JP5348963B2 - Steering device - Google Patents

Description

  The present invention relates to a steering apparatus for an automobile in which steered wheels are steered by a steering operation.

  As a steering device for an automobile, an electric power steering device that applies a steering assist force by a motor to a steering system is used. In this electric power steering apparatus, it is possible to control the vibration transmission characteristic from the steering wheel to the steering by controlling the vibration applied to the steering from the motor. Techniques have been proposed for improving the driver's steering feeling by controlling the vibration transmission characteristics from the steered wheels to the steering by motor drive control (for example, Patent Documents 1 to 4 below).

JP 2006-143210 A JP 2007-269175 A JP 2006-199219 A JP 2006-335228 A

  Steering vibrations are two-sided, which can be annoying and annoying for the driver who operates the steering wheel, and can inform the vehicle and road surface (road information) and improve the texture. It may be beneficial. In order to improve the steering feeling of the driver when controlling the vibration transmission characteristics from the steering wheel to the steering by controlling the vibration applied to the steering from an actuator such as a motor, a vibration component that is unpleasant for the driver It is desirable to control the vibration transmission characteristics so as to suppress vibration and to transmit a vibration component useful for the driver to the steering.

  In Patent Document 1, the complementary sensitivity function with respect to the frequency is set so as to approach 1 in a band where there is a disturbance to be suppressed and close to 0 in a band where there is a disturbance to be transmitted. More specifically, from the eigenvalue of electric power steering (10 Hz to 13 Hz), through the eigenvalue of suspension (13 Hz to 17 Hz), and further through the flutter vibration region (15 Hz to 25 Hz) to the torque ripple region (15 Hz to 30 Hz) of the motor. By setting the complementary sensitivity function in the frequency band to be close to 1, the disturbance in this frequency band is suppressed. However, in Patent Document 1, since vibration components below the eigenvalue (resonance frequency) of the suspension are also suppressed, road information useful for the driver is lost from the steering vibration. As a result, the driver's steering feeling is reduced.

  In Patent Document 2, control is performed so that steering vibration transmitted to the driver's hand always matches a certain frequency characteristic based on the frequency characteristic of human tactile sense. However, in Patent Document 2, since the same steering vibration is always transmitted to the driver's hand, the difference in steering vibration phenomenon according to the change in the shape of the road surface or the contact state between the vehicle and the road surface cannot be transmitted to the driver. Road information useful to the driver is lost from the steering vibration. As a result, the driver's steering feeling is reduced.

  An object of the present invention is to control vibration transmission characteristics from a steered wheel to a steering so as to improve a driver's steering feeling.

  The steering apparatus according to the present invention employs the following means in order to achieve the above-described object.

  A steering apparatus according to the present invention is a steering apparatus for an automobile in which a steered wheel is steered by an operation of a steering, and includes an actuator capable of causing a vibration in a rotational direction to act on the steering, and a vibration acting on the steering from the actuator. A vibration transmission characteristic control unit that controls a vibration transmission characteristic from the steering wheel to the steering by controlling the vibration, and the vibration transmission characteristic control unit is a low frequency that is equal to or lower than a resonance frequency of a suspension that suspends the steering wheel on the vehicle body. Transmitting the vibration component in the region, suppressing the vibration component in the medium frequency region higher than the resonance frequency of the suspension, and transmitting the vibration component in the high frequency region higher than the medium frequency region. The gist is to control.

  In one aspect of the present invention, the high frequency region is preferably a frequency region higher than a torsional resonance frequency of steering.

  In one aspect of the present invention, it is preferable that the vibration transfer characteristic control unit controls the vibration transfer characteristic so as to amplify the vibration component in the high frequency region.

  In one aspect of the present invention, the vibration transfer characteristic control unit is a vibration transfer characteristic control filter to which a signal indicating a force acting on the steered wheel from the road surface is input, and passes the low frequency region component, Including a vibration transfer characteristic control filter having a frequency characteristic that suppresses the component in the middle frequency region and passes or amplifies the component in the high frequency region, and from the actuator to the steering based on the output signal from the filter for vibration transfer characteristic control It is preferable to control the vibration to be applied.

  In one aspect of the present invention, it is preferable that the vibration transfer characteristic control unit controls the vibration transfer characteristic based on steering vibration.

A steering device according to a reference example of the present invention is a steering device for an automobile in which a steered wheel is steered by an operation of a steering, and includes an actuator capable of causing vibration in a rotational direction to act on the steering, and an actuator. A vibration transmission characteristic control unit that controls vibration transmission characteristics from the steered wheels to the steering by controlling vibration applied to the steering, and the vibration transmission characteristic control unit transmits vibration components in a low frequency region, Controlling the vibration transmission characteristics so as to suppress a vibration component in a middle frequency region higher than the low frequency region and transmit a vibration component in a high frequency region higher than the torsional resonance frequency of the middle frequency region and steering. Is the gist.

  According to the present invention, it is possible to control the vibration transmission characteristic from the steering wheel to the steering so as to suppress the vibration component unpleasant for the driver and to transmit the vibration component useful for the driver to the steering. A feeling can be improved.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings.

  FIG. 1 is a diagram showing a schematic configuration of a steering device 20 according to an embodiment of the present invention. A steering device 20 according to the present embodiment is mounted on an automobile, and as shown in the drawing, a steering wheel 22 operated by a driver (operator) to steer a steering wheel (tire) 30 of the automobile, and The steering shaft 24 that is rotationally driven by the steering operation of the driver, the rack and pinion mechanism 28 that converts the rotational motion of the steering shaft 24 into a linear motion and transmits the linear motion to the steering wheel 30, the rack and pinion mechanism 28, and the steering wheel And a tie rod 31 that connects to the steering wheel 30 and a steering assist torque for changing the turning angle of the steering wheel 30 to the steering shaft 24 via the speed reducer 34 and output to the steering wheel 30 for output to the steering wheel 30 ( Steering actuator) 42 and rotational angular velocity of the steering shaft 24 (steering 22) (Steering angular velocity) A steering angular velