Steering gear

Abstract

To provide a steering device with a simplified configuration.SOLUTION: A steering device 100 includes a first steering unit 1, a second steering unit 2, a turning unit 3, and a control device 4. The first steering unit 1 includes a first lever 1B for performing a turning operation of a vehicle and a first tilt angle sensor 1C that detects a first tilt angle θ1, which is the amount of operation of the first lever 1B. A second steering unit 2 includes a second lever 2B for performing a turning operation of the vehicle and a second tilt angle sensor 2C that detects a second tilt angle θ2, which is the amount of operation of the second lever 2B. The turning unit 3 includes a turning motor 31 that generates a force for turning a turning wheel 5 of the vehicle. The control device 4 controls the turning motor according to the first tilt angle θ1 and the second tilt angle θ2. The first lever 1B and the second lever 2B are configured so as not to mechanically interlock with each other.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a steering device. [Background technology]

[0002] Conventionally, there has been a so-called steer-by-wire steering device in which power transmission between the steering wheel and the steered wheels is separated. The steering device has a steering unit having a steering wheel and a steering unit that generates a force for steering the steered wheels. The steering wheel is an operator that is operated by the driver. In recent years, various operators other than the steering wheel have been proposed, taking advantage of the fact that the steering unit and the steering unit are not mechanically connected.

[0003] For example, Patent Document 1 describes a steering device having a pair of joysticks, one on each side, as operating elements. The two joysticks are configured to be linked to each other via a steering push-pull cable wound around multiple pulleys. This allows the driver to operate the joysticks with both hands as needed, or to easily switch between the left and right hands when driving with one hand. Furthermore, the driver can always use their dominant arm when driving with one hand. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 8-34353 Summary of the Invention [Problem to be solved by the invention]

[0005] The steering device of Patent Document 1 requires an interlocking mechanism for interlocking the two joysticks. The interlocking mechanism includes multiple pulleys and steering push-pull cables. This increases the number of parts, which in turn increases product costs. Furthermore, the interlocking mechanism may impose layout restrictions on the vehicle. Therefore, it is desirable to simplify the steering device configuration. [Means for solving the problem]

[0006] A steering device that can solve the above problem includes a first steering unit having a first operator for turning the vehicle and a first sensor configured to detect a first operation amount that is the operation amount of the first operator, a second steering unit having a second operator for turning the vehicle and a second sensor configured to detect a second operation amount that is the operation amount of the second operator, a steering unit in which power transmission between the first steering unit and the second steering unit is separated and which has a motor that generates a force for steering the steered wheels of the vehicle, and a control device configured to control the motor in accordance with the first operation amount detected by the first sensor and the second operation amount detected by the second sensor. The first operator and the second operator are configured not to be mechanically linked to each other.

[0007] This configuration allows the first operator and the second operator to be operated independently of each other. Furthermore, unlike when the first operator and the second operator are mechanically linked to each other, no configuration is required to link the first operator and the second operator to each other. This reduces the number of components that make up the steering device, and ultimately simplifies the configuration of the steering device. Furthermore, it is less subject to layout constraints in the vehicle.

[0008] In the above steering device, the control device may be configured to set a final operation amount, which is the final operation amount used to control the motor, through execution of an arbitration process, which is a process for arbitrating the first operation amount and the second operation amount, and to control the motor according to the set final operation amount.

[0009] When the first operator and the second operator are configured so as not to be mechanically linked with each other, the first operator and the second operator can be operated independently of each other. Therefore, it may be preferable to arbitrate between the first operation amount, which is the operation amount of the first operator, and the second operation amount, which is the operation amount of the second operator. In this regard, according to the above configuration, a final operation amount, which is the final operation amount used to control the motor, is set through execution of an arbitration process, which is a process for arbitrating the first operation amount and the second operation amount. By executing control of the motor in accordance with the set final operation amount, the steered wheels can be steered appropriately. Therefore, it is possible to ensure operability while simplifying the configuration of the steering device.

[0010] In the above steering device, the control device may be configured to set, as the arbitration process, one of the first operation amount and the second operation amount, whichever has a larger absolute value, as the final operation amount.

[0011] The first operation amount and the second operation amount reflect the operator's intention to turn the vehicle. According to the above configuration, one of the first operation amount and the second operation amount, whichever has a larger absolute value, is set as the final operation amount. By executing control of the motor according to the set final operation amount, the steered wheels are more likely to be turned in the steering direction intended by the operator.

[0012] In the above-mentioned steering device, when the operation directions of the first operator and the second operator are different, the control device may be configured to set, as the arbitration process, the operation amount of the first operator or the second operator that is operated in a direction corresponding to the steering direction of the steered wheels immediately before determining the operation direction, as the final operation amount.

[0013] There is a concern that the vehicle operator may unintentionally operate the first operator and the second operator in different directions. According to the above configuration, when the operation directions of the first operator and the second operator are different, the operation amount of the first operator or the second operator that is operated in a direction corresponding to the steering direction of the steered wheels immediately before the steering direction is determined is set as the final operation amount. By controlling the motor according to the set final operation amount, it is possible to prevent the steered wheels from being unintentionally steered in the direction opposite to the steering direction immediately before the steering direction is determined. Therefore, it is possible to stabilize the behavior of the vehicle.

[0014] In the above steering device, the control device may be configured to set an average value of the first operation amount and the second operation amount as the final operation amount as the arbitration process.

[0015] According to this configuration, the motor is controlled taking into consideration the values ​​of both the first and second operation amounts, so that the steered wheels can be steered appropriately even if the first and second operation amounts have different values.

[0016] In the above-mentioned steering device, the control device may be configured to set the other of the first operation amount and the second operation amount as the final operation amount as the arbitration process when the value of either the first operation amount or the second operation amount is equal to or less than an operation amount threshold value set to zero or a value close to zero.

[0017] According to this configuration, when only one of the first and second operators is operated, the steered wheels are steered according to the amount of operation of the first or second operator. This allows for appropriate support for one-handed driving by the operator. One-handed driving refers to the operator operating the first or second operator with one hand.

[0018] In the above steering device, the first operator may be a first lever that can be held by the vehicle operator's right hand and that can be operated left and right relative to the vehicle's traveling direction. The second operator may be a second lever that can be held by the vehicle operator's left hand and that can be operated left and right relative to the vehicle's traveling direction. The control device may be configured to control the motor so that the operating directions of the first operator and the second operator are the same as the steering direction of the steered wheels.

[0019] With this configuration, the steered wheels are steered in the same direction as the operation of the first and second operators. Therefore, the vehicle operator simply operates the first and second operators in the direction in which he or she wants the vehicle to turn. In other words, the operator can intuitively change the direction in which the vehicle is traveling. This improves the maneuverability of the vehicle.

