WO2018123473A1

WO2018123473A1 - Steering system control device

Info

Publication number: WO2018123473A1
Application number: PCT/JP2017/043678
Authority: WO
Inventors: 佐藤　慎一郎
Original assignee: 株式会社オートネットワーク技術研究所; 住友電装株式会社; 住友電気工業株式会社
Priority date: 2016-12-26
Filing date: 2017-12-05
Publication date: 2018-07-05
Also published as: JP2018103731A

Abstract

The purpose of the present invention is to provide a steering system control device capable of reducing the amount of power required for steering wheels when a power supply is under abnormal conditions. A control device (50) comprises: a drive unit (53) which drives a first motor (42) and a second motor (44) on the basis of the amount of manipulation of a steering wheel (20); a deterioration degree acquisition unit (52) which acquires a detection value showing the deterioration state of a battery (62); and a control unit (51) which, on the basis of the detection value acquired by the deterioration degree acquisition unit (52), switches a clutch (35) to a non-power transmission state on condition that the battery (62) is under predetermined normal conditions, and switches the clutch (35) to a power transmission state if the battery (62) is under abnormal conditions.

Description

Steering system control device

The present invention relates to a control device for a steering system.

In recent years, the development of steer-by-wire in which a steering unit including a steering handle and a steering unit including a steering mechanism are mechanically separated has been underway. For example, Patent Literature 1 discloses a vehicle steering apparatus including a steering unit including a steering reaction force actuator, a steering unit including a steering actuator, and a backup mechanism that connects or separates the steering unit and the steering unit. Has been.

Japanese Patent Laid-Open No. 2015-3539

In the vehicle steering device of Patent Document 1, the steering unit and the steering unit are mechanically separated by an electromagnetic clutch or the like (backup mechanism) when normal, and the current supply to the electromagnetic clutch is stopped and the electromagnetic clutch is connected when abnormal. State.

Incidentally, in a steering system that operates a steering actuator by electrical control, it is assumed that a large current flows when the steering actuator is driven. In such a system, when the power supply device mounted on the vehicle is not in a normal state (for example, when the battery is deteriorated), sufficient current is supplied to operate the steering actuator properly. There is a possibility that the power supply to other devices mounted on the vehicle may be insufficient due to the inability to perform the operation or by supplying a large current to the steering actuator.

The present invention has been made based on the above-described circumstances, and an object of the present invention is to provide a steering system control device that can reduce the amount of electric power required for steering a wheel when the power supply device is not in a normal state.

The steering system control device of the present invention comprises:
A steering wheel operated by a vehicle driver, and a clutch that switches between a transmission state and a non-transmission state in which an operation force to the steering wheel is transmitted to the wheel side of the vehicle, and the steering operation when the clutch is in the transmission state A control device for controlling a steering system having a steering unit that transmits force to steer the wheel, an actuator that steers the wheel, and a power supply device that supplies power to the actuator;
A drive unit that drives the actuator based on an operation amount of the steering;
An acquisition unit for acquiring a detection value indicating at least one of an output state or a deterioration state of the power supply device;
Based on the detection value acquired by the acquisition unit, the clutch is set to the non-transmission state on the condition that the state of the power supply device is a predetermined normal state, and the clutch is set when the state of the power supply device is not the normal state. A control unit for switching to the transmission state;
Have

In the control device of the steering system, when the state of the power supply device acquired by the acquisition unit is not normal, the control unit switches the clutch to the transmission state, so the operation force when the driver performs the steering operation is used. The wheel will be steered. As described above, when the power supply device is not in a normal state, at least a part of the power source for turning the wheel can be used as the operation force by the driver, and the degree of dependence on the actuator can be reduced. The driving force required in the actuator is reduced. Therefore, the power consumption of the actuator is reduced when the wheel is steered, and a problem that may occur when the wheel is steered when the power supply device is not in a normal state (the problem that the actuator cannot be driven, The problem that sufficient electric power is not supplied to the device can be made difficult to occur.

FIG. 1 is a block diagram schematically illustrating the steering system according to the first embodiment. FIG. 2 is a block diagram schematically illustrating the control device of FIG. FIG. 3 is a flowchart showing an operation example of the battery ECU of FIG. FIG. 4 is a flowchart showing an operation example of the control device of FIG. FIG. 5 is an explanatory diagram for explaining a supply state of electric power to the vehicle load when the system is normal. FIG. 6 is an explanatory diagram for explaining a supply state of power to the vehicle load when the system is abnormal.

