Steering unit

Abstract

To provide a steering unit having a new constitution.SOLUTION: A steering unit 2 has a housing 2A which is configured to change an operation position by the hand of an operator, and a detection part which is provided on the housing 2A and is configured to detect the operation of the operator. The detection part has a first switch 2B operated when a vehicle is turned to left relative to a traveling direction, and a second switch 2C operated when the vehicle is turned to right relative to the traveling direction. The first switch 2B is positioned in a left region with a center of a front face of the housing 2A facing the operator side as a reference, when being viewed from the operator gripping the housing 2A. The second switch 2C positioned in a right region with the center of the front face of the housing 2A facing the operator side as a reference, when being viewed from the operator gripping the housing 2A.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a steering unit. [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 operating end device that is operated by an operator. In recent years, various operating end devices 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. Also, it is being considered to provide an operating end device with functions other than steering. For example, Patent Document 1 describes providing a steering wheel with a manually operated switch for starting emergency acceleration. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2002-159101 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, customer demands for steering units have become increasingly diverse based on vehicle specifications, etc. In order to meet these demands, extensive research and development has been conducted on the configuration of steering units. Steering units with novel configurations are required. [Means for solving the problem]

[0005] A steering unit that can solve the above problem is a steering unit that is operated to adjust the direction of travel of a vehicle, and in which power transmission between the steering unit and the steered wheels of the vehicle is separated. The steering unit has a housing that an operator can hold in his / her hand and that is configured to change the operating position, and a detection unit that is provided in the housing and that is configured to detect the operation of the operator.

[0006] According to this configuration, an operator can pick up the steering unit and operate it at any position. In this way, a steering unit having a novel configuration is obtained. In the above steering unit, the detection unit may have a first switch that is operated when turning the vehicle left with respect to the traveling direction, and a second switch that is operated when turning the vehicle right with respect to the traveling direction. The first switch may be located in a left area relative to the center of the front surface of the housing facing the operator, as viewed from the operator holding the housing. The second switch may be located in a right area relative to the center of the front surface of the housing facing the operator, as viewed from the operator holding the housing.

[0007] With this configuration, the position of each switch corresponds to the vehicle's turning direction, allowing the operator to intuitively steer the vehicle, and improving vehicle maneuverability. In the above steering unit, the first switch may be provided at a position operable by the thumb or index finger of the operator's left hand holding the housing. Also, in the above steering unit, the second switch may be provided at a position operable by the thumb or index finger of the operator's right hand holding the housing.

[0008] With this configuration, the operator can easily operate the first switch and the second switch using the thumbs or index fingers of both hands, even while holding the steering unit.

[0009] In the above steering unit, the detection unit may have a third switch that is operated when turning the vehicle left with respect to the traveling direction, and a fourth switch that is operated when turning the vehicle right with respect to the traveling direction. The third switch may be located in a left area with respect to the center of the front surface of the housing facing the operator, as viewed from the operator holding the housing. The fourth switch may be located in a right area with respect to the center of the front surface of the housing facing the operator, as viewed from the operator holding the housing. Different steering angular speeds may be assigned to the first switch and the third switch, and the second switch and the fourth switch.

[0010] According to this configuration, the steering direction of the steered wheels 5 and the steering angular velocity of the steered wheels 5 can be selectively set by operating each switch. In the above steering unit, the detection section may further include a fifth switch that is operated when the steering speed of the steered wheels is to be decreased, and a sixth switch that is operated when the steering speed of the steered wheels is to be increased.

[0011] According to this configuration, the turning angular velocity of the steered wheels can be adjusted by operating the fifth switch and the sixth switch. In the above steering unit, the detection section may further include a seventh switch that is operated when the steering speed of the steered wheels is to be changed.

[0012] According to this configuration, the turning angular velocity of the steered wheels can be changed by operating the seventh switch. In the above steering unit, the first switch and the second switch may be mechanical switches that are turned on and off by applying an external force, or electrical switches that are turned on and off through a touch operation.

[0013] According to this configuration, the vehicle can be steered by operating a mechanical switch or an electrical switch. In the above steering unit, the detection unit may include a first contact that is turned on when the vehicle is turned left with respect to the traveling direction, a second contact that is turned on when the vehicle is turned right with respect to the traveling direction, and a cover that covers the first contact and the second contact, the cover having a first end corresponding to the first contact and a second end corresponding to the second contact. The cover may be pivotable about a support shaft set between the first end and the second end. The cover may have, as operating positions, a first operating position where the first contact is turned on and the second contact is turned off, a second operating position where the first contact is turned off and the second contact is turned on, and a third operating position where both the first contact and the second contact are turned off.

[0014] According to this configuration, the vehicle can be steered by turning on the first contact and the second contact via the cover. In the steering unit, the detection unit may have a first switch that is operated when turning the vehicle left with respect to the traveling direction, and a second switch that is operated when turning the vehicle right with respect to the traveling direction. The first switch may be located to the left of the second switch as seen from the operator holding the housing.

[0015] With this configuration, the position of each switch corresponds to the vehicle's turning direction, allowing the operator to intuitively steer the vehicle, and improving vehicle maneuverability. In the above steering unit, the detection section may have a switch for adjusting the turning angular velocity of the steered wheels.

[0016] According to this configuration, the steering angular speed of the steered wheels can be adjusted by operating the switch. In the steering unit, the detection unit may include a sensor that detects a change in attitude of the housing relative to a reference attitude, and the sensor may be configured to detect a first change in attitude associated with an operation to turn the vehicle left relative to the traveling direction, and a second change in attitude associated with an operation to turn the vehicle right relative to the traveling direction.

[0017] According to this configuration, the vehicle can be steered by changing the attitude of the housing. In the steering unit, the first attitude change may be a tilt of the housing to the left relative to the reference attitude as seen by the operator, and the second attitude change may be a tilt of the housing to the right relative to the reference attitude as seen by the operator.

[0018] With this configuration, the vehicle can be steered by tilting the housing left or right. In the steering unit, the detection unit may further include a touch-operable display device, and the display device may be configured to display a virtual switch for adjusting the turning angular velocity of the steered wheels.

[0019] According to this configuration, the steering angular velocity of the steered wheels can be adjusted by touching the virtual switch. In the above steering unit, the display device may be configured to display a sign indicating the steering direction of the steered wheels or the steering angle of the steered wheels.

[0020] According to this configuration, the operator can recognize the turning state of the vehicle or the steering state of the steered wheels by visually checking the sign displayed on the display device. In the above steering unit, information regarding the operation of the operator detected by the detection section may be transmitted to a control device of the vehicle by wire or wirelessly.