[0020] In the above steering device, the control device may be configured, as the arbitration process, to calculate a final operation amount that is a final operation amount used to control the motor by adding values ​​obtained by multiplying the first operation amount and the second operation amount by distribution rates that are individually set, and to control the motor using the calculated final operation amount. In this case, the control device may be configured to set the distribution rate of the second lever held by the left hand to a value larger than the distribution rate of the first lever held by the right hand when the first operation element and the second operation element are operated rightward with respect to the traveling direction of the vehicle, and to set the distribution rate of the first lever held by the right hand to a value larger than the distribution rate of the second lever held by the left hand when the first operation element and the second operation element are operated leftward with respect to the traveling direction of the vehicle.

[0021] Operating a lever toward the palm of the hand is physically easier and more accurate than operating it toward the back of the hand. With the above configuration, the allocation ratio of the operation amount of the lever operated toward the palm of the hand to the final operation amount is set to a value greater than the allocation ratio of the operation amount of the lever operated toward the back of the hand to the final operation amount. This allows the steered wheels to be more appropriately steered in the steering direction intended by the vehicle operator.

[0022] The above steering device may further include a third steering unit for turning the vehicle and a fourth steering unit for turning the vehicle. The first steering unit and the second steering unit may be provided in a driver's seat of the vehicle, and the third steering unit and the fourth steering unit may be provided in a passenger's seat of the vehicle. In this case, the control device may be configured to switch a setting state of the driver's seat of the vehicle between a first setting state and a second setting state through operation of an on-board switch. The first setting state is a setting state in which the control device enables functions of the first steering unit and the second steering unit while disabling functions of the third steering unit and the fourth steering unit. The second setting state is a setting state in which the control device disables functions of the first steering unit and the second steering unit while enabling functions of the third steering unit and the fourth steering unit.

[0023] With this configuration, the driver's seat and the passenger seat can be switched by operating a switch mounted on the vehicle. [Effects of the Invention]

[0024] According to the steering device of the present invention, the configuration can be simplified. [Brief explanation of the drawings]

[0025] [Figure 1] FIG. 1 is a configuration diagram of a first embodiment of a steering device. [Figure 2] FIG. 2 is a block diagram of a control device according to the first embodiment. [Figure 3] 4 is a flowchart showing a procedure of a calculation process of a target pinion angle executed by the control device according to the first embodiment. [Figure 4] 4 is a graph showing the relationship between the final inclination angle and the target pinion angle according to the first embodiment. [Figure 5] 10 is a flowchart showing a procedure for a calculation process of a target pinion angle executed by a control device according to a second embodiment. [Figure 6] 10 is a flowchart showing a procedure for calculating a target pinion angle executed by a control device according to a third embodiment. [Figure 7] FIG. 10 is a plan view of a vehicle interior according to another embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0026] First Embodiment A first embodiment of the steering device will be described below. <Overall structure> As shown in FIG. 1, steering device 100 is a steer-by-wire type steering device. Steering device 100 has a first steering unit 1, a second steering unit 2, a steering unit 3, and a control device 4. First steering unit 1 and second steering unit 2 are mechanical parts that are operated by the driver when changing the direction of travel of the vehicle. Steering unit 3 is a mechanical part for steering steered wheels 5 of the vehicle. Mechanical power transmission is separated between first steering unit 1 and steering unit 3, and between second steering unit 2 and steering unit 3. Control device 4 controls the operation of steering unit 3 according to the operating states of first steering unit 1 and second steering unit 2.

[0027] The first steering unit 1 has a first base 1A and a first lever 1B. The first base 1A supports the first lever 1B so that it can tilt. The first lever 1B is a first operator operated by an operator. The operator includes the driver of the vehicle. The first lever 1B can be tilted, for example, left and right relative to the traveling direction of the vehicle. The first lever 1B is provided in a position where it can be operated, for example, with the right hand, by the operator sitting in the driver's seat.

[0028] When no operating force is applied to the first lever 1B, the first lever 1B is maintained in the neutral position. The neutral position is the position of the first lever 1B that corresponds to the vehicle traveling straight ahead. When the operator turns the vehicle to the left relative to the traveling direction, the operator tilts the first lever 1B to the left from the neutral position. When the operator turns the vehicle to the right relative to the traveling direction, the operator tilts the first lever 1B to the right from the neutral position. When the operating force applied to the first lever 1B is released, the first lever 1B automatically returns to its original neutral position.

[0029] The first steering unit 1 has a first tilt angle sensor 1C. The first tilt angle sensor 1C detects a first tilt angle θ1, which is the tilt angle of the first lever 1B. The first tilt angle sensor 1C generates an electrical signal corresponding to the first tilt angle θ1. The first tilt angle θ1 is a tilt angle based on the neutral position of the first lever 1B and indicates the amount of operation of the first lever 1B. When the first lever 1B is tilted to the right relative to the neutral position, the first tilt angle θ1 has a positive value. When the first lever 1B is tilted to the left relative to the neutral position, the first tilt angle θ1 has a negative value. However, the correspondence relationship between the tilt direction of the first lever 1B and the positive / negative sign of the first tilt angle θ1 may be reversed.

[0030] The first tilt angle θ1 corresponds to a first operation amount, which is the operation amount of the first operator. The first tilt angle sensor 1C corresponds to a first sensor that detects the first operation amount. The second steering unit 2 has a configuration similar to that of the first steering unit 1. That is, the second steering unit 2 has a second base 2A, a second lever 2B, and a second inclination angle sensor 2C. The second base 2A supports the second lever 2B in a tiltable manner. The second lever 2B is a second operator operated by an operator and can be tilted, for example, left and right relative to the vehicle's traveling direction. The second lever 2B is provided in a position where it can be operated, for example, with the left hand of an operator sitting in the driver's seat. The second inclination angle sensor 2C detects a second inclination angle θ2, which is the inclination angle of the second lever 2B. The second inclination angle sensor 2C generates an electrical signal corresponding to the second inclination angle θ2. The second inclination angle θ2 is a tilt angle relative to the neutral position of the second lever 2B and indicates the amount of operation of the second lever 2B.

[0031] The second tilt angle θ2 corresponds to a second operation amount, which is the operation amount of the second operator. The second tilt angle sensor 2C corresponds to a second sensor that detects the second operation amount. The first lever 1B, which is the first operator, and the second lever 2B, which is the second operator, are not mechanically linked to each other. The first lever 1B and the second lever 2B can be operated independently of each other. In this embodiment, it is assumed that when the operator changes the direction of travel of the vehicle, the operator holds the first lever 1B with his / her right hand and the second lever 2B with his / her left hand, and operates the first lever 1B and the second lever 2B in the same direction.