Here, a desirable example of the present invention will be shown.

The power supply apparatus includes a battery, the acquisition unit includes a deterioration degree acquisition unit that acquires the deterioration degree of the battery, and the control unit is in a normal state where the deterioration degree of the battery acquired by the deterioration degree acquisition unit is less than a predetermined level. On this condition, the clutch may be in the non-transmission state, and the deterioration degree of the battery acquired by the deterioration degree acquisition unit is equal to or higher than a predetermined level.

The control device of the steering system configured as described above can switch the clutch to the non-transmission state and steer the wheel by driving the actuator when the battery is in a normal state where the deterioration degree is less than a predetermined level. Therefore, in the normal state in which the deterioration does not progress, the operation burden during the steering operation can be reduced. On the other hand, when the deterioration level of the battery is a predetermined level or higher, the wheels can be steered by switching the clutch to the transmission state and transmitting at least the operation force during the steering operation. Therefore, when battery deterioration progresses, power consumption can be reliably suppressed, and problems caused by large current consumption during battery deterioration can be addressed.

The steering system includes a steering reaction force generation unit that generates a steering reaction force, and the control unit is based on the detection value acquired by the acquisition unit and is based on the condition that the state of the power supply device is in a normal state. The operation may be permitted and the operation of the steering reaction force generator may be prohibited when the operation is not normal.

The control device of the steering system configured as described above supplies power from the power supply device to generate the steering reaction force by prohibiting the operation of the steering reaction force generation unit when the power supply device is not in a normal state. There is no need, and the power consumption can be further reduced.

The drive unit is configured to prohibit driving of the actuator when the state of the power supply device is in a predetermined abnormal state based on the detection value acquired by the acquisition unit, and to drive the actuator when the state of the power supply device is not an abnormal state. There may be.

The control device of the steering system configured as described above can further suppress the power consumed by the actuator when the power supply device is not in a normal state.

When the state of the power supply device acquired by the acquisition unit is not normal, the drive unit may drive the actuator while maintaining the state where the control unit switches the clutch to the transmission state.

The control device of the steering system configured as described above can steer the wheel by the driving force of the actuator and the operation force by the steering operation when the state of the power supply device is not normal. That is, while suppressing power consumption, mechanical power transmission during steering operation can be assisted by the power of the actuator, and the burden on the driver accompanying the steering operation can be reduced.

<Example 1>
Embodiment 1 of the present invention will be described below.
A steering system 10 shown in FIG. 1 is configured as a steer-by-wire (SBW) system, detects an operation amount in the operation of the steering wheel 20 by a driver of the vehicle, and determines the left and right front wheels T1, T2 of the vehicle based on the detected amount. It is configured as a steering system. Further, the steering system 10 is configured to transmit the operation of the steering 20 by the vehicle driver to the left and right front wheels T1, T2 via the clutch 35 when the system is abnormal. This steering system 10 includes a steering 20, a steering unit 30 that transmits the operation of the steering 20 to the left and right front wheels T1 and T2 via the clutch 35, a first motor 42 and a second motor that steer the left and right front wheels T1 and T2. 44, a control device 50 that drives the first motor 42 and the second motor 44 based on the operation amount of the steering 20, and a power supply device 60 that supplies electric power to the first motor 42 and the second motor 44. Yes.

The steering 20 is an operation member that is rotated by the driver, and is fixed to the upper part of the steering shaft 31. The steering unit 30 includes a steering shaft 31, a steering angle sensor 32, a steering torque sensor 33, a steering reaction force motor 34, a clutch 35, a steered shaft 36, and a rack bar 37. The steering angle sensor 32 detects the steering angle of the steering wheel 20 that is turned by the driver, and the steering torque sensor 33 detects the steering torque applied to the steering wheel 20. The steering reaction force motor 34 is configured as a steering reaction force motor that forms a steering reaction force, and is assembled to the lower portion of the steering shaft 31. The steered shaft 36 is rotatable about an axis, and meshes with rack teeth (not shown) of the rack bar 37 via a pinion gear (not shown), whereby the rack bar 37 is driven by the steered shaft 36. It is displaced in the axial direction (the left-right direction of the vehicle) in conjunction with the rotation around the axis. The upper end of the steered shaft 36 is connected to the clutch 35.