[0021] According to this configuration, information about the operation of the operator detected by the detection unit can be transmitted to the control device of the vehicle via wire or wirelessly. [Effects of the Invention]

[0022] According to the present invention, a steering unit having a novel configuration can be obtained. [Brief explanation of the drawings]

[0023] [Figure 1] 1 is a configuration diagram of a steering device in which a first embodiment of a steering unit is mounted. [Figure 2] FIG. 2 is a block diagram of a control device according to the first embodiment. [Figure 3] FIG. 4 is a front view of a steering unit according to a second embodiment. [Figure 4] FIG. 10 is a front view of a steering unit according to a third embodiment. [Figure 5] FIG. 10 is a front view of a steering unit according to a fourth embodiment. [Figure 6] FIG. 10 is a front view of a steering unit according to a fifth embodiment. [Figure 7] FIG. 13 is a front view of a steering unit according to a sixth embodiment. [Figure 8] FIG. 13 is a block diagram of a steering unit according to a seventh embodiment. [Figure 9] 13(a) and 13(b) are front views of a steering unit according to a seventh embodiment. [Figure 10] 13(a) and 13(b) are front views of a steering unit according to a modified example of the seventh embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0024] First Embodiment A first embodiment of the steering unit will be described below. <Overall structure> As shown in FIG. 1, the steering device 1 is a steer-by-wire type steering device. The steering device 1 has a steering unit 2, a turning unit 3, and a control device 4. The steering unit 2 is a mechanical part that is operated by an operator when changing the direction of travel of the vehicle. The operator includes the driver of the vehicle. The turning unit 3 is a mechanical part for steering the steered wheels 5 of the vehicle. Mechanical power transmission between the steering unit 2 and the turning unit 3 is separated. The control device 4 controls the operation of the turning unit 3 according to the operating state of the steering unit 2.

[0025] The steering unit 2 is, for example, sized so that an operator can hold it with both hands. The steering unit 2 has a housing 2A, a first switch 2B, and a second switch 2C. The housing 2A is rectangular parallelepiped-shaped. The first switch 2B and the second switch 2C are, for example, automatic reset push button switches and are provided in the housing 2A. The push button switch is an electrical component that mechanically switches an electrical signal in response to an external force. The push button switch has a push button and contacts. The push button switch maintains an ON state in which the contacts are closed only while pressure is applied to the push button. When the pressure applied to the push button is released, the push button automatically returns to its original position, opening the contacts. When no pressure is applied to the push button, the push button switch maintains an OFF state in which the contacts are open.

[0026] The first switch 2B and the second switch 2C are aligned in the left-right direction when viewed from the front of the housing 2A. The front of the housing 2A is the side of the housing 2A that faces the operator when the operator holds the steering unit 2. The left-right direction is the direction of the long sides of the housing 2A.

[0027] The first switch 2B is provided in an area to the left of a center line that is a straight line that passes through the center of the front surface of the housing 2A and extends in the direction of the short side of the housing 2A. More specifically, the first switch 2B is provided in a position where an operator can operate the first switch 2B with the thumb of the left hand while holding the first end (the left end in FIG. 1) of the housing 2A in the direction of the long side and the second end (the right end in FIG. 1) of the housing 2A in the direction of the long side.

[0028] The second switch 2C is provided in an area to the right of the center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the direction of the short side of the housing 2A. More specifically, the second switch 2C is provided in a position where an operator can operate the second switch 2C with the thumb of the right hand while holding the first end of the housing 2A in the direction of the long side and the second end of the housing 2A in the direction of the long side.

[0029] The push button of the first switch 2B and the push button of the second switch 2C are provided so as to be exposed on the surface of the housing 2A. The first switch 2B is operated when turning the vehicle left relative to the direction of travel. The first switch 2B generates a first electrical signal S1. The first electrical signal S1 is an electrical signal that indicates whether the first switch 2B is being operated, i.e., whether the first switch 2B is in an ON state. The second switch 2C is operated when turning the vehicle right relative to the direction of travel. The second switch 2C generates a second electrical signal S2. The second electrical signal S2 is an electrical signal that indicates whether the second switch 2C is being operated, i.e., whether the second switch 2C is in an ON state. The first switch 2B and the second switch 2C constitute a detection unit that detects the operation by the operator.

[0030] The steering unit 2 is connected to the control device 4 via a harness, which is, for example, an electric wire. A first electric signal S1 generated by the first switch 2B and a second electric signal S2 generated by the second switch 2C are transmitted to the control device 4 via the harness, i.e., by wire. The length of the harness is set to a length that allows an operator sitting in the driver's seat to handle the steering unit 2 with sufficient room to maneuver.

[0031] The first information indicating that the first switch 2B is in the on state and the second information indicating that the second switch 2C is in the on state may be transmitted and received between the steering unit 2 and the control device 4 by wireless communication. In this case, a communication circuit is provided in the steering unit 2 and the control device 4. The communication circuit includes a transmitting circuit that transmits a wireless signal and a receiving circuit that receives the wireless signal.

[0032] 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.

[0033] 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.

[0034] The steered shaft 22 moves in the axial direction, and the steered angle θ of the steered wheels 5 w is 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] Control device 4 receives the detection results of sensors mounted on the vehicle. The sensors include a vehicle speed sensor 41, a rotation angle sensor 42, and a yaw rate sensor 43. Vehicle speed sensor 41 detects vehicle speed V. Rotation angle sensor 42 is provided on steering motor 31. Rotation angle sensor 42 detects a rotation angle θ of steering motor 31. b Yaw rate sensor 43 detects the yaw rate of the vehicle. Control device 4 controls the operation of steering motor 31 based on the operation state of steering unit 2 and the detection results of various sensors. Control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are steered in accordance with the operation state of steering unit 2.

[0039] When only first switch 2B is on, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are steered to the left with respect to the traveling direction of the vehicle. Also, when only first switch 2B is on, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are steered at a predetermined steering angular velocity. The steering angular velocity is determined by the steering angle θ w is the time rate of change of

[0040] When only second switch 2C is on, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are turned to the right with respect to the traveling direction of the vehicle. Furthermore, when only second switch 2C is on, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are turned at a predetermined steering angular velocity.

[0041] When both the first switch 2B and the second switch 2C are turned on, the control device 4 calculates the steering angle θ w The power supply to the steering motor 31 is controlled so that the steering angle θ is maintained. w When the steering position of the steered wheels 5 is maintained, the steering position of the steered wheels 5 is maintained.

[0042] When both first switch 2B and second switch 2C are off and steered wheels 5 are not in the neutral position, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 return to the neutral position. The neutral position is the position of steered wheels 5 that corresponds to the straight-ahead traveling state of the vehicle. Furthermore, when both first switch 2B and second switch 2C are off, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are turned at a predetermined steering angular velocity.

[0043] The control device 4 controls the operation of the notification device 6 installed in the vehicle. The notification device 6 may include a display device that notifies the operator visually, an alarm device that notifies the operator auditorily, or a haptic device that notifies the operator of information through a physical sensation. The display device includes a HUD (Head Up Display), an instrument panel, a navigation system display, and an LED (Light Emitting Diode). The alarm device includes a speaker or a buzzer. The haptic device includes a vibration device that vibrates vehicle accessories that come into contact with the operator, such as a seat. The control device 4 generates a notification control signal S3 for the notification device 6.

[0044] <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, a current supply control unit 64, and a notification control unit 65.

