JTEKT Patente

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A steering apparatus includes: a first shaft (8) which is coupled to a steering wheel (2); a torsion bar (10); a second shaft (9) which is coupled to the first shaft (8) through the torsion bar (10); a torsion bar torque detection unit (11) detecting a torsion bar torque (T tb ) which is applied to the torsion bar (10); and an electronic control unit configured to estimate a driver torque (T d ) which is applied to the steering wheel by a driver. The electronic control unit is configured to: i) compute a steering wheel rotation angle (¸ sw ) which is a rotation angle of the steering wheel (2); and ii) compute a value including an added value, as the driver torque (T d ), the added value being a value resulting from adding the torsion bar torque (T tb ), a steering wheel inertia torque compensation value, and a gravity torque compensation value (T g ).

Displacement of a switching member in a first direction causes rolling elements of each pair to come out of engagement with an outer peripheral portion or an inner peripheral portion and form clearances therewith, resulting in an OFF state of a driving force transmission apparatus. Displacement of the switching member in a second direction causes a downstream one of the rolling elements of each pair in the direction of rotation to come into zero clearance engagement with the outer peripheral portion and the inner peripheral portion, with a clearance formed between an upstream one of the rolling elements of each pair and the outer peripheral portion or the inner peripheral portion, resulting in an ON state of the driving force transmission apparatus.

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A pressure reducing valve 10 comprises an open-close valve 19 and a piston 16. The open-close valve 19 makes switching between connecting and isolating a primary port 1 P and a secondary port 2P. The piston 16 makes sliding motion inside the cylinder 114 according to a difference between force applied from the pressure regulating chamber 91 and force applied from the pressure reducing chamber 92, thereby opening and closing the open-close valve 19. The open-close valve 19 includes a valve stem 15 and a valve seat fixing member 14. The valve seat fixing member 14 restrains displacement of the piston 16 toward a side upstream of the open-close valve 19 by abutting on an end surface of the piston 16. The valve seat fixing member 14 includes a channel hole 43 communicatively connecting a housing part for the valve stem and the pressure reducing chamber 92.

A driving force control apparatus includes: a turning radius estimating unit that estimates a turning radius of a four-wheel-drive vehicle; a target slip angle computing unit that computes a target slip angle at the time of turning of the four-wheel-drive vehicle, on the basis of the estimated turning radius; a target rotational speed computing unit that computes target rotational speeds of right and left rear wheels of the four-wheel-drive vehicle, on the basis of the estimated turning radius, the computed target slip angle, and a vehicle speed; and a driving force control unit that controls driving forces that are transmitted to the right and left rear wheels such that actual rotational speeds of the right and left rear wheels approach the computed target rotational speeds.

An electric power steering system includes a vehicle speed sensor 24 configured to detect a vehicle speed, a motor driving circuit 52 configured to supply power to an electric motor 18, a main power supply 31 and a capacitor 44 that can supply power to a driving circuit 52, a charging circuit 42 configured to charge the capacitor 44 based on the main power supply 31, and an ECU 33 for power source control that controls the charging circuit 42. The ECU 33 for power source control drives the charging circuit 42 to charge the capacitor 44 only when the vehicle speed is lower than a first predetermined value and an inter-terminal voltage of the capacitor 44 is lower than a second predetermined value.

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Provided is a steering control device capable of appropriately responding to intervention in steering by a host control device. A control device controls a reaction force motor that generates a steering reaction force to be applied to a steering mechanism of a vehicle including a steered shaft, based on a steering reaction force command value calculated according to a steering state. An axial force distribution calculation circuit (95) of the control device calculates a mixed axial force (F5) by summing values obtained by multiplying an ideal axial force (F1) and estimated axial forces (F2 to F4) by individually set distribution rates (DRto DR). The axial force distribution calculation circuit (95) calculates a final axial force (F) to be reflected in the steering reaction force command value, by summing values obtained by multiplying the ideal axial force (F1) and the mixed axial force (F5) by individually set distribution rates (DRand DR). The axial force distribution calculation circuit (95) sets the distribution rates (DRand DR) of the ideal axial force (F1) and the mixed axial force (F5), based on a distribution command (S) generated by the host control device when intervening in steering control.

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Provided is a steering apparatus that reduces variations in impact absorbing load caused by differences in a telescopic adjustment position. A first sliding member (40) is held by an upper jacket (7). A second sliding member (50) includes a fixed portion (51) fixed to the first sliding member (40), and an extension portion (52) that extends in a column axis direction (X) and that has a coupled portion (52P) coupled to the fixed portion (51) at a predetermined location in the column axis direction (X). The second sliding member (50) being clamped by the clamping mechanism (18) slides relative to a supporting member (17) and a lower jacket (8) during a secondary impact. The second sliding member (50) includes a slit (54) that reduces coupling stiffness between the fixed portion (51) and the coupled portion (52P) of the extension portion (52) so as to facilitate, in a clamping state of the clamping mechanism (18), deflection of the coupled portion (52P) of the extension portion (52) relative to the fixed portion (51) in a lateral direction as seen from the column axis direction (X).

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A left steering ECU includes a switching control unit that switches a control mode between a first control mode and a second control mode. The first control mode is a mode in which the left steering ECU controls a left steering motor so that the steered angle of a left steered wheel becomes equal to a left target steered angle received from a higher-level control device. The second control mode is a mode in which the left steering ECU controls the left steering motor by torque feedback control so that the steered angle of the left steered wheel becomes equal to an angle corresponding to a neutral position of the left steered wheel. The switching control unit normally sets the control mode to the first control mode. The switching control unit switches the control mode to the second control mode if abnormal communication occurs between the higher-level control device and the left steering ECU.

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A vehicle controller configured to accurately determine a driver's intention to intervene in steering is provided. An ECU (40) includes a deviation calculating circuit (41), an assist control circuit (60), an automatic steering control circuit (70) including an intervention determination switching circuit (72), an adder (42), a current command value calculating circuit (43), and a motor control signal calculating circuit (44). The intervention determination switching circuit (72) includes a count amount calculating circuit (82), an adder (83), an immediately-preceding count amount output circuit (85), a switching determination circuit (86), and an output switching circuit (87). The count amount calculating circuit (82) calculates a count amount (C) having a positive value or a negative value based on a steering torque absolute value (|Th|) calculated by an absolute value switching circuit (81). The adder (83) calculates a total count amount (Ca) that is the total sum of a presently calculated count amount (C) and an immediately-preceding count amount (Co) calculated in an immediately-preceding calculation cycle. The switching determination circuit (86) determines a driver's intention to intervene in steering, based on whether the total count amount (Ca) is equal to or greater than a count amount threshold value (Tc).