The clutch 35 is configured as an electromagnetic clutch such as a two-way clutch or a multi-plate clutch. When the system of the steering system 10 is normal, a current is supplied to be in a non-fitted state (separated state), while current is supplied when the system is abnormal Is stopped and brought into a fitted state by a spring force or the like. For this reason, when the current supply is stopped, the steering shaft 31 and the steered shaft 36 are integrally rotated via the engaged clutch 35.

The rack bar 37 extends in the left-right direction of the vehicle, and left and right front wheels T1, T2 are connected to both ends thereof via a tie rod and a knuckle arm (not shown). The left and right front wheels T1 and T2 are steered left and right by the axial displacement of the rack bar 37.

The first motor 42 and the second motor 44 function as an example of an actuator, and are configured as a steering motor provided on the outer periphery of the rack bar 37, and the rotation is converted into an axial displacement of the rack bar 37. Each of the first motor 42 and the second motor 44 includes a rotation angle sensor (not shown) that detects the rotation angle of the rotation shaft.

As shown in FIG. 2, the control device 50 performs overall control of the steering system 10, and acquires information related to the deterioration state of the power supply device 60 from the control unit 51 and the battery ECU 64 configured by a CPU and the like. The deterioration level acquisition unit 52, a drive unit 53 that transmits drive signals to the first motor 42 and the second motor 44, a memory (not shown), a system bus, an input / output interface, and the like function as an information processing device. The deterioration level acquisition unit 52 functions as an example of an acquisition unit. The control device 50 can communicate information with the steering angle sensor 32, the steering torque sensor 33, the steering reaction force motor 34, the clutch 35, the first motor 42, the second motor 44, the battery ECU 64, and the like via the input / output interface. It is configured.

Specifically, the control unit 51 transmits a drive signal to the first motor 42 and the second motor 44 based on the steering angle detection value received from the steering angle sensor 32. Further, the control unit 51 functions as an example of a steering reaction force generation unit, and based on the steering torque detected by the steering torque sensor 33, the steering reaction force motor 34 is applied so as to apply the command steering reaction force torque to the steering wheel 20. A drive signal is transmitted to. In addition, the control unit 51 transmits a non-engagement command signal to the clutch 35 when the system is normal, thereby bringing the clutch 35 into a non-engaged state, and transmits a engagement command signal to the clutch 35 when the system is abnormal. Then, the clutch 35 is brought into a fitted state.

The power supply device 60 includes a battery 62, a battery ECU 64 that detects the state (specifically, the degree of deterioration) of the battery 62, and a generator 66 (see FIG. 5) configured as an alternator. The battery 62 is configured by known in-vehicle power storage means such as an electric double layer capacitor, a lead battery, or a lithium ion battery, and is electrically connected to a power supply path via a relay or the like. The battery ECU 64 detects SOH (State Of Health), which is a value for specifying the degree of deterioration of the battery 62 based on information such as the terminal voltage, the charge / discharge current, and the temperature of the battery 62, and this detection result is deteriorated. This is transmitted to the control device 50 via the degree acquisition unit 52. Note that various known methods can be adopted as a method for detecting the SOH of the battery 62. For example, a known detection method disclosed in Japanese Patent Application Laid-Open No. 2009-214766 can be used. Further, the battery ECU 64 transmits information on the detected degree of deterioration (specifically, the detected SOH value) to the control device 50.

Next, an example of the operation of the steering system 10 will be described with reference to FIGS. When the system is normal when the degree of deterioration of the battery 62 is less than a predetermined level (specifically, when the SOH of the battery 62 is greater than a predetermined threshold), the clutch 35 is in a non-engaged state. That is, the steering system 10 is in a state where only steer-by-wire (SBW) control is performed. When the driver rotates the steering wheel 20, the control device 50 receives the detected steering angle value from the steering angle sensor 32, obtains the command turning angles of the left and right front wheels T 1 and T 2 according to the operation state of the steering wheel 20, and The 1st motor 42 and the 2nd motor 44 are driven so that it may become a turning angle. Specifically, the control device 50 derives the actual turning angles of the left and right front wheels T1 and T2 based on the rotation angle detection value received from the rotation angle sensor, and causes the actual turning angle to follow the command turning angle. Thus, the first motor 42 and the second motor 44 are driven. Further, the control device 50 drives the first motor 42 and the second motor 44 so as to apply to the steering 20 a command steering reaction torque corresponding to the steering angle of the steering wheel 20 and the steered state of the left and right front wheels T1, T2. .