[0045] The pinion angle calculation unit 61 calculates the rotation angle θ of the steering motor 31 detected through the rotation angle sensor 42. b Based on this, the pinion angle θp 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 42 detects the pinion angle θ p It is also a sensor for detecting

[0046] The target pinion angle calculation unit 62 calculates the target pinion angle θ in accordance with the operation state of the steering unit 2 and the running state of the vehicle. p * Calculate the target pinion angle θ p * is the pinion angle θ p The target pinion angle calculation unit 62 receives the first electric signal S1 and the second electric signal S2 generated by the steering unit 2. The target pinion angle calculation unit 62 also receives the vehicle speed V detected by the vehicle speed sensor 41 and the pinion angle θ calculated by the pinion angle calculation unit 61. p The target pinion angle calculation unit 62 determines whether the first switch 2B and the second switch 2C are in an on state or an off state based on the first electric signal S1 and the second electric signal S2. The target pinion angle calculation unit 62 calculates the vehicle speed V and the pinion angle θ based on the determination result of the states of the first switch 2B and the second switch 2C. p Using this, 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.

[0047] 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.

[0048] 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 66 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

[0049] The notification control unit 65 controls the operation of the notification device 6. The notification control unit 65 generates a notification control signal S3 which is a command to cause the notification device 6 to perform various notification operations. The notification device 6 performs various notification operations based on the notification control signal S3.

[0050] The notification control unit 65 notifies 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 notification control unit 65 receives the target pinion angle θ p * Or pinion angle θ p The notification control unit 65 may have a function to predict the course of the vehicle. In this case, the notification control unit 65 may display, for example, the steering state of the steered wheels 5 on a display device based on the vehicle speed V and the pinion angle θ p The notification control unit 65 predicts the course of the vehicle based on the above and displays the predicted course on the display device. w becomes too large, the notification control unit 65 notifies the operator of this via the notification device 6. The notification control unit 65, for example, causes a display device to display a warning. The notification control unit 65, for example, causes an alarm device to generate an alarm sound. The notification control unit 65, for example, causes a sensation generating device to generate vibration.

[0051] Depending on the product specifications, the control device 4 may have a correction processing unit 70. The correction processing unit 70 corrects the target pinion angle θ calculated by the target pinion angle calculation unit 62. p * An example of the process executed by the correction processing unit 70 is as follows.

[0052] The correction processing unit 70 calculates the target pinion angle θ calculated by the target pinion angle calculation unit 62. p * , and the vehicle speed V detected by the vehicle speed sensor 41. The target yaw rate is a target value of the yaw rate YR. The correction processing unit 70 executes feedback control to make the yaw rate YR detected by the yaw rate sensor 43 follow the target yaw rate, thereby correcting the target pinion angle θ p * The correction processing unit 70 calculates the correction amount for the target pinion angle θ calculated by the target pinion angle calculation unit 62.p * By adding this to the final target pinion angle θ p * The pinion angle feedback control unit 63 calculates the final target pinion angle θ p * The actual pinion angle θ p By performing feedback control to follow the steering angle θ w is realized.

[0053] <Advantages of the First Embodiment> According to the first embodiment, the following effects can be obtained. (1-1) The steering unit 2 is sized so that the operator can hold it with both hands. The steering unit 2 is also configured so that the operator can change the position at which it is operated by holding it in his or her hands. This allows the operator of the vehicle to freely move the steering unit 2 within reach. This makes it possible to realize a variety of driving postures for the operator. The operator of the vehicle can steer the vehicle in a posture that is comfortable for him or her. A steering unit 2 having such a novel configuration is obtained.

[0054] (1-2) The steering unit 2 is a portable operating terminal. Therefore, it is possible to take the steering unit 2 outside the vehicle or to operate the steering unit 2 outside the vehicle. However, if the steering unit 2 is connected to the control device 4 via a harness, the length of the harness can be adjusted to the extent that the steering unit 2 can be taken outside the vehicle.

[0055] (1-3) The steering unit 2 has a first switch 2B and a second switch 2C. The vehicle operator can steer the steered wheels 5 by operating the first switch 2B and the second switch 2C. Such a switch-type steering unit 2 can be obtained.

[0056] (1-4) The first switch 2B for left steering is located in a region on the left side of the center of the front face of the housing 2A facing the operator, as viewed from the operator holding the housing 2A. The second switch 2C for right steering is located in a region on the right side of the center of the front face of the housing 2A facing the operator, as viewed from the operator holding the housing 2A. In other words, the positions of the first switch 2B and the second switch 2C correspond to the steering direction of the steered wheels 5. This allows the operator to intuitively steer the vehicle. Furthermore, the maneuverability of the vehicle can be improved.

[0057] When viewed from the front of the housing 2A, the left and right reference is the center line extending in the direction of the short sides of the housing 2A. The center line is a straight line that passes through the center of the front of the housing 2A. (1-5) The first switch 2B is provided in a position where it can be operated using the thumb of the left hand of the operator who is holding the housing 2A. The second switch 2C is provided in a position where it can be operated using the thumb of the right hand of the operator who is holding the housing 2A. Therefore, even when the operator is holding the steering unit 2, the operator can easily operate the first switch 2B and the second switch 2C using their left and right thumbs.

[0058] (1-6) Unlike steering units that have a steering wheel, the steering unit 2 does not require an expensive reaction force mechanism. The reaction force mechanism is a mechanism for applying a steering reaction force to the steering wheel. This reduces the product cost. In addition, the size of the steering unit 2 can be made smaller. The steering unit 2 can also be made lighter.

[0059] (1-7) The steering device 1 does not have a steering wheel. Therefore, it is possible to install, for example, an airbag system in the installation space of a conventional steering unit that has a steering wheel. Compared to installing an airbag system inside the steering wheel, the installation requirements for the airbag system are relaxed.

[0060] (1-8) When a vehicle is equipped with an autonomous driving system, it is possible that the vehicle may become unable to drive autonomously due to some reason. The small and lightweight steering unit 2 is suitable as a steering means for such an emergency. In an emergency, the steering unit 2 can be used to manually steer the autonomous vehicle.

[0061] <Second embodiment> Next, a second embodiment of the steering unit will be described. This embodiment basically has the same configuration as the first embodiment shown in Figs. 1 and 2 above. Therefore, detailed descriptions of members and configurations that are the same as those of the first embodiment will be omitted. This embodiment differs from the first embodiment in the configuration of the steering unit 2.

[0062] As shown in Fig. 3, the steering unit 2 has a third switch 2D and a fourth switch 2E in addition to a first switch 2B and a second switch 2C. The third switch 2D and the fourth switch 2E are provided on the same surface of the housing 2A as the first switch 2B and the second switch 2C. The third switch 2D and the fourth switch 2E are lined up in the left-right direction when viewed from the front of the steering unit 2. The left-right direction is the direction of the long sides of the housing 2A.

[0063] The third switch 2D is provided in an area to the left of the center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the direction of the short side of the housing 2A. The third switch 2D is provided in a position where an operator can operate the third switch 2D with the thumb of the left hand while holding the first end (the left end in FIG. 1) of the housing 2A in the direction of the long side and the second end (the right end in FIG. 1) of the housing 2A in the direction of the long side.