[0032] The first steering unit 1 and the second steering unit 2 are connected to the control device 4 via a harness, which is, for example, an electric wire. The first inclination angle θ1 detected by the first inclination angle sensor 1C and the second inclination angle θ2 detected by the second inclination angle sensor 2C are transmitted to the control device 4 via, for example, the harness.

[0033] Incidentally, the first steering unit 1 may be configured to transmit the first tilt angle θ1 to the control device 4 via wireless communication. The second steering unit 2 may be configured to transmit the second tilt angle θ2 to the control device 4 via wireless communication. In this case, the first steering unit 1, the second steering unit 2, and the control device 4 are each provided with a communication circuit. The communication circuit includes a transmitting circuit that transmits wireless signals and a receiving circuit that receives wireless signals.

[0034] The steering unit 3 has a pinion shaft 21, a steering shaft 22, and a housing 23. The housing 23 rotatably supports the pinion shaft 21. The housing 23 also accommodates the steering shaft 22 so that it can reciprocate. The pinion shaft 21 is arranged to intersect with the steering shaft 22. Pinion teeth 21a of the pinion shaft 21 mesh with rack teeth 22a of the steering shaft 22. Tie rods 25 are connected to both ends of the steering shaft 22 via rack ends 24 made up of ball joints. The ends of the tie rods 25 are connected to knuckles (not shown) to which the steered wheels 5 are assembled.

[0035] The steering unit 3 comprises a steering motor 31, a transmission mechanism 32, and a conversion mechanism 33. The steering motor 31 is a source of the steering force applied to the steering shaft 22. The steering force is a force for steering the steered wheels 5. The steering motor 31 is, for example, a three-phase brushless motor. The transmission mechanism 32 is, for example, a belt transmission mechanism. The transmission mechanism 32 transmits the rotation of the steering motor 31 to the conversion mechanism 33. The conversion mechanism 33 is, for example, a ball screw mechanism. The conversion mechanism 33 converts the rotation transmitted via the transmission mechanism 32 into axial movement of the steering shaft 22.

[0036] The steered shaft 22 moves in the axial direction, and the steered angle θ of the steered wheels 5 wis changed. Pinion teeth 21a of pinion shaft 21 mesh with rack teeth 22a of steered shaft 22. Therefore, pinion shaft 21 rotates in conjunction with the movement of steered shaft 22. Pinion shaft 21 is a shaft that rotates in conjunction with the steering operation of steered wheels 5. The steered wheels 5 are steered left or right relative to the traveling direction of the vehicle, based on a neutral position corresponding to the straight-ahead state of the vehicle. The steering angle θ w The sign of is, for example, negative in the left steering direction with respect to the neutral position, and positive in the right steering direction.

[0037] The control device 4 controls the operation of the steering motor 31. The control device 4 has a processing circuit including any one of the following three components A1, A2, A3. A1. One or more processors that operate according to a computer program, which is software. The processor includes a CPU (Central Processing Unit) and memory.

[0038] A2. One or more dedicated hardware circuits, such as an application specific integrated circuit (ASIC), that perform at least some of the processing. The ASIC includes a CPU and memory.

[0039] A3. A hardware circuit that combines configurations A1 and A2. The memory is a computer-readable medium that stores a program that describes processes or instructions for the computer. In this embodiment, the computer is a CPU. The memory includes RAM (Random Access Memory) and ROM (Read Only Memory). The CPU executes the program stored in the memory at a predetermined calculation cycle to perform various controls.

[0040] The control device 4 receives the detection results of the sensors mounted on the vehicle. The sensors include a first tilt angle sensor 1C, a second tilt angle sensor 2C, and a rotation angle sensor 41. The rotation angle sensor 41 is provided on the steering motor 31. The rotation angle sensor 41 detects the rotation angle θ of the steering motor 31. b Control device 4 controls the operation of steering motor 31 based on the detection results of first tilt angle sensor 1C, second tilt angle sensor 2C, and rotation angle sensor 41. Control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are steered in accordance with the operating states of first steering unit 1 and second steering unit 2.

[0041] When first lever 1B and second lever 2B are in the neutral position, control device 4 controls steering motor 31 so that steered wheels 5 are maintained in the neutral steering position. The neutral steering position is the position of steered wheels 5 that corresponds to the vehicle traveling straight ahead. When first lever 1B and second lever 2B are tilted to the left with respect to the neutral position, control device 4 controls steering motor 31 so that steered wheels 5 are steered to the left with respect to the traveling direction of the vehicle. When first lever 1B and second lever 2B are tilted to the right with respect to the neutral position, control device 4 controls steering motor 31 so that steered wheels 5 are steered to the right with respect to the traveling direction of the vehicle.

[0042] When the first lever 1B and the second lever 2B are tilted left or right with respect to the neutral position, the control device 4 calculates a steering angle θ corresponding to the first tilt angle θ1 detected by the first tilt angle sensor 1C and the second tilt angle θ2 detected by the second tilt angle sensor 2C. w The steering motor 31 is controlled so that the above is realized.

[0043] <Configuration of control device 4> Next, the configuration of the control device 4 will be described. As shown in FIG. 2, the control device 4 includes a pinion angle calculation unit 61, a target pinion angle calculation unit 62, a pinion angle feedback control unit 63, and an energization control unit 64.

[0044] The pinion angle calculation unit 61 calculates the rotation angle θ of the steering motor 31 detected through the rotation angle sensor 41. b Based on this, the pinion angle θ p Calculate the pinion angle θ p is the rotation angle of pinion shaft 21. Steering motor 31 and pinion shaft 21 are linked via transmission mechanism 32, conversion mechanism 33, and steering shaft 22. Therefore, the rotation angle θ of steering motor 31 b and pinion angle θ p By utilizing this correlation, the rotation angle θ of the steering motor 31 is b From pinion angle θ p The pinion shaft 21 is engaged with the steering shaft 22. Therefore, the pinion angle θ p There is also a correlation between the pinion angle θ and the amount of movement of the steering shaft 22. p is the steering angle θ of the steered wheels 5 w The rotation angle sensor 41 is a value that reflects the pinion angle θ p It is also a sensor for detecting

[0045] The target pinion angle calculation unit 62 calculates the target pinion angle θ in accordance with the operation states of the first steering unit 1 and the second steering unit 2. p * Calculate the target pinion angle θ p * is the pinion angle θ p The target pinion angle calculation unit 62 receives the first inclination angle θ1 detected by the first inclination angle sensor 1C and the second inclination angle θ2 detected by the second inclination angle sensor 2C. The target pinion angle calculation unit 62 uses the first inclination angle θ1 and the second inclination angle θ2 to calculate the target pinion angle θ p * Calculate the target pinion angle θ p * corresponds to the target rotation angle of the shaft that rotates in conjunction with the steering operation of the steered wheels 5.

