical resistance sensor. Also, in the above embodiment, the grip sensor GS is a sensor that can detect contact from the outside. However, the sensor that can detect contact from the outside may also be a sensor that can detect approach from the outside within a predetermined range.
[0065] (2) In the above embodiment, when the center of the basic structure 101 is the center and the point on the surface of the basic structure 101 closest to the rotation axis RA is set to 12 o'clock, the first-type regions DA1L and DA1R exist in an angular range from approximately 7 o'clock to 12 o'clock (see the middle left part of Figure 5). However, the first-type regions DA1L and DA1R can be set in any angular range from 6 o'clock to 12 o'clock.
[0066] (3) In the above embodiment, when the center of the basic structure 101 is the center and the point on the surface of the basic structure 101 closest to the rotation axis RA is set to 12 o'clock, the second-type regions DA2L and DA2R exist in an angular range from approximately 12 o'clock to 2:30 o'clock (see the middle left part of Figure 5). However, the second-type regions DA2L and DA2R can be set in any angular range from 12 o'clock to 3 o'clock.
[0067] (4) In the above embodiment, the grip sensor GS has five regions capable of detecting external contact: first-type regions DA1L and DA1R, second-type regions DA2L and DA2R, and third-type region DA3 (see FIGS. 2 and 3). However, the grip sensor may have two, four, or six or more detection regions. The grip sensor may have only one detection region. However, it is preferable that the region included in the first portion of the periphery is located on the side of the fixed part to which the steering device is fixed in the vehicle with respect to the vertical plane Pp, and is not provided in the region located on the side opposite to the side facing the rotation axis (see the lower part of FIG. 5).
[0068] In the above embodiment, the detection area DA has two first-type areas DA1L and DA1R. However, the detection area may have one first-type area DA1 or three or more first-type areas (see FIG. 9).
[0069] In the above embodiment, the detection area DA has two type 2 areas DA2L and DA2R. However, the detection area may have one type 2 area DA2 or three or more type 2 areas (see FIG. 9).
[0070] In the above embodiment, the detection area DA has one type 3 area DA3. However, the detection area may have two type 3 areas DA3L and DA3R, or three or more type 3 areas (see FIG. 9).
[0071] (5) In the above embodiment, the basic structure portion 101 of the peripheral portion 100 includes a groove 101g (see the upper right portion of FIG. 5). The areas 102e, 102e to which the sheet 102 is sewn are located within the groove 101g (see the upper right portion of FIG. 5). However, the steering device may also be configured without such a groove. Even in such an embodiment, it is preferable that the first-type area DA1L and the second-type area DA2L, and the first-type area DA1R and the second-type area DA2R are arranged apart from each other in the first portion 110, when viewed from the rotation axis RA, with the areas 102e, 102e to which the sheet 102 is sewn sandwiched therebetween (see the upper right portion of FIG. 5).
[0072] (6) In the above embodiment, the peripheral portion 100 is covered with a leather sheet 102. In the area of the surface of the first portion 110 facing the rotation axis RA, both ends 102e, 102e of the sheet 102 are sewn together with thread Th (see the upper right part of FIG. 5). However, the sheet covering the peripheral portion may be made of other materials, such as woven or nonwoven fabric of plant fibers or synthetic resin. Furthermore, the both ends of the sheet may be joined by other methods, such as bonding with an adhesive or welding.
[0073] (7) In the above embodiment, the steering device 10 is mounted on a vehicle MV (see FIG. 1). However, the steering device 10 may be provided on any moving body other than a vehicle, such as a ship, an airplane, a train, a spacecraft, or an artificial satellite.
[0074] C2. Alternative Embodiment 2: In the above embodiment, in the first portion 110, the first-type regions DA1L and DA2L, as well as the first-type regions DA1R and DA2R, are spaced apart from each other across the regions 102e, 102e to which the sheet 102 is sewn, when viewed from the rotation axis RA (see the upper right part of FIG. 5). However, the first-type regions and the second-type regions may be provided in contact with each other. In such an embodiment, the first-type regions and the second-type regions may be provided as an integrated region.
[0075] C3. Alternative Embodiment 3: In the above embodiment, the region of the detection area DA included in the first portion 110 of the peripheral portion 100 is located on the side of the fixed portion 900 to which the steering device 10 is fixed to the vehicle MV with respect to the vertical plane Pp, and is not provided in the region RN located on the opposite side from the side facing the rotation axis RA (see the lower part of FIG. 5). The range of the detection area DA where the region included in the first portion 110 of the peripheral portion 100 is not provided may be a wider range including the above region RN. For example, when the center of the basic structure portion 101 having a substantially circular cross section is the center and the point on the surface of the basic structure portion 101 closest to the rotation axis RA is set to 12 o'clock, the detection area may not be provided in part or all of an angular range from the 6 o'clock angular position to an angular position toward the rear of the vehicle MV as a moving body (see the lower part of FIG. 5). Note that "rear of the moving body" refers to the direction opposite to the front-forward direction Df.