FIG. 5 is an explanatory diagram for explaining the state of power supply to the vehicle load (the first motor 42 and the like) when the system is normal. When such a system is normal, the battery 62 is sufficiently charged, and as shown in FIG. 5, sufficient power is supplied from the battery 62 and the generator 66 to the first motor 42, the second motor 44, the control device 50, and the other. Supplied to the load. That is, even if the power consumption by the first motor 42 and the second motor 44 is large, it is possible to sufficiently supply power to other loads.

Next, an example of the operation of the battery ECU 64 will be described with reference to the flowchart of FIG. First, the battery ECU 64 measures the terminal voltage, charge / discharge current, temperature, and the like of the battery 62 (S11). Next, the degree of deterioration of the battery 62 is detected based on the terminal voltage, charge / discharge current, temperature, etc. of the battery 62 measured in S11 (S12). In S12, specifically, SOH (State Of Health), which is a value for specifying the degree of deterioration, is detected. In this case, SOH corresponds to an example of a detection value indicating a deterioration state of the power supply device. The current SOH of the battery 62 (at the time of execution of step S12) is the current full charge capacity of the battery 62 relative to the reference full charge capacity (specifically, the initial full charge capacity of the battery 62 (for example, at the time of product shipment)). Can be represented. In this embodiment, SOH is set to “value for specifying the degree of deterioration”. For example, if SOH is 30%, the degree of deterioration corresponds to SOH 30%, and if SOH is 50%, it corresponds to SOH 50%. Degree of deterioration. After S12, information on the degree of deterioration of the battery 62 (specifically, the SOH of the battery 62 detected in S12) is transmitted to the control device 50 (S13). For example, the battery ECU 64 may repeat such processing (S11 to S13) every time a predetermined time elapses, and when the predetermined time (for example, when the ignition switch is switched from the on state to the off state). For example, at the start of vehicle operation, etc.).

FIG. 6 is an explanatory diagram for explaining the state of power supply to the vehicle load when the system is abnormal. When such a system abnormality occurs, the battery 62 is not sufficiently charged, and rapid power supply is difficult for the generator 66. Therefore, sufficient power is supplied from the battery 62 and the generator 66 to the first motor 42, the second motor 44, The control device 50 and other loads will not be supplied. FIG. 6 shows an example in which power is not supplied to the second motor 44 and some other loads, and the operation stops. In particular, due to the sudden steering of the steering 20 or the like, power supply to the first motor 42 and the second motor 44 is insufficient, and furthermore, it is not possible to supply sufficient power to other loads. In order to solve such a problem, the control device 50 operates to perform the following processing based on the abnormality signal transmitted in S13 by the battery ECU 64.

Next, an example of the operation of the control device 50 will be described with reference to the flowchart shown in FIG. First, the control device 50 receives a signal including information related to the degree of deterioration from the battery ECU 64 (S21). Specifically, the information regarding the deterioration level is SOH (value for specifying the deterioration level) data transmitted in S13 by the battery ECU 64, and the control device 50 receives the SOH data in S21. Next, based on the information received from the battery ECU 64, it is determined whether or not the deterioration level of the battery 62 is equal to or higher than a predetermined level (S22). Here, the case where the SOH received in S21 is equal to or smaller than a predetermined threshold corresponds to “a case where the degree of deterioration of the battery 62 is equal to or higher than a predetermined level”. Conversely, the case where the SOH received in S21 exceeds the predetermined threshold corresponds to “the case where the deterioration level of the battery 62 is less than the predetermined level”. For example, when the predetermined threshold is set to 30%, the case where the SOH received in step S21 is equal to or lower than the predetermined threshold (30%) is “when the deterioration level of the battery 62 is equal to or higher than the predetermined level” in step S22. . In this example, the control device 50 determines that the SOH received in step S21 is equal to or lower than a predetermined threshold (30%), that is, determines that the deterioration level of the battery 62 is equal to or higher than a predetermined level (in S22). Yes), fitting instruction information is transmitted to the clutch 35 (S23). While the control device 50 transmits fitting instruction information to the clutch 35 and gives the fitting instruction, the non-fitting operation (current supply for non-fitting) is stopped in the clutch 35, and the clutch 35 Is in a fitted state. As a result, the clutch 35 enters a power transmission state, and the operation of the steering wheel 20 is transmitted to the left and right front wheels T1, T2 of the vehicle via the clutch 35. Next, a signal for prohibiting the output of the steering reaction force is transmitted to the steering reaction force motor 34 (S24). Thereby, the steering reaction force motor 34 does not perform the operation of generating the steering reaction force. After the process of S24, the control device 50 receives the signal from the battery ECU 64 again (S21).