[0046] The pinion angle feedback control unit 63 receives the target pinion angle θ calculated by the target pinion angle calculation unit 62.p * , and the pinion angle θ calculated by the pinion angle calculation unit 61 p The pinion angle feedback control unit 63 receives the pinion angle θ p is the target pinion angle θ p * The pinion angle θ p Through the feedback control of the steering torque command value T p * Calculate the steering torque command value T p * is the target value of the steering force.

[0047] The power supply control unit 64 controls the steering torque command value T p * Specifically, the power supply control unit 64 supplies the steering motor 31 with electric power according to the steering torque command value T p * The current control unit 64 calculates a current command value for the steering motor 31 based on the current I generated in the power supply path through a current sensor 65 provided in the power supply path for the steering motor 31. b Detect the value of the current I b The value of is the value of the current supplied to the steering motor 31. The current control unit 64 calculates the current command value and the current I b The deviation from the value of the steering torque command value T is calculated and the power supply to the steering motor 31 is controlled so as to eliminate the deviation. p * A torque corresponding to the

[0048] <Target pinion angle calculation procedure> Next, the target pinion angle θ p * The procedure of the calculation process will be described with reference to the flowchart in Fig. 3. The process of the flowchart is executed at a predetermined calculation cycle. The first lever 1B and the second lever 2B are basically operated in the same direction.

[0049] 3, the control device 4 receives a first tilt angle θ1 detected by the first tilt angle sensor 1C and a second tilt angle θ2 detected by the second tilt angle sensor 2C (step S101). The first tilt angle θ1 is an electrical signal generated by the first tilt angle sensor 1C. The second tilt angle θ2 is an electrical signal generated by the second tilt angle sensor 2C.

[0050] Next, the control device 4 compares the absolute value of the first tilt angle θ1 with the absolute value of the second tilt angle θ2 (step S102). When the absolute value of the first tilt angle θ1 is greater than the absolute value of the second tilt angle θ2 (YES in step S102), the control device 4 sets the first tilt angle θ1 to the final tilt angle θ fin (Step S103). When the absolute value of the first tilt angle θ1 is not larger than the absolute value of the second tilt angle θ2 (NO in Step S102), the control device 4 sets the second tilt angle θ2 as the final tilt angle θ fin (Step S104). The final tilt angle θ fin is the target pinion angle θ p * The final tilt angle θ is used to calculate the fin corresponds to the final operation amount, which is the final operation amount used to control the steering motor 31.

[0051] Next, the control device 4 adjusts the final tilt angle θ set in the previous step S103 or step S104. fin Based on this, the target pinion angle θ p * (Step S105). The control device 4 calculates the target pinion angle θ p * Calculate the following.

[0052] As shown in the graph of FIG. 4, the map M1 is fin and the target pinion angle θ p * The map M1 has the following characteristics: finThe larger the absolute value of the target pinion angle θ p * The absolute value of the target pinion angle θ becomes larger. p * The absolute value of the final tilt angle θ fin However, depending on the control specifications, the target pinion angle θ p * The absolute value of the final tilt angle θ fin Alternatively, the value of the absolute value of the signal may be changed nonlinearly.

[0053] The above is the target pinion angle θ p * The calculation process is completed. The processing in steps S102 to S104 constitutes an arbitration process for arbitrating the first inclination angle θ1 and the second inclination angle θ2. The arbitration process determines a more appropriate target pinion angle θ in accordance with the operating states of the first lever 1B and the second lever 2B. p * This is processing that is executed from the viewpoint of calculating the above or from the viewpoint of steering the steered wheels 5 more appropriately.

[0054] <When the operation directions of the two levers are different> It is also possible that the first lever 1B and the second lever 2B are operated in different directions. In this case, the control device 4 may execute the following process as an arbitration process after acquiring the first tilt angle θ1 and the second tilt angle θ2 in step S101. That is, the control device 4 recognizes the operation directions of the first lever 1B and the second lever 2B based on the signs of the first tilt angle θ1 and the second tilt angle θ2 acquired in step S101.

[0055] When the signs of the first tilt angle θ1 and the second tilt angle θ2 are the same, the control device 4 determines that the operation directions of the first lever 1B and the second lever 2B are the same, and proceeds to the previous step S102.When the signs of the first tilt angle θ1 and the second tilt angle θ2 are different, the control device 4 determines that the operation directions of the first lever 1B and the second lever 2B are different.

[0056] When control device 4 determines that the operation directions of first lever 1B and second lever 2B are different, it controls steering motor 31 using the inclination angle of first lever 1B or second lever 2B that is operated in the direction corresponding to the steering direction of steered wheels 5 immediately before determining the operation direction. The inclination angle is first inclination angle θ1 or second inclination angle θ2.

[0057] The control device 4 determines whether the first tilt angle θ1 is equal to the target pinion angle θ immediately before determining the operation direction. p * If the first tilt angle θ1 has the same sign as the final tilt angle θ fin Then, the control device 4 sets the second tilt angle θ2 as the target pinion angle θ immediately before determining the operation direction. p * If the second tilt angle θ2 has the same sign as the final tilt angle θ fin The target pinion angle θ is set as θ ≠ ... p * The sign of is a value that reflects the steering direction of the steered wheels 5.

[0058] <Advantages of the First Embodiment> According to the first embodiment, the following effects can be obtained. (1-1) The first lever 1B and the second lever 2B can be operated independently of each other. That is, the first lever 1B and the second lever 2B are not mechanically connected and are configured not to interlock with each other. Therefore, unlike when the first lever 1B and the second lever 2B are mechanically interlocked with each other, a configuration for interlocking the first lever 1B and the second lever 2B is not required. Therefore, it is possible to reduce the number of parts that make up the steering device 100, and ultimately to simplify the configuration of the steering device 100. It is also possible to reduce product costs. It is also less subject to layout constraints in the vehicle.

[0059] (1-2) The first lever 1B and the second lever 2B can be operated independently of each other. For this reason, it may be preferable to arbitrate between the first tilt angle θ1, which is the operation amount of the first lever 1B, and the second tilt angle θ2, which is the operation amount of the second lever 2B. In this regard, according to this embodiment, the final tilt angle θ2, which is the final operation amount used to control the steering motor 31, is determined through the execution of arbitration processing. θfin is set. Final tilt angle to be set θfin In response to this, control of steering motor 31 is executed, thereby making it possible to appropriately steer steered wheels 5. Therefore, it is possible to ensure operability while simplifying the configuration of steering device 100.