[0064] The fourth switch 2E is provided in an area to the right of the center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the direction of the short side of the housing 2A. The fourth switch 2E is provided in a position where it can be operated with the thumb of the right hand while the operator is holding the first end of the housing 2A in the direction of the long side and the second end of the housing 2A in the direction of the long side.

[0065] Furthermore, the first switch 2B and the third switch 2D are aligned in the direction of the short side of the housing 2A when viewed from the front of the steering unit 2. The second switch 2C and the fourth switch 2E are aligned in the direction of the short side of the housing 2A when viewed from the front of the steering unit 2.

[0066] The third switch 2D and the fourth switch 2E have the same configuration as the first switch 2B and the second switch 2C. Like the first switch 2B, the third switch 2D is operated when turning the vehicle left relative to the traveling direction. The third switch 2D generates a third electrical signal indicating an on / off state. Like the second switch 2C, the fourth switch 2E is operated when turning the vehicle right relative to the traveling direction. The fourth switch 2E generates a fourth electrical signal indicating an on / off state. The third switch 2D and the fourth switch 2E constitute a detection unit that detects the operation by the operator.

[0067] When only third switch 2D is on, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are turned leftward relative to the traveling direction of the vehicle. Furthermore, when only third switch 2D is on, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are turned at a predetermined steering angular velocity. The steering angular velocity is faster than the steering angular velocity when only first switch 2B is on.

[0068] When only fourth switch 2E is on, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are turned to the right with respect to the traveling direction of the vehicle. Furthermore, when only fourth switch 2E is on, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are turned at a predetermined steering angular velocity. The steering angular velocity is faster than the steering angular velocity when only second switch 2C is on.

[0069] The absolute value of the turning angular velocity when only the third switch 2D is on and the absolute value of the turning angular velocity when only the fourth switch 2E is on may be the same or different.

[0070] When both the third switch 2D and the fourth switch 2E are turned on, the control device 4 calculates the steering angle θ w The power supply to the steering motor 31 is controlled so that the above equation is maintained.

[0071] When both the third switch 2D and the fourth switch 2E are off and the steered wheels 5 are not in the neutral position, the control device 4 controls the power supply to the steering motor 31 so that the steered wheels 5 return to the neutral position.

[0072] <Advantages of the second embodiment> According to the second embodiment, in addition to the same effects as those described above in (1-1) to (1-8), the following effects can be obtained.

[0073] (2-1) Different steering angular speeds are assigned to the first switch 2B and the third switch 2D. Also, different steering angular speeds are assigned to the second switch 2C and the fourth switch 2E. Therefore, the vehicle operator can selectively set the steering direction of the steered wheels 5 and the steering angular speed of the steered wheels 5 by operating the first switch 2B and the second switch 2C, and the third switch 2D and the fourth switch 2E.

[0074] (2-2) When the vehicle operator holds the steering unit 2 with both hands, the third switch 2D for left steering is located on the left side as seen from the operator, and the fourth switch 2E for right steering is located on the right side as seen from the operator. This allows the operator to intuitively steer the vehicle. Furthermore, the maneuverability of the vehicle can be improved.

[0075] <Third embodiment> Next, a third embodiment of the steering unit will be described. This embodiment basically has the same configuration as the first embodiment shown in Figs. 1 and 2 above. Therefore, detailed descriptions of members and configurations that are the same as those of the first embodiment will be omitted. This embodiment differs from the first embodiment in the configuration of the steering unit 2.

[0076] As shown in Fig. 4, the steering unit 2 has a fifth switch 2F and a sixth switch 2G in addition to the first switch 2B and the second switch 2C. The fifth switch 2F and the sixth switch 2G are provided on the side surface of the housing 2A. The side surface intersects with the front surface of the housing 2A on which the first switch 2B and the second switch 2C are provided. The side surface is also the surface of the housing 2A that faces upward when viewed from the operator when the operator holds the steering unit 2.

[0077] The fifth switch 2F and the sixth switch 2G are aligned in the left-right direction. The left-right direction is the long side direction of the housing 2A. When viewed from the front of the housing 2A, the fifth switch 2F is located on the left side of the center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the short side direction of the housing 2A. More specifically, the fifth switch 2F is located in a position where it can be operated with the index finger of the left hand when the operator holds the first end and the second end of the housing 2A. When viewed from the front of the housing 2A, the sixth switch 2G is located on the right side of the center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the short side direction of the housing 2A. More specifically, the sixth switch 2G is located in a position where it can be operated with the index finger of the right hand when the operator holds the first end and the second end of the housing 2A.

[0078] The fifth switch 2F and the sixth switch 2G have the same configuration as the first switch 2B and the second switch 2C. The fifth switch 2F is operated to decrease the turning angular velocity of the steered wheels 5. The fifth switch 2F generates a fifth electrical signal indicating an on / off state. The sixth switch 2G is operated to increase the turning angular velocity of the steered wheels 5. The sixth switch 2G generates a sixth electrical signal indicating an on / off state. The fifth switch 2F and the sixth switch 2G constitute a detection unit that detects operations by the operator.

[0079] Each time the fifth switch 2F is turned on, the control device 4 controls the power supply to the steering motor 31 so as to decrease the steering angular velocity of the steered wheels 5 by a predetermined decrement value. Each time the fifth switch 2F is turned on, the steering angular velocity of the steered wheels 5 slows down.

[0080] The control device 4 controls the power supply to the steering motor 31 so as to increase the steering angular velocity of the steered wheels 5 by a predetermined increment each time the sixth switch 2G is turned on. Each time the sixth switch 2G is turned on, the steering angular velocity of the steered wheels 5 increases.

[0081] The absolute value of the decrement value and the absolute value of the increment value may be the same or different. Also, the first switch 2B and the fifth switch 2F may be provided on the side of the housing 2A, and the fifth switch 2F and the sixth switch 2G may be provided on the front of the housing 2A. Also, the positions of the fifth switch 2F and the sixth switch 2G may be reversed.

[0082] <Advantages of the third embodiment> According to the third embodiment, in addition to the same effects as those described above in (1-1) to (1-8), the following effects can be obtained.

[0083] (3-1) The vehicle operator can arbitrarily set the steering angular velocity of the steered wheels 5 by operating the fifth switch 2F and the sixth switch 2G. (3-2) The fifth switch 2F and the sixth switch 2G are located in positions where the operator can operate them with the left and right index fingers. Therefore, the operator of the vehicle can operate the fifth switch 2F and the sixth switch 2G with the left and right index fingers while operating the first switch 2B and the second switch 2C with the left and right thumbs. In other words, the operator can freely adjust the steering speed of the steered wheels 5 while steering the vehicle. This improves the maneuverability of the vehicle.

[0084] <Fourth embodiment> Next, a fourth embodiment of the steering unit will be described. This embodiment basically has the same configuration as the first embodiment shown in Figs. 1 and 2 above. Therefore, detailed descriptions of members and configurations that are the same as those of the first embodiment will be omitted. This embodiment differs from the first embodiment in the configuration of the steering unit 2.