[0076] C4. Alternative Embodiment 4: In the above embodiment, the detection area DA includes first-type areas DA1L and DA1R, second-type areas DA2L and DA2R, and a third-type area DA3 (see FIGS. 2 and 3). The third-type area DA3 is located on the opposite side of the vertical plane Pp from the fixed part 900 (see the upper part of FIG. 2, the upper right part of FIG. 4, and the middle left part of FIG. 6). However, the steering device may also be configured without such a third-type area.
[0077] C5. Alternative Embodiment 5: In the above embodiment, in the steering device 10, the area of the detection area DA that is included in the second portion 120 is not provided in the area located on the side of the fixed part 900 with respect to the vertical plane Pp (see the upper part of Figure 3 and the right part of Figure 6).
[0078] However, the area of the detection area DA that is included in the second portion 120 may be provided in an area that is located on the fixed part 900 side with respect to the vertical plane Pp. For example, when the point on the surface of the basic structure part 101 that is closest to the rotation axis RA is set to 12 o'clock, the third type area DA3 can be provided in any angular range, such as an angular range from 1 o'clock to 8 o'clock or an angular range from 1 o'clock to 9 o'clock.
[0079] The present disclosure is not limited to the above-described embodiments and can be realized in various configurations without departing from the spirit thereof. For example, the technical features of the embodiments corresponding to the technical features in each aspect described in the Summary of the Invention section can be appropriately replaced or combined to solve some or all of the above-described problems or achieve some or all of the above-described effects. Furthermore, if a technical feature is not described as essential in this specification, it can be appropriately deleted. [Explanation of symbols]
[0080] 10...steering device, 10B...steering device, 100...peripheral portion, 100B...peripheral portion, 101...basic structure portion, 101g...groove portion, 102...sheet, 102e...edge of sheet, 110...first portion, 110B...first portion, 110Ct...cross section of first portion, 120...second portion, 120B...second portion, 120Ct...cross section of second portion, 200...rotating portion, 200B...rotating portion, 900...fixed portion, 3o...3 o'clock position, 6o...6 o'clock position, 9o...9 o'clock position, 12o...12 o'clock position, Ar1...arrow, Ar2...arrow, CU...control unit, DA...detection area, DA1... Type 1 area, DA1L...type 1 area, DA1R...type 1 area, DA2...type 2 area, DA2L...type 2 area, DA2R...type 2 area, DA3...type 3 area, DA3L...type 3 area, DA3R...type 3 area, DR...driver, Dd...vertical downward, Df...front, Dr...right direction, Du...vertical upward, GS...grip sensor, GS13...detector, GS2L...detector, GS2R...detector, GS31...detector, GSB...grip sensor, HD...driver's hand, MV...vehicle, Pa...axial plane, Pp...vertical plane, RA...rotation axis, RN...area, ST...driver's seat, TH...thigh, Th...thread
Claims
1. A steering device that indicates the direction of travel of a moving body, a rotating part provided on the moving body so as to be rotatable about a rotation axis; a peripheral portion connected to the rotating portion, the peripheral portion being disposed at a position farther from the rotation axis than the rotating portion, the peripheral portion has a first portion located below an axial plane defined by the left-right direction of the movable body and the rotation axis when the steering device specifies a forward direction as a traveling direction of the movable body, and a second portion located above the axial plane; the peripheral portion includes a sensor having a detection area on a surface of the peripheral portion that can detect external contact, The area of the detection area included in the first portion is one or more first-type regions located on the opposite side of a vertical plane that is a plane that passes through the peripheral portion and is perpendicular to the rotation axis from a fixed portion to which the steering device is fixed on the movable body; and one or more second type regions located on the fixed part side with respect to the vertical plane and facing the rotation axis.
2. 2. The steering device according to claim 1, the first portion is covered with a sheet, Both ends of the sheet are joined to each other at a portion of the surface of the first portion that faces the rotation shaft, A steering device, wherein the first type area and the second type area are arranged apart from each other in the first portion, sandwiching a portion where the sheet is joined.
3. A steering device that indicates the direction of travel of a moving body, a rotating part provided on the moving body so as to be rotatable about a rotation axis; a peripheral portion connected to the rotating portion, the peripheral portion being disposed at a position farther from the rotation axis than the rotating portion, the peripheral portion has a first portion located below an axial plane defined by the left-right direction of the movable body and the rotation axis when the steering device specifies a forward direction as a traveling direction of the movable body, and a second portion located above the axial plane; the peripheral portion includes a sensor having a detection area on a surface of the peripheral portion that can detect external contact, The area of the detection area included in the first portion is A steering device that is located on the side of a fixed part to which the steering device is fixed on the movable body, with respect to a vertical plane that passes through the peripheral part and is perpendicular to the rotation axis, and is not provided in an area located on the side opposite to the side facing the rotation axis.
4. 4. The steering device according to claim 1 or 3, The area of the detection area included in the second portion is A steering device including a third type area located on the opposite side of the vertical plane from the fixed portion.
5. 5. The steering device according to claim 4, The area of the detection area included in the second portion is A steering device that is not provided in an area located on the side of the fixed part with respect to the vertical plane.
Citation Information
Patent Citations
Grip sensor, steering wheel, and vehicle
JP2020073360A