Thus, in a system abnormal state, the left and right front wheels T1 and T2 are steered based on the power generated by the driver's steering operation while maintaining the steer-by-wire (SBW) control. Steer-by-wire (SBW) control can be assisted by power based on the steering operation. Therefore, the amount of electric power required for steering the left and right front wheels T1, T2 can be reduced, and more electric power can be supplied to other loads. In particular, since the steering reaction motor 34 does not operate when the system is in an abnormal state, it is possible to supply larger power to the left and right front wheels T1 and T2 and other loads.

When the predetermined threshold is set to 30% as described above, the control device 50 determines that the SOH received in S21 exceeds the predetermined threshold (30%), that is, the degree of deterioration of the battery 62 is predetermined. When it is determined that the level is less than the level (No in S22), disconnection instruction information (non-fitting instruction information) is transmitted to the clutch 35 (S25). While the cutting instruction information (non-fitting instruction information) is transmitted from the control device 50 to the clutch 35 and the cutting instruction is given to the clutch 35, the clutch 35 is in the non-fitted state (fitted state). Is supplied, and the clutch 35 is maintained in a disconnected state (non-fitted state). Thus, the clutch 35 is in a power non-transmission state, and the steering system 10 is in a state where only steer-by-wire (SBW) control is performed. Next, a signal for permitting the steering reaction force output to the steering reaction force motor 34 is transmitted (S26). As a result, steering is performed while applying a command steering reaction torque corresponding to the steering angle of the steering wheel 20 and the steered state of the left and right front wheels T1 and T2 to the steering wheel 20. After the process of S26, the control device 50 receives the signal from the battery ECU 64 again (S21), and performs the subsequent processes.

Next, the effect of this configuration will be exemplified.
In the control device 50, when the state of the power supply device 60 detected by the deterioration level acquisition unit 52 is not normal, the control unit 51 switches the clutch 35 to the transmission state. The left and right front wheels T1 and T2 are steered using. As described above, when the power supply device 60 is not in a normal state, at least a part of the power source for turning the left and right front wheels T1 and T2 can be used as the operating force by the driver. Since the degree of dependence on the two motors 44 can be reduced, the driving force required for the first motor 42 and the second motor 44 is reduced. Therefore, when the left and right front wheels T1 and T2 are steered, the power consumption of the first motor 42 and the second motor 44 is reduced, and occurs when the left and right front wheels T1 and T2 are steered when the power supply device 60 is not in a normal state. The problem that the first motor 42 and the second motor 44 cannot be driven, or the problem that the first motor 42 and the second motor 44 are not supplied with sufficient power cannot be obtained. Can do.

The power supply device 60 includes a battery 62, the deterioration level acquisition unit 52 acquires the deterioration level of the battery 62, and the control unit 51 is normal in which the deterioration level of the battery 62 acquired by the deterioration level acquisition unit 52 is less than a predetermined level. The clutch 35 is set to a non-transmission state on condition that it is in a state, and the deterioration level of the battery 62 acquired by the deterioration level acquisition unit 52 is equal to or higher than a predetermined level. ing.

The control device 50 configured in this way switches the clutch 35 to the non-transmission state when the deterioration level of the battery 62 is less than a predetermined level, and drives the first motor 42 and the second motor 44 to drive the left and right front wheels. T1 and T2 can be steered. Therefore, in the normal state in which the deterioration does not progress, the operation burden during the steering operation can be reduced. On the other hand, when the deterioration level of the battery 62 is a predetermined level or higher, the left and right front wheels T1, T2 are steered by switching the clutch 35 to the transmission state and transmitting at least the operation force during the steering operation. Can do. Therefore, when the battery 62 is deteriorated, the power consumption can be reliably suppressed, and the problem caused by the large current consumed when the battery is deteriorated can be dealt with.