[0085] As shown in Figure 5, the steering unit 2 has a seventh switch 2H in addition to the first switch 2B and the second switch 2C. The seventh switch 2H is provided on a side surface of the housing 2A. The side surface intersects with the front surface of the housing 2A on which the first switch 2B and the second switch 2C are provided. The side surface is also the surface of the housing 2A that faces upward when viewed from the operator when the operator holds the steering unit 2.

[0086] When viewed from the front of the housing 2A, the seventh switch 2H is located on the right side of the center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the direction of the short side of the housing 2A. More specifically, the seventh switch 2H is located in a position where it can be operated with the index finger of the right hand while the operator is holding the first end and the second end of the housing 2A. The seventh switch 2H has a configuration similar to the first switch 2B and the second switch 2C. The seventh switch 2H is operated to change the steering angular velocity of the steered wheels 5. The seventh switch 2H generates a seventh electrical signal that indicates the on / off state. The seventh switch 2H constitutes a detection unit that detects the operator's operation.

[0087] Each time fifth switch 2F is turned on, control device 4 switches the turning angular velocity of steered wheels 5 between a first set value and a second set value. The absolute value of the second set value is greater than the absolute value of the first set value. Control device 4 controls the power supply to turning motor 31 so that the turning angular velocity of steered wheels 5 becomes the first set value or the second set value.

[0088] <Advantages of the Fourth Embodiment> According to the fourth embodiment, in addition to the same effects as those described above in (1-1) to (1-8), the following effects can be obtained.

[0089] (3-1) The operator of the vehicle can switch the steering angular velocity of the steered wheels 5 between a first set value and a second set value by operating the seventh switch 2H. (3-2) The seventh switch 2H is located in a position where it can be operated by the operator with the right index finger. Therefore, the operator of the vehicle can operate the seventh switch 2H with the right index finger while operating the first switch 2B and the second switch 2C with the left and right thumbs. In other words, the operator can change the steering speed of the steered wheels 5 while steering the vehicle. This improves the maneuverability of the vehicle.

[0090] The seventh switch 2H may be located in a position where it can be operated by the operator with the index finger of the left hand. This also makes it possible to obtain the effects of (3-1) and (3-2). <Fifth embodiment> Next, a fifth embodiment of the steering unit will be described. This embodiment basically has the same configuration as the first embodiment shown in Figs. 1 and 2 above. Therefore, detailed descriptions of members and configurations that are the same as those of the first embodiment will be omitted. This embodiment differs from the first embodiment in the configuration of the steering unit 2.

[0091] As shown in Fig. 6, the steering unit 2 has an eighth switch 2I and a ninth switch 2J. The eighth switch 2I and the ninth switch 2J are provided on the front surface of the housing 2A. The eighth switch 2I and the ninth switch 2J are lined up in the left-right direction. The left-right direction is the direction of the long sides of the housing 2A.

[0092] The eighth switch 2I is provided in an area to the left of the center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the direction of the short side of the housing 2A. More specifically, the eighth switch 2I is provided in a position where it can be operated with the thumb of the left hand while the operator is holding a first end portion of the housing 2A in the direction of the long side and a second end portion of the housing 2A in the direction of the long side. The eighth switch 2I is operated when the steering angular velocity of the steered wheels 5 is changed.

[0093] The ninth switch 2J is provided in an area to the right of the center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the direction of the short side of the housing 2A. More specifically, the ninth switch 2J is provided in a position where it can be operated with the thumb of the right hand while the operator is holding a first end of the housing 2A in the direction of the long side and a second end of the housing 2A in the direction of the long side. The ninth switch 2J is operated when turning the vehicle.

[0094] The eighth switch 2I and the ninth switch 2J are so-called seesaw type switches of an automatic reset type. The eighth switch 2I has a first contact 2I1, a second contact 2I2, and a single cover 2I3. The cover 2I3 extends linearly along the short side of the housing 2A. The cover 2I3 covers the first contact 2I1 and the second contact 2I2. The first contact 2I1 corresponds to a first end of the cover 2I3. The second contact 2I2 corresponds to a second end of the cover 2I3.

[0095] The cover 2I3 can swing around a support shaft 2I4. The support shaft 2I4 extends in the direction of the long side of the housing 2A and passes through the center of the cover 2I3. The support shaft 2I4 may be provided on the cover 2I3 or on the housing 2A. When no pressing force is applied to the cover 2I3, the cover 2I3 is held in its original position. When the cover 2I3 is held in its original position, both the first contact 2I1 and the second contact 2I2 are maintained in their OFF states. The cover 2I3 has three operating positions.

[0096] By pressing the first end of the cover 2I3, only the first contact 2I1 is turned on. The operation position at this time is the first operation position of the cover 2I3. By pressing the second end of the cover 2I3, only the second contact 2I2 is turned on. The operation position at this time is the second operation position of the cover 2I3. The eighth switch 2I generates an eighth electrical signal indicating the on / off state of the first contact 2I1 and the second contact 2I2. When the pressing force applied to the cover 2I3 is released, the cover 2I3 automatically returns to its original position, turning off both the first contact 2I1 and the second contact 2I2. The operation position at this time is the third operation position of the cover 2I3. The eighth switch 2I forms a detection unit that detects the operation by the operator.

[0097] 6 shows the cover 2I3 having an arrow shape, but the shape of the cover 2I3 can be changed as appropriate. The control device 4 controls the power supply to the steering motor 31 so as to increase the steering angular velocity of the steered wheels 5 by a predetermined increment each time the first contact 2I1 is turned on. Each time the first contact 2I1 is turned on, the steering angular velocity of the steered wheels 5 increases.

[0098] The control device 4 controls the power supply to the steering motor 31 so as to decrease the steering angular velocity of the steered wheels 5 by a predetermined decrement value each time the second contact 2I2 is turned on. Each time the second contact 2I2 is turned on, the steering angular velocity of the steered wheels 5 slows down.

[0099] The absolute value of the decrement value and the absolute value of the increment value may be the same or different. The ninth switch 2J has a first contact 2J1, a second contact 2J2, and a single cover 2J3. The cover 2J3 extends linearly along the long side of the housing 2A. A cover 2J3 covers the first contact 2J1 and the second contact 2J2. The first contact 2J1 corresponds to a first end of the cover 2J3. The second contact 2J2 corresponds to a second end of the cover 2J3.

[0100] The cover 2J3 can swing around a support shaft 2J4. The support shaft 2J4 extends in the direction of the short side of the housing 2A and passes through the center of the cover 2J3. When no pressing force is applied to the cover 2J3, the cover 2J3 is held in its original position. When the cover 2J3 is held in its original position, both the first contact 2J1 and the second contact 2J2 are maintained in an OFF state. The cover 2J3 has three operating positions.

[0101] By pressing the first end of the cover 2J3, only the first contact 2J1 is turned on. The operation position at this time is the first operation position of the cover 2J3. By pressing the second end of the cover 2J3, only the second contact 2J2 is turned on. The operation position at this time is the second operation position of the cover 2J3. The ninth switch 2J generates a ninth electrical signal indicating the on / off states of the first contact 2J1 and the second contact 2J2. When the pressing force applied to the cover 2J3 is released, the cover 2J3 automatically returns to its original position, turning off both the first contact 2J1 and the second contact 2J2. The operation position at this time is the first operation position of the cover 2J3. The ninth switch 2J forms a detection unit that detects the operation by the operator.