[0060] (1-3) When the operation directions of the first lever 1B and the second lever 2B are the same, the control device 4 arbitrates between the first tilt angle θ1 and the second tilt angle θ2, whichever has a larger absolute value, as the final tilt angle θ fin The stronger the intention of the operator to turn the vehicle in a specific turning direction, the greater the amount of lever operation in the direction corresponding to the specific turning direction. fin In response to this, control of steering motor 31 is executed, making it easier for steered wheels 5 to be steered in the steering direction intended by the operator. Therefore, it is possible to ensure the maneuverability of the vehicle while simplifying the configuration of steering device 100.

[0061] (1-4) When the operation directions of the first lever 1B and the second lever 2B are different, the control device 4 may be configured to execute the following process as an arbitration process. That is, when the operation directions of the first lever 1B and the second lever 2B are different, the control device 4 determines the inclination angle of the first lever 1B or the second lever 2B that is operated in the direction corresponding to the steering direction of the steered wheels 5 immediately before determining the operation direction as the final inclination angle θ fin Therefore, the final tilt angle θ fin By controlling the steering motor 31 in response to the steering direction, it is possible to prevent the steered wheels 5 from being unintentionally steered in the direction opposite to the steering direction immediately before the steering direction was determined, thereby stabilizing the behavior of the vehicle.

[0062] Depending on product specifications, even if the operation directions of the first lever 1B and the second lever 2B are different, the control device 4 determines the final tilt angle θ as the first tilt angle θ1 or the second tilt angle θ2, whichever has a larger absolute value. fin It can be said that the greater the absolute value of the tilt angle of the lever, the stronger the intention of the operator to turn in the direction of the lever operation.

[0063] (1-5) The control device 4 controls the steering motor 31 so that the direction of operation of the first lever 1B and the second lever 2B is the same as the steering direction of the steered wheels 5. The steering direction of the steered wheels 5 is the left-right direction relative to the traveling direction of the vehicle. Therefore, the operator of the vehicle simply operates the first lever 1B and the second lever 2B in the direction in which he or she wants to turn the vehicle. In other words, the operator can intuitively change the traveling direction of the vehicle. This can improve the maneuverability of the vehicle.

[0064] (1-6) Conventionally, there are also steering devices having a single lever. A single lever is basically operated with one hand and cannot be switched to the other hand. For this reason, the operator is prone to physical fatigue. In contrast, the steering device 100 of the present embodiment has two levers. For this reason, the operator can operate the first lever 1B and the second lever 2B while holding the first lever 1B and the second lever 2B with both hands, or can operate the first lever 1B or the second lever 2B with one hand. For this reason, the operator's physical fatigue can be reduced compared to a steering device having a single lever.

[0065] <Second embodiment> Next, a second embodiment of the steering device will be described. This embodiment basically has the same configuration as the first embodiment shown in Figs. 1 and 2. Therefore, the same members and configurations as those in the first embodiment are given the same reference numerals, and detailed description thereof will be omitted. In this embodiment, the target pinion angle θ p *This embodiment differs from the first embodiment in the calculation procedure.

[0066] As shown in the flowchart of FIG. 5, the control device 4 receives the first tilt angle θ1 detected by the first tilt angle sensor 1C and the second tilt angle θ2 detected by the second tilt angle sensor 2C (step S201).

[0067] Next, the control device 4 calculates an average value θ of the first tilt angle θ1 and the second tilt angle θ2. ave The final tilt angle θ fin (Step S202). The control device 4 calculates the average value θ ave The " / " in formula (1) indicates division.

[0068] θ ave =(θ1+θ2) / 2 …(1) Next, the control device 4 adjusts the final tilt angle θ set in the previous step S202. fin Based on this, the target pinion angle θ p * (Step S203). The control device 4 calculates the target pinion angle θ using, for example, the map M1 shown in FIG. p * Calculate the following.

[0069] The above is the target pinion angle θ p * The calculation process is completed. The process of step S202 constitutes an arbitration process for arbitrating between the first tilt angle θ1 and the second tilt angle θ2.

[0070] <Advantages of the second embodiment> According to the second embodiment, in addition to the same effects as those (1-1), (1-2), (1-5), and (1-6) in the first embodiment, the following effects can be obtained.

[0071] (2-1) As an arbitration process, the control device 4 determines the average value θ of the first tilt angle θ1 and the second tilt angle θ2. ave Calculate the average value θave The final tilt angle θ fin That is, the final tilt angle θ fin , and thus the target pinion angle θ p * is calculated taking into account the values ​​of both the first inclination angle θ1 and the second inclination angle θ2. Therefore, even if the first inclination angle θ1 and the second inclination angle θ2 have different values, the steered wheels 5 can be steered appropriately.

[0072] <Third embodiment> Next, a third embodiment of the steering device will be described. This embodiment basically has the same configuration as the first embodiment shown in Figs. 1 and 2. Therefore, the same members and configurations as those in the first embodiment are given the same reference numerals, and detailed descriptions thereof will be omitted. In this embodiment, the target pinion angle θ p * This embodiment differs from the first embodiment in the calculation procedure.

[0073] As shown in the flowchart of FIG. 6, the control device 4 receives the first tilt angle θ1 detected by the first tilt angle sensor 1C and the second tilt angle θ2 detected by the second tilt angle sensor 2C (step S301).

[0074] Next, the control device 4 determines whether the absolute value of the second tilt angle θ2 is "0" or a value close to "0" (step S302). Specifically, the control device 4 determines whether the following formula (2) or (3) holds true.

[0075] │θ2│=0 …(2) │θ2│≦θ th …(3) However, "θ th " is the tilt angle threshold value, which is the criterion for determining whether the absolute value of the tilt angle is a value close to "0". th is set to a value close to "0".

[0076] When the control device 4 determines that the absolute value of the second tilt angle θ2 is "0" or a value close to "0", that is, when the above equation (2) or equation (3) holds (YES in step S302), the control device 4 proceeds to step S303.

[0077] In step S303, the control device 4 determines whether the absolute value of the first tilt angle θ1 is "0" or a value close to "0." Specifically, the control device 4 determines whether the following equation (4) or (5) holds.

[0078] │θ1│=0 …(4) │θ1│≦θ th …(5) When it is determined that the absolute value of the first tilt angle θ1 is "0" or a value close to "0", that is, when the above formula (4) or formula (5) is established (YES in step S303), the control device 4 determines whether the final tilt angle θ fin The value is set to "0" (step S304).

[0079] When it is determined that the absolute value of the first tilt angle θ1 is not "0" or a value close to "0", that is, when the above formula (4) or formula (5) does not hold (NO in step S303), the control device 4 changes the first tilt angle θ1 to the final tilt angle θ fin (step S305).

[0080] Furthermore, when the control device 4 determines in the previous step S302 that the absolute value of the second tilt angle θ2 is not "0" or a value close to "0", that is, when the previous equation (2) or equation (3) does not hold (NO in step S302), the control device 4 proceeds to step S306.