The steering system 10 includes a steering reaction force motor 34 that generates a steering reaction force, and the control unit 51 is based on the detection value acquired by the deterioration level acquisition unit 52 on the condition that the state of the power supply device 60 is normal. The operation of the steering reaction force motor 34 is permitted, and the operation of the steering reaction force motor 34 is prohibited when it is not in a normal state.

The control device 50 configured in this manner supplies power from the power supply device 60 to generate the steering reaction force by prohibiting the operation of the steering reaction force motor 34 when the power supply device 60 is not in a normal state. There is no need, and the power consumption can be further reduced.

When the state of the power supply device 60 acquired by the deterioration level acquisition unit 52 is not normal, the drive unit 53 maintains the state where the control unit 51 switches the clutch 35 to the transmission state, and the drive unit 53 performs the first motor 42 and the second motor. 44 is driven.

When the state of the power supply device 60 is not normal, the control device 50 configured as described above steers the left and right front wheels T1, T2 by the driving force of the first motor 42 and the second motor 44 and the operation force by the steering operation. It can be performed. That is, while suppressing power consumption, mechanical power transmission during steering operation can be assisted by the power of the first motor 42 and the second motor 44, and the burden on the driver accompanying the steering operation can be reduced. .

<Other embodiments>
The present invention is not limited to the embodiments described with reference to the above description and drawings. For example, the following embodiments are also included in the technical scope of the present invention. In addition, the embodiments described above and the embodiments described later can be combined within a consistent range.

In the first embodiment, in the process of S22 in the operation of the control device 50, it is determined whether or not the degree of deterioration of the battery 62 is equal to or higher than a predetermined level. It is good also as a structure which judges whether. Specifically, in S12 of the control of FIG. 3, instead of detecting the deterioration level, the battery ECU 64 measures the output voltage and output current of the battery 62, and uses the output state of the battery 62, for example, an index value of the remaining charge. A certain SOC (State Of Charge) may be detected by a known method. The SOC can be detected by a known detection method disclosed in, for example, Japanese Patent Application Laid-Open No. 2009-214766, and may be detected by other known methods. In this case, the SOC corresponds to an example of a detection value indicating the output state of the power supply device. When the battery ECU 64 detects the SOC of the battery 62 in S12 of FIG. 3, the SOC detected in S12 is transmitted in S13. In this case, the control device 50 may receive the SOC transmitted in S13 in S21 of the control in FIG. 4, and in S22, if it is determined whether or not the SOC received in S21 is below a predetermined level. Good. As the “predetermined level”, various values can be adopted, for example, 30%. When the control device 50 determines in S22 that the SOC received in S21 is equal to or lower than the predetermined level, the control device 50 transmits a fitting instruction signal to the clutch 35 in S23, engages the clutch 35, and steers in S24. A reaction force prohibition signal is transmitted to prevent the steering reaction force motor 34 from performing an operation for generating a steering reaction force. On the other hand, when it is determined in S22 that the SOC received in S21 is not equal to or lower than the predetermined level, the control device 50 transmits a disconnection instruction signal to the clutch 35 in S25 so that the clutch 35 is not engaged. In S26, a steering reaction force permission signal is transmitted to cause the steering reaction force motor 34 to perform an operation for generating a steering reaction force.

In the first embodiment, the left and right front wheels T1 and T2 are steered based on the power generated by the driver's steering operation while maintaining the steer-by-wire (SBW) control in an abnormal state of the system. In an abnormal state, the left and right front wheels T1, T2 may be steered based only on the power generated by the driver's steering operation. That is, the drive unit 53 is based on the detection value acquired by the deterioration level acquisition unit 52 when the state of the power supply device 60 is a predetermined abnormal state (for example, when the deterioration level of the battery 62 is equal to or higher than a predetermined level, The driving of the first motor 42 and the second motor 44 is prohibited when the output state is equal to or less than a predetermined level, and the first motor 42 and the second motor 44 are driven when the state of the power supply device 60 is not an abnormal state. It is good also as a structure.
The control device 50 configured as described above can further suppress the power consumed by the first motor 42 and the second motor 44 when the power supply device 60 is not in a normal state.