[0102] 6 shows the cover 2J3 in the shape of an arrow. However, the shape of the cover 2J3 can be changed as appropriate. Also, the positions of the eighth switch 2I and the ninth switch 2J may be reversed.

[0103] When only first contact 2J1 is on, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are steered to the left relative to the traveling direction of the vehicle. When only second contact 2J2 is on, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 are steered to the right relative to the traveling direction of the vehicle. When both first contact 2J1 and second contact 2J2 are off, and steered wheels 5 are not in the neutral position, control device 4 controls the supply of power to steering motor 31 so that steered wheels 5 return to the neutral position.

[0104] <Advantages of the Fifth Embodiment> According to the fifth embodiment, in addition to the same effects as those described above in (1-1) to (1-3) and (1-6) to (1-8), the following effects can be obtained.

[0105] (5-1) The vehicle operator can steer the steered wheels 5 by operating the ninth switch 2J. In addition, the vehicle operator can arbitrarily set the steering angular speed of the steered wheels 5 by operating the eighth switch 2I.

[0106] (5-2) The eighth switch 2I and the ninth switch 2J are located in positions where the operator can operate them with both the left and right thumbs. Therefore, the operator of the vehicle can operate the eighth switch 2I with the left thumb while operating the ninth switch 2J with the right thumb. In other words, the operator can freely adjust the steering speed of the steered wheels 5 while steering the vehicle. This improves the maneuverability of the vehicle.

[0107] Sixth Embodiment Next, a sixth embodiment of the steering unit will be described. This embodiment basically has the same configuration as the first embodiment shown in Figs. 1 and 2 above. Therefore, detailed descriptions of members and configurations that are the same as those of the first embodiment will be omitted. This embodiment differs from the third embodiment in the configuration of the steering unit 2.

[0108] As shown in Fig. 7, the steering unit 2 has a first switch 2B, a second switch 2C, a fifth switch 2F, and a sixth switch 2G, similar to the third embodiment shown in Fig. 4. However, the layout of each switch (2B, 2C, 2F, 2G) is different from that of the third embodiment.

[0109] The first switch 2B and the second switch 2C are provided in a region on the right side of the center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the direction of the short side of the housing 2A. That is, the first switch 2B and the second switch 2C are located in a region of the housing 2A on the right side as seen from the operator. The first switch 2B and the second switch 2C are aligned in the left-right direction of the housing 2A. The left-right direction is the direction of the long side of the housing 2A. The first switch 2B is located on the left side of the second switch 2C as seen from the operator holding the housing 2A. The first switch 2B and the second switch 2C are close to each other in the direction of the long side of the housing 2A. The first switch 2B and the second switch 2C are provided in positions that allow them to be operated with the thumb of the right hand when the operator is holding the housing 2A.

[0110] The fifth switch 2F and the sixth switch 2G are provided in an area to the left of the center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the direction of the short side of the housing 2A. In other words, the fifth switch 2F and the sixth switch 2G are located in an area of ​​the housing 2A on the left side as seen from the operator. The fifth switch 2F and the sixth switch 2G are lined up in the direction of the short side of the housing 2A. The fifth switch 2F and the sixth switch 2G are located close to each other in the direction of the short side of the housing 2A. The fifth switch 2F and the sixth switch 2G are provided in a position where they can be operated with the thumb of the left hand when the operator is holding the housing 2A.

[0111] Note that arrow-shaped push buttons are shown in FIG. 7. However, the shape of the push buttons can be changed as appropriate. As shown in FIG. 4, the push buttons of the switches (2B, 2C, 2F, 2G) may have a circular shape. Furthermore, the positions of the first switch 2B and the second switch 2C and the positions of the fifth switch 2F and the sixth switch 2G may be reversed.

[0112] <Advantages of the Sixth Embodiment> According to the sixth embodiment, in addition to the same effects as those described above in (1-1) to (1-3) and (1-6) to (1-8), the following effects can be obtained.

[0113] (6-1) The vehicle operator can arbitrarily set the steering angular velocity of the steered wheels 5 by operating the fifth switch 2F and the sixth switch 2G. (6-2) The first switch 2B and the second switch 2C are located in positions where the vehicle operator can operate them with the thumb of his right hand. The fifth switch 2F and the sixth switch 2G are located in positions where the vehicle operator can operate them with the thumb of his left hand. This allows the vehicle operator to operate each switch (2B, 2C, 2F, 2G) with both his left and right thumbs. In other words, the operator can freely adjust the steering speed of the steered wheels 5 while steering the vehicle. This improves the maneuverability of the vehicle.

[0114] Seventh Embodiment Next, a seventh embodiment of the steering unit will be described. This embodiment basically has the same configuration as the first embodiment shown in Figs. 1 and 2 above. Therefore, detailed descriptions of members and configurations that are the same as those of the first embodiment will be omitted. This embodiment differs from the first embodiment in the configuration of the steering unit 2.

[0115] As shown in FIG. 8, the steering unit 2 has a touch panel 71, a gyro sensor 72, a communication circuit 73, and a control circuit 74. The touch panel 71 is a display device that allows touch operation. The touch panel 71 has a display. By touching the display on the screen of the display, the touch panel 71 allows data to be input and instructions to operate in-vehicle devices to be given. The touch panel 71 constitutes a detection unit that detects operations by the operator.

[0116] The gyro sensor 72 is an angular velocity sensor. The gyro sensor 72 detects a change in the attitude of the steering unit 2 as an angular velocity and generates an electrical signal corresponding to the detected angular velocity. The angular velocity is the rotation angle of an object per unit time. The change in attitude is a change with respect to a reference attitude of the steering unit 2, and includes a change in the rotation or orientation of the steering unit 2. The reference attitude is, for example, an attitude in which the long side of the housing 2A is horizontal.

[0117] The communication circuit 73 performs wireless communication with the control device 4. The wireless communication standard is, for example, Bluetooth (registered trademark). Bluetooth allows two-way communication within a communication range of about 10 meters. The control device 4 has a communication circuit similar to the communication circuit 73.

[0118] The control circuit 74 controls all parts of the steering unit 2. The control circuit 74 generates commands for the control device 4 in response to the operator's operation of the steering unit 2. The commands are instructions to the control device 4 to execute steering control. The steering control is control to steer the steerable wheels 5. The control circuit 74 wirelessly transmits the commands via the communication circuit 73. The control device 4 receives the commands from the steering unit 2 and executes steering control based on the received commands.

[0119] 9(a), the control circuit 74 controls the display of the touch panel 71. The control circuit 74 displays virtual switches on the screen of the touch panel 71. The display of the virtual switches is realized by software. The virtual switches include a tenth switch 2K and an eleventh switch 2L.