[0081] In step S306, the control device 4 determines whether the absolute value of the first tilt angle θ1 is "0" or a value close to "0." Specifically, the control device 4 determines whether the above-mentioned formula (4) or formula (5) is established.

[0082] When it is determined that the absolute value of the first tilt angle θ1 is "0" or a value close to "0", that is, when the above formula (4) or formula (5) is established (YES in step S306), the control device 4 sets the second tilt angle θ2 to the final tilt angle θ fin (step S307).

[0083] When it is determined that the absolute value of the first tilt angle θ1 is not "0" or a value close to "0", that is, when the above formula (4) or formula (5) does not hold (NO in step S306), the control device 4 calculates the average value θ of the first tilt angle θ1 and the second tilt angle θ2. ave The final tilt angle θ fin (Step S308). The control device 4 uses, for example, the above-mentioned formula (1) to calculate the average value θ ave Calculate the following.

[0084] The control device 4 determines the final tilt angle θ set in the previous step S304, step S305, step S307, or step S308. fin Based on this, the target pinion angle θ p * (Step S309). The control device 4 calculates the target pinion angle θ using the map M1 shown in FIG. p * Calculate the following.

[0085] The above is the target pinion angle θ p * The calculation process is completed. The processes in steps S302 to S308 constitute an arbitration process for arbitrating between the first tilt angle θ1 and the second tilt angle θ2.

[0086] <Advantages of the third embodiment> According to the third embodiment, in addition to the same effects as those (1-1), (1-2), (1-5), and (1-6) in the first embodiment, the following effects can be obtained.

[0087] (3-1) When the value of either the first tilt angle θ1 or the second tilt angle θ2 is “0” or a value close to “0”, the control device 4 sets the value of the other of the first tilt angle θ1 or the second tilt angle θ2 to the final tilt angle θ fin In other words, when only one of the first lever 1B and the second lever 2B is operated, the steered wheels 5 are steered according to the amount of operation of the first lever 1B or the second lever 2B that is being operated. This allows the system to appropriately accommodate one-handed driving by the operator. One-handed driving refers to the operator operating the first lever 1B or the second lever 2B with one hand.

[0088] (3-2) When the values ​​of both the first tilt angle θ1 and the second tilt angle θ2 are not "0" or a value close to "0", the control device 4 performs arbitration processing by determining the average value θ of the first tilt angle θ1 and the second tilt angle θ2. ave The final tilt angle θ fin That is, the final tilt angle θ fin , and thus the target pinion angle θ p * is calculated taking into account the values ​​of both the first inclination angle θ1 and the second inclination angle θ2. Therefore, even if the first inclination angle θ1 and the second inclination angle θ2 have different values, the steered wheels 5 can be steered appropriately.

[0089] <Other embodiments> Each embodiment may be modified as follows. In the second and third embodiments, the control device 4 arbitrates between the first tilt angle θ1 and the second tilt angle θ2 by calculating the average value θ ave The final tilt angle θ fin However, the following processing may be executed: In other words, in the previous step S202 or step S308, the control device 4 sets the final tilt angle θ in accordance with the turning direction of the vehicle, i.e., the operation direction of the first lever 1B and the second lever 2B. finThe proportions of the first tilt angle θ1 and the second tilt angle θ2 in the total angle are made different. Based on the signs of the first tilt angle θ1 and the second tilt angle θ2, the control device 4 can determine the operation direction of the first lever 1B and the second lever 2B, and ultimately the turning direction of the vehicle.

[0090] For example, when the vehicle turns right, the proportion of the second inclination angle θ2, which is the inclination angle of the second lever 2B held in the left hand, is made larger than the proportion of the first inclination angle θ1, which is the inclination angle of the first lever 1B held in the right hand. Also, when the vehicle turns left, the proportion of the first inclination angle θ1, which is the inclination angle of the first lever 1B held in the right hand, is made larger than the proportion of the second inclination angle θ2, which is the inclination angle of the second lever 2B held in the left hand. This is because operating a lever toward the palm of the hand is physically easier and more accurate than operating it toward the back of the hand.

[0091] When the vehicle is turning right, the control device 4 calculates the final tilt angle θ using the following equation (6) in the previous step S202 or step S308. fin The symbol "·" in equation (6) indicates multiplication.

[0092] θ fin =θ1·R1+θ2·(1-R1) …(6) Here, "R1" is the allocation ratio of the first tilt angle θ1 when the vehicle turns right. The allocation ratio R1 is set in increments of, for example, "0.1" within the range of "0" to "1." "1-R1" is the allocation ratio of the second tilt angle θ2 when the vehicle turns right.

[0093] When the vehicle is turning right, the allocation ratio R1 of the first tilt angle θ1 is, for example, a value that satisfies the following equation (7). 0≦R1<0.5 …(7) The allocation ratio R1 of the first tilt angle θ1 is a value that is set in advance according to product specifications, etc. Once the value of the allocation ratio R1 of the first tilt angle θ1 is determined, the value of the allocation ratio "1-R1" of the second tilt angle θ2 is also determined. For example, when the value of the allocation ratio R1 of the first tilt angle θ1 is "0.4," the value of the allocation ratio "1-R1" of the second tilt angle θ2 is "0.6."

[0094] When the vehicle is turning left, the control device 4 calculates the final tilt angle θ using the following equation (8) in the previous step S202 or step S308. fin The symbol "·" in equation (8) indicates multiplication.

[0095] θ fin =θ1·R2+θ2·(1-R2) …(8) Here, "R2" is the allocation ratio of the first tilt angle θ1 when the vehicle turns left. The allocation ratio R2 is set in increments of, for example, 0.1 within the range of "0" to "1." "1-R2" is the allocation ratio of the second tilt angle θ2 when the vehicle turns left.

[0096] When the vehicle is turning left, the allocation ratio R2 of the first tilt angle θ1 is, for example, a value that satisfies the following equation (9). 0.5 <R2≦1.0 …(9) The allocation ratio R2 of the first tilt angle θ1 is a value that is set in advance according to product specifications, etc. Once the value of the allocation ratio R2 of the first tilt angle θ1 is determined, the value of the allocation ratio "1-R2" of the second tilt angle θ2 is also determined. For example, when the value of the allocation ratio R2 of the first tilt angle θ1 is "0.6," the value of the allocation ratio "1-R2" of the second tilt angle θ2 is "0.4."

[0097] In this way, the final tilt angle θ of the lever operated toward the palm fin The distribution ratio of the lever angle to the back of the hand is the final tilt angle θ fin Therefore, the steered wheels can be more appropriately steered in the steering direction intended by the vehicle operator.