In the first embodiment, in the process of S24 in the operation of the control device 50, a signal for prohibiting the output of the steering reaction force is transmitted to the steering reaction force motor 34. However, such a signal is not transmitted. There may be.

In the first embodiment, when the steer-by-wire (SBW) system is abnormal (for example, when a drive signal is not normally transmitted from the control device 50 to the clutch 35), a fitting command signal is transmitted from the control device 50 to the clutch 35. Thus, the clutch 35 may be engaged and steering may be performed by the driver's steering operation.

In the first embodiment, the configuration in which the determination of the abnormal state of the system is performed based on the degree of deterioration of the battery 62 detected by the battery ECU 64 (S22). The configuration may be a state. For example, the battery ECU 64 is configured to detect the output state of the generator 66, and the control device 50 detects that the output voltage included in the information acquired from the battery ECU 64 via the deterioration level acquisition unit 52 is less than or equal to a predetermined voltage value. In some cases, an abnormal signal may be transmitted. Further, the power supply device 60 includes a DC-DC converter, and the battery ECU 64 detects the output state of the DC-DC converter. The control device 50 uses the information acquired from the battery ECU 64 via the deterioration level acquisition unit 52. The configuration may be such that an abnormal signal is transmitted when the included output voltage is equal to or lower than a predetermined voltage value.

As described above, the battery ECU 64 detects the SOH or SOC of the battery 62, and the control device 50 acquires these information. However, the control device 50 measures the output voltage, output current, and the like of the battery 62. The control device 50 may be configured to detect the SOH or SOC of the battery 62.

DESCRIPTION OF SYMBOLS 10 ... Steering system 20 ... Steering 30 ... Steering part 34 ... Steering reaction force motor (steering reaction force generation part)
35 ... Clutch 42 ... First motor (actuator)
44 ... Second motor (actuator)
DESCRIPTION OF SYMBOLS 50 ... Control apparatus 51 ... Control part 52 ... Deterioration degree acquisition part (acquisition part)
53 ... Drive unit 60 ... Power supply device 62 ... Battery T1 ... Left front wheel T2 ... Right front wheel

Claims

A steering wheel operated by a vehicle driver, and a clutch that switches between a transmission state and a non-transmission state in which an operation force to the steering wheel is transmitted to the wheel side of the vehicle, and the steering operation when the clutch is in the transmission state A control device for controlling a steering system having a steering unit that transmits force to steer the wheel, an actuator that steers the wheel, and a power supply device that supplies power to the actuator;
A drive unit that drives the actuator based on an operation amount of the steering;
An acquisition unit for acquiring a detection value indicating at least one of an output state or a deterioration state of the power supply device;
Based on the detection value acquired by the acquisition unit, the clutch is set to the non-transmission state on the condition that the state of the power supply device is a predetermined normal state, and the clutch is set when the state of the power supply device is not the normal state. A control unit for switching to the transmission state;
A control device for a steering system.
The power supply device includes a battery,
The acquisition unit includes a deterioration level acquisition unit that acquires a deterioration level of the battery,
The control unit sets the clutch to the non-transmission state on the condition that the deterioration level of the battery acquired by the deterioration level acquisition unit is less than a predetermined level and is acquired by the deterioration level acquisition unit. The steering system control device according to claim 1, wherein the clutch is switched to the transmission state when the deterioration level of the battery is equal to or higher than a predetermined level and is not in the normal state.
The steering system includes a steering reaction force generation unit that generates a steering reaction force,
The control unit permits the operation of the steering reaction force generation unit on the condition that the state of the power supply device is the normal state based on the detection value acquired by the acquisition unit, and when the state is not the normal state, The steering system control device according to claim 1 or 2, wherein operation of the steering reaction force generator is prohibited.
The drive unit prohibits driving of the actuator when the state of the power supply device is a predetermined abnormal state based on the detection value acquired by the acquisition unit, and when the state of the power supply device is not the abnormal state The steering system control device according to any one of claims 1 to 3, wherein the actuator is driven.
The drive unit drives the actuator while maintaining the state where the control unit switches the clutch to the transmission state when the state of the power supply device acquired by the acquisition unit is not the normal state. The control device for the steering system according to any one of claims 1 to 3.