[0120] The tenth switch 2K and the eleventh switch 2L are aligned in the left-right direction when viewed from the front of the steering unit 2. The left-right direction is the long side direction of the housing 2A. The tenth switch 2K is displayed in an area on the left side of a center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the short side direction of the housing 2A. More specifically, the tenth switch 2K is displayed in a position where it can be operated with the thumb of the left hand when the operator holds a first end of the housing 2A in the long side direction and a second end of the housing 2A in the long side direction. The eleventh switch 2L is displayed in an area on the right side of a center line, which is a straight line that passes through the center of the front of the housing 2A and extends in the short side direction of the housing 2A. More specifically, the eleventh switch 2L is displayed in a position where it can be operated with the thumb of the right hand when the operator holds a first end of the housing 2A in the long side direction and a second end of the housing 2A in the long side direction.

[0121] The tenth switch 2K is operated to decrease the steering angular velocity of the steered wheels 5. The eleventh switch 2L is operated to increase the steering angular velocity of the steered wheels 5. The operations include a touch operation and a flick operation. A touch operation is a pointing operation performed by touching the screen of the touch panel 71 with a finger. A flick operation is an operation of moving a finger lightly across the screen of the touch panel 71.

[0122] The tenth switch 2K and the eleventh switch 2L may have an arrow shape indicating the direction of the flick operation. The tenth switch 2K has an arrow shape pointing downward as seen by the operator when the operator holds the steering unit 2. The operator can easily recognize that the tenth switch 2K is a switch for decreasing the steering angular velocity. The eleventh switch 2L has an arrow shape pointing upward as seen by the operator when the operator holds the steering unit 2. The operator can easily recognize that the eleventh switch 2L is a switch for increasing the steering angular velocity.

[0123] As shown in Figure 9(b), the vehicle is turned by tilting the steering unit 2 from the reference position. The reference position corresponds to the vehicle's straight-ahead state. To turn the vehicle right, the steering unit 2 is tilted to the right from the reference position. To turn the vehicle left, the steering unit 2 is tilted to the left from the reference position. The amount of steering of the steered wheels 5 changes depending on the degree of tilt of the steering unit 2 with respect to the reference position. The greater the degree of tilt, the greater the amount of steering of the steered wheels 5.

[0124] Incidentally, the operation of tilting the steering unit 2 to the left from the reference position is an operation for turning the vehicle to the left relative to the traveling direction. From the operator's perspective, the tilting of the housing 2A to the left based on the reference position is a first attitude change of the housing 2A. Furthermore, the operation of tilting the steering unit 2 to the right from the reference position is an operation for turning the vehicle to the right relative to the traveling direction. From the operator's perspective, the tilting of the housing 2A to the right based on the reference position is a second attitude change of the housing 2A.

[0125] The control circuit 74 generates a command including the following information B1 to B3. B1. Operation information of the tenth switch 2K and the eleventh switch 2L. The operation information includes information indicating that the switch has been operated and information indicating that the switch has not been operated.

[0126] B2. Attitude information of the steering unit 2. The attitude information includes information indicating that the steering unit 2 is in a reference attitude, and information indicating that the steering unit 2 is tilted to the left or right from the reference attitude.

[0127] B3. Information indicating the degree of tilt of the steering unit 2 relative to the reference attitude. The control device 4 recognizes the operation state of the steering unit 2 based on a command from the steering unit 2 .

[0128] When the steering unit 2 is maintained in the basic position, the control device 4 controls the power supply to the steering motor 31 so that the steered wheels 5 are maintained in a neutral position corresponding to the straight-ahead state of the vehicle. When the steering unit 2 is tilted to the right from the reference position, the control device 4 controls the power supply to the steering motor 31 in accordance with the degree of tilt so that the steered wheels 5 are steered to the right relative to the traveling direction of the vehicle. The steered wheels 5 are steered at a predetermined steering angular velocity.

[0129] When the steering unit 2 is tilted to the left from the reference position, the control device 4 controls the power supply to the steering motor 31 in accordance with the degree of tilt so that the steered wheels 5 are steered to the left relative to the traveling direction of the vehicle. The steered wheels 5 are steered at a predetermined steering angular velocity.

[0130] When the tenth switch 2K is operated, the control device 4 controls the power supply to the steering motor 31 so as to decrease the steering angular velocity of the steered wheels 5 by a predetermined decrement value. Every time the tenth switch 2K is operated, the steering angular velocity of the steered wheels 5 slows down.

[0131] When the eleventh switch 2L is operated, the control device 4 controls the power supply to the steering motor 31 so as to increase the steering angular velocity of the steered wheels 5 by a predetermined increment. Every time the eleventh switch 2L is operated, the steering angular velocity of the steered wheels 5 increases.

[0132] The absolute value of the decrement value and the absolute value of the increment value may be the same or different. Also, the positions of the tenth switch 2K and the eleventh switch 2L may be reversed.

[0133] The control device 4 displays a first sign 2M indicating the steering direction of the steered wheels 5 on the screen of the touch panel 71. The first sign 2M is displayed, for example, in the center of the touch panel 71. The center is the area of ​​the screen of the touch panel 71 between the tenth switch 2K and the eleventh switch 2L in the long side direction of the steering unit 2. The first sign 2M is, for example, an arrow-shaped design. As shown in FIG. 9(b), when the vehicle is turned right, the first sign 2M having a clockwise arrow shape is displayed. When the vehicle is turned left, the first sign 2M having a counterclockwise arrow shape is displayed.

[0134] As shown in FIG. 10(a), the control device 4 may display a second sign 2N indicating the steering angle of the steered wheels 5 on the screen of the touch panel 71. The second sign 2N has, for example, a linear arrow shape. The second sign 2N is displayed in the center of the touch panel 71 together with X and Y coordinates. The X axis extends in the direction of the long sides of the steering unit 2. The X axis direction corresponds to the left-right direction with respect to the straight-ahead direction of the vehicle. The Y axis extends in the direction of the short sides of the steering unit 2. The Y axis direction corresponds to the straight-ahead direction of the vehicle.

[0135] As shown in FIG. 10(b), when the vehicle is turned right, the second sign 2N rotates clockwise around the origin in accordance with the amount of steering of the steered wheels 5. When the vehicle is turned left, the second sign 2N rotates counterclockwise around the origin in accordance with the amount of steering of the steered wheels 5. The angle between the Y axis and the second sign 2N is the steering angle θ of the steered wheels 5. w Corresponds to.

[0136] The steering unit 2 may be constructed using a commercially available smartphone or a mobile terminal such as a tablet terminal. A smartphone is also called a high-function mobile phone. By installing a dedicated application on the mobile terminal, it is possible to give the mobile terminal the functionality of the steering unit 2.

[0137] <Advantages of the Seventh Embodiment> According to the seventh embodiment, in addition to the same effects as those described above in (1-1), (1-2), and (1-6) to (1-8), the following effects can be obtained.

[0138] (7-1) A vehicle operator can steer the steerable wheels 5 by tilting the steering unit 2 in the direction in which he or she wants to turn the vehicle. In addition, the amount of steering of the steerable wheels 5 can be adjusted by adjusting the amount of tilt of the steering unit 2. A steering unit 2 having a novel configuration for steering a vehicle can be obtained.