[0098] In the first to third embodiments, the map M1 shown in FIG. 4 fin The target pinion angle θ p * For example, the absolute value of the final tilt angle θ finThe greater the absolute value of fin Target pinion angle θ for the absolute value of p * The map M1 may be set so that the gradient, which is the rate of change of the absolute value of the final inclination angle θ fin The greater the absolute value of fin Target pinion angle θ for the absolute value of p * The map M1 may be set so that the gradient, which is the rate of change of the absolute value of , gradually increases.

[0099] In the first to third embodiments, the operation direction of the first lever 1B and the second lever 2B does not have to be the left-right direction perpendicular to the traveling direction of the vehicle. The operation direction of the first lever 1B and the second lever 2B may be a direction that intersects obliquely with the traveling direction of the vehicle. Furthermore, the operation direction of the first lever 1B and the second lever 2B may be the front-rear direction with respect to the traveling direction of the vehicle. In this case, the operation direction of the first lever 1B and the second lever 2B may be related to the steering direction of the steered wheels 5 as follows:

[0100] For example, when the first lever 1B held by the right hand is tilted forward from the neutral position, the control device 4 steers the steered wheels 5 to the left in the direction of travel of the vehicle. When the first lever 1B is tilted backward from the neutral position, the control device 4 steers the steered wheels 5 to the right in the direction of travel of the vehicle. When the second lever 2B held by the left hand is tilted forward from the neutral position, the control device 4 steers the steered wheels 5 to the right in the direction of travel of the vehicle. When the second lever 2B is tilted backward from the neutral position, the control device 4 steers the steered wheels 5 to the left in the direction of travel of the vehicle.

[0101] In the first to third embodiments, two steering units may be provided not only at the driver's seat but also at the passenger seat. As shown in FIG. 7 , the steering device 100 has a third steering unit 11 and a fourth steering unit 12 in addition to the first steering unit 1 and the second steering unit 2. The third steering unit 11 and the fourth steering unit 12 each have the same configuration as the first steering unit 1. That is, although not shown in the figures, the third steering unit 11 has a third base, a third lever, and a third tilt angle sensor. The third lever is a third operator operated by an operator. The third lever is provided in a position where it can be operated by, for example, the right hand of an operator sitting in the passenger seat. The fourth steering unit 12 has a fourth base, a fourth lever, and a fourth tilt angle sensor. The fourth lever is a fourth operator operated by an operator. The fourth lever is provided in a position where it can be operated by an operator sitting in the passenger seat, for example, with the left hand.

[0102] In this case, the driver's seat and the passenger seat may be switched by operating an in-vehicle switch (SW) 13. That is, the control device 4 switches the setting state of the driver's seat between a first setting state and a second setting state based on an electrical signal generated by the switch 13. The first setting state is a setting state in which the control device 4 enables the functions of the first steering unit 1 and the second steering unit 2 while disabling the functions of the third steering unit and the fourth steering unit. The second setting state is a setting state in which the control device 4 disables the functions of the first steering unit 1 and the second steering unit 2 while enabling the functions of the third steering unit and the fourth steering unit. In this way, the driver's seat and the passenger seat can be switched by operating the switch 13.

[0103] In the first to third embodiments, a first dial and a second dial may be used as the operators of the first steering unit 1 and the second steering unit 2, instead of the first lever 1B and the second lever 2B. The dials can be rotated clockwise or counterclockwise with a neutral position as a reference. When turning the vehicle to the right relative to the traveling direction, the dial is rotated clockwise. When turning the vehicle to the left relative to the traveling direction, the dial is rotated counterclockwise. In this case, a rotation angle sensor is provided in the first steering unit 1 and the second steering unit 2. The rotation angle sensor detects the rotation angle of the dial. The control device 4 calculates the target pinion angle θ according to the detection result of the rotation angle sensor. p * For example, as the rotation angle based on the neutral position of the dial increases, the target pinion angle θ p * The absolute value of increases.

[0104] In the first to third embodiments, a first slider and a second slider may be used as the operators of the first steering unit 1 and the second steering unit 2 instead of the first lever 1B and the second lever 2B. The sliders can be slid, for example, left and right relative to the traveling direction of the vehicle, with a neutral position as a reference. When turning the vehicle to the right relative to the traveling direction, the slider is slid to the right. When turning the vehicle to the left relative to the traveling direction, the slider is slid to the left. In this case, the first steering unit 1 and the second steering unit 2 are provided with displacement sensors. The displacement sensors detect the amount of displacement of the sliders relative to the neutral position. The control device 4 calculates the target pinion angle θ according to the detection result of the displacement sensors. p * For example, as the displacement amount of the slider relative to the neutral position increases, the target pinion angle θ p * The absolute value of increases.

[0105] In the first to third embodiments, the steering device 100 may have a steering wheel as one of the operating elements. When the first steering unit 1, the second steering unit 2, and the steering wheel coexist, the operating element to be used is switched between the first steering unit 1 and the second steering unit 2 and the steering wheel by operating a switch provided in the driver's seat, for example. In this case, the steering device 100 may have a reaction force mechanism that applies a steering reaction force to the steering wheel.

[0106] In the first to third embodiments, the steering unit 3 may be a so-called left-right independent steering unit that steers the left and right steerable wheels 5 independently. In this case, the steering unit 3 has a first steering motor, a first transmission mechanism, and a first conversion mechanism corresponding to the left steerable wheel 5. The steering unit 3 also has a second steering motor, a second transmission mechanism, and a second conversion mechanism corresponding to the right steerable wheel 5. The control device 4 steers the left and right steerable wheels 5 independently through control of the first and second steering motors. In this case, the control device 4 may steer the right steerable wheel 5 in response to operation of a first lever 1B held with the right hand, and may steer the left steerable wheel 5 in response to operation of a second lever 2B held with the left hand. [Explanation of symbols]

[0107] 1...First steering unit 1B...First lever (first operator) 1C...First tilt angle sensor (first sensor) 2...Second steering unit 2B...Second lever (second operator) 2C: Second tilt angle sensor (second sensor) 3...Steering unit 4...Control device 5...Steering wheel 11...Third steering unit 12...Fourth steering unit 13...Switch 31...Steering motor (motor) 100...Steering gear

Claims

1. a first steering unit having a first operator for performing a turning operation of the vehicle and a first sensor configured to detect a first operation amount that is an operation amount of the first operator; a second steering unit including a second operator for performing a turning operation of the vehicle and a second sensor configured to detect a second operation amount that is an operation amount of the second operator; a steering unit in which power transmission between the first steering unit and the second steering unit is separated, the steering unit having a motor that generates a force for steering steered wheels of a vehicle; a control device configured to control the motor in accordance with the first operation amount detected through the first sensor and the second operation amount detected through the second sensor, the first operator and the second operator are configured not to be mechanically linked with each other, the control device is configured to set a final manipulated variable that is a final manipulated variable used to control the motor through execution of an arbitration process that is a process for arbitrating the first manipulated variable and the second manipulated variable, and to control the motor in accordance with the set final manipulated variable; The steering device is configured such that, as the arbitration process, the control device sets one of the first operation amount and the second operation amount, which has a larger absolute value, as the final operation amount.