[0139] (7-2) The vehicle operator can arbitrarily set the steering angular velocity of the steered wheels 5 by operating the imaginary tenth switch 2K and eleventh switch 2L. It should be noted that mechanical switches such as push button switches may be used in place of the virtual tenth switch 2K and eleventh switch 2L. The mechanical switches are provided, for example, on the housing 2A.

[0140] (7-3) The tenth switch 2K is located in a position where the vehicle operator can operate it with the thumb of his left hand. The eleventh switch 2L is located in a position where the vehicle operator can operate it with the thumb of his right hand. This allows the vehicle operator to operate each switch (2K, 2L) with both his left and right thumbs. In other words, the operator can freely adjust the steering speed of the steered wheels 5 while steering the vehicle. This improves the maneuverability of the vehicle.

[0141] (7-4) On the screen of the touch panel 71, a first sign 2M indicating the steering direction of the steered wheels 5 or a steering angle θ of the steered wheels 5 is displayed. w The vehicle operator can recognize the turning state of the vehicle or the steering state of the steered wheels 5 by visually checking the first sign 2M or the second sign 2N.

[0142] <Other embodiments> Each embodiment may be modified as follows. In the first to fourth embodiments, the relationship between the operation of the steering unit 2 and the control executed by the control device 4 may be changed as appropriate. For example, when both the first switch 2B and the second switch 2C are on, the control device 4 may return the steered wheels 5 to the neutral position if the steered wheels 5 are not in the neutral position. Also, when both the first switch 2B and the second switch 2C are off, the control device 4 may return the steered wheels 5 to the neutral position. w may be held.

[0143] In the first to sixth embodiments, the switch provided in the steering unit 2 does not have to be a mechanical push button switch. It is sufficient that the on and off states of the switch can be distinguished. On corresponds to a digital signal "1". Off corresponds to a digital signal "0". For example, the switch of the steering unit may be an electrical switch. One example of an electrical switch is a capacitive touch switch. A touch switch is switched on and off by touch operation with a finger or the like. The switch includes a first switch 2B and a second switch 2C.

[0144] In the first to seventh embodiments, the shape of the housing 2A of the steering unit 2 is not limited to a rectangular parallelepiped shape. The shape of the housing 2A may be changed as appropriate from the viewpoint of ease of gripping or operation.

[0145] In the first to seventh embodiments, the switches may be provided asymmetrically with respect to the long side direction of the steering unit 2. In the first to seventh embodiments, the steering unit 2 may have switches for operating other in-vehicle devices other than the steering device 1. The steering unit 2 may have, for example, at least one of a turn signal switch, a headlight switch, a hazard lamp switch, a wiper switch, and a door lock switch. The steering unit 2 may also have a switch for turning an autonomous driving function on and off. The autonomous driving function includes a driving assistance function such as an ADAS (Advanced Driving Assistant System). The steering unit 2 may also have an operating system for an audio or car navigation system in addition to switches related to the driving operation of the vehicle. In this way, various switches can be integrated into a single housing 2A.

[0146] In the first to seventh embodiments, the steering unit 2 may have a function of instructing the vehicle to move forward and backward only at extremely low speeds. In this case, the steering unit 2 may be taken out of the vehicle and operated from outside the vehicle to perform garage parking or parallel parking.

[0147] In the first to seventh embodiments, the steering device 1 may have a steering wheel. When the steering unit 2 and the steering wheel coexist, the operating end portion to be used is switched between the steering unit 2 and the steering wheel, for example, by operating a switch provided in the driver's seat. In this case, the steering device 1 may have a reaction force mechanism that applies a steering reaction force to the steering wheel. [Explanation of symbols]

[0148] 2...Steering unit 2A…Housing 2B...First switch (detection part) 2C: Second switch (detector) 2D...Third switch (detection part) 2E...Fourth switch (detection part) 2F...5th switch (detection part) 2G...6th switch (detector) 2H...7th switch (detector) 2I...8th switch (for adjusting steering angular speed) 2J...9th switch (detector) 2J1...First contact point 2J2...Second contact point 2J3…Cover 2J4…Support shaft 2K...10th switch (virtual switch) 2L...11th switch (virtual switch) 2M...First sign 2N...Second sign 5...Steering wheel 71...Touch panel (display device) 72...Gyro sensor

Claims

1. A steering unit that is operated to adjust the traveling direction of a vehicle, wherein power transmission between the steering unit and steered wheels of the vehicle is separated, a housing configured so that an operator can hold it in his / her hand and change the operating position; a detection unit provided in the housing and configured to detect an operation by the operator; The detection unit a first switch that is operated when turning the vehicle to the left with respect to the traveling direction; a second switch that is operated when turning the vehicle to the right with respect to the traveling direction, the first switch is located in a left area with respect to the center of a front surface of the housing facing the operator when viewed from the operator holding the housing, the second switch is located in a right area with respect to the center of a front surface of the housing facing the operator when viewed from the operator holding the housing, The detection unit a third switch that is operated when turning the vehicle to the left with respect to the traveling direction; a fourth switch that is operated when turning the vehicle to the right with respect to the traveling direction, the third switch is located in a left area with respect to the center of a front surface of the housing facing the operator when viewed from the operator holding the housing, the fourth switch is located in a right area with respect to the center of a front surface of the housing facing the operator when viewed from the operator holding the housing, A steering unit in which different steering angular speeds are assigned to the first switch and the third switch, and to the second switch and the fourth switch.

2. A steering unit that is operated to adjust the traveling direction of a vehicle, wherein power transmission between the steering unit and steered wheels of the vehicle is separated, a housing configured so that an operator can hold it in his / her hand and change the operating position; a detection unit provided in the housing and configured to detect an operation by the operator; The detection unit a first switch that is operated when turning the vehicle to the left with respect to the traveling direction; a second switch that is operated when turning the vehicle to the right with respect to the traveling direction, the first switch is located in a left area with respect to the center of a front surface of the housing facing the operator when viewed from the operator holding the housing, the second switch is located in a right area with respect to the center of a front surface of the housing facing the operator when viewed from the operator holding the housing, The detection unit a fifth switch that is operated when the turning angular velocity of the steered wheels is to be reduced; a sixth switch that is operated when the steering angular velocity of the steered wheels is to be increased.

3. A steering unit that is operated to adjust the traveling direction of a vehicle, wherein power transmission between the steering unit and steered wheels of the vehicle is separated, a housing configured so that an operator can hold it in his / her hand and change the operating position; a detection unit provided in the housing and configured to detect an operation by the operator; The detection unit a first switch that is operated when turning the vehicle to the left with respect to the traveling direction; a second switch that is operated when turning the vehicle to the right with respect to the traveling direction, the first switch is located in a left area with respect to the center of a front surface of the housing facing the operator when viewed from the operator holding the housing, the second switch is located in a right area with respect to the center of a front surface of the housing facing the operator when viewed from the operator holding the housing, The steering unit wherein the detection section further includes a seventh switch that is operated when the turning angular velocity of the steered wheels is to be changed.

4. the first switch is provided at a position operable by the thumb or index finger of the operator's left hand holding the housing, A steering unit according to any one of claims 1 to 3, wherein the second switch is provided in a position that allows it to be operated by the thumb or index finger of the operator's right hand holding the housing.

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