2. a first steering unit having a first operator for performing a turning operation of the vehicle and a first sensor configured to detect a first operation amount that is an operation amount of the first operator; a second steering unit including a second operator for performing a turning operation of the vehicle and a second sensor configured to detect a second operation amount that is an operation amount of the second operator; a steering unit in which power transmission between the first steering unit and the second steering unit is separated, the steering unit having a motor that generates a force for steering steered wheels of a vehicle; a control device configured to control the motor in accordance with the first operation amount detected through the first sensor and the second operation amount detected through the second sensor, the first operator and the second operator are configured not to be mechanically linked with each other, the control device is configured to set a final manipulated variable that is a final manipulated variable used to control the motor through execution of an arbitration process that is a process for arbitrating the first manipulated variable and the second manipulated variable, and to control the motor in accordance with the set final manipulated variable; a steering device configured such that, when the operation directions of the first operator and the second operator are different, the control device sets, as the arbitration process, the operation amount of the first operator or the second operator that is being operated in a direction corresponding to the steering direction of the steered wheels immediately before determining the operation direction, as the final operation amount.

3. a first steering unit having a first operator for performing a turning operation of the vehicle and a first sensor configured to detect a first operation amount that is an operation amount of the first operator; a second steering unit including a second operator for performing a turning operation of the vehicle and a second sensor configured to detect a second operation amount that is an operation amount of the second operator; a steering unit in which power transmission between the first steering unit and the second steering unit is separated, the steering unit having a motor that generates a force for steering steered wheels of a vehicle; a control device configured to control the motor in accordance with the first operation amount detected through the first sensor and the second operation amount detected through the second sensor, the first operator and the second operator are configured not to be mechanically linked with each other, the control device is configured to set a final manipulated variable that is a final manipulated variable used to control the motor through execution of an arbitration process that is a process for arbitrating the first manipulated variable and the second manipulated variable, and to control the motor in accordance with the set final manipulated variable; The steering device is configured such that, as the arbitration process, the control device sets an average value of the first operation amount and the second operation amount as the final operation amount.

4. a first steering unit having a first operator for performing a turning operation of the vehicle and a first sensor configured to detect a first operation amount that is an operation amount of the first operator; a second steering unit including a second operator for performing a turning operation of the vehicle and a second sensor configured to detect a second operation amount that is an operation amount of the second operator; a steering unit in which power transmission between the first steering unit and the second steering unit is separated, the steering unit having a motor that generates a force for steering steered wheels of a vehicle; a control device configured to control the motor in accordance with the first operation amount detected through the first sensor and the second operation amount detected through the second sensor, the first operator and the second operator are configured not to be mechanically linked with each other, the control device is configured to set a final manipulated variable that is a final manipulated variable used to control the motor through execution of an arbitration process that is a process for arbitrating the first manipulated variable and the second manipulated variable, and to control the motor in accordance with the set final manipulated variable; the control device is configured to set one of the first manipulated variable and the second manipulated variable as the final manipulated variable in the arbitration process; Furthermore, when the value of either the first operation amount or the second operation amount is equal to or less than an operation amount threshold value that is set to a value close to zero, the arbitration process is configured to set the other of the first operation amount or the second operation amount as the final operation amount.

5. a first steering unit having a first operator for performing a turning operation of the vehicle and a first sensor configured to detect a first operation amount that is an operation amount of the first operator; a second steering unit including a second operator for performing a turning operation of the vehicle and a second sensor configured to detect a second operation amount that is an operation amount of the second operator; a steering unit in which power transmission between the first steering unit and the second steering unit is separated, the steering unit having a motor that generates a force for steering steered wheels of a vehicle; a control device configured to control the motor in accordance with the first operation amount detected through the first sensor and the second operation amount detected through the second sensor, the first operator and the second operator are configured not to be mechanically linked with each other, the control device is configured to set a final manipulated variable that is a final manipulated variable used to control the motor through execution of an arbitration process that is a process for arbitrating the first manipulated variable and the second manipulated variable, and to control the motor in accordance with the set final manipulated variable; the first operating element is a first lever that can be held by the vehicle operator with the right hand and that can be operated in left and right directions relative to the traveling direction of the vehicle, the second operating element is a second lever that can be held by the vehicle operator with the left hand and that can be operated in the left and right directions relative to the traveling direction of the vehicle, the control device is configured to control the motor so that the operation directions of the first operator and the second operator are the same as the steering direction of the steered wheels, the control device is configured to, as the arbitration processing, calculate a final manipulated variable that is a final manipulated variable used to control the motor by adding values ​​obtained by multiplying the first manipulated variable and the second manipulated variable by allocation rates that are individually set, and control the motor using the calculated final manipulated variable; When the first operating element and the second operating element are operated to the right with respect to the traveling direction of the vehicle, the control device sets the distribution ratio of the second lever held by the left hand to a value greater than the distribution ratio of the first lever held by the right hand, A steering device configured to set the distribution ratio of the first lever held by the right hand to a value greater than the distribution ratio of the second lever held by the left hand when the first operator and the second operator are operated to the left with respect to the vehicle's direction of travel.

6. 2. The steering device according to claim 1, wherein, when the operation directions of the first operator and the second operator are different, the control device is configured to set, as the arbitration process, the operation amount of the first operator or the second operator that is operated in a direction corresponding to the steering direction of the steered wheels immediately before determining the operation direction, as the final operation amount.

7. 4. The steering device according to claim 3, wherein, when a value of either the first operation amount or the second operation amount is equal to or less than an operation amount threshold value that is set to zero or a value close to zero, the control device is configured to set, as the arbitration process, the other of the first operation amount or the second operation amount as the final operation amount.

8. a third steering unit for performing a turning maneuver of the vehicle; a fourth steering unit for performing a turning operation of the vehicle, the first steering unit and the second steering unit are provided at a driver's seat of a vehicle, the third steering unit and the fourth steering unit are provided in a passenger seat of a vehicle, the control device is configured to switch a setting state of a driver's seat of the vehicle between a first setting state and a second setting state through operation of an on-board switch; the first setting state is a setting state in which the control device enables functions of the first steering unit and the second steering unit while disabling functions of the third steering unit and the fourth steering unit, The second setting state is a setting state in which the control device disables the functions of the first steering unit and the second steering unit while enabling the functions of the third steering unit and the fourth steering unit. A steering device according to any one of claims 1 to 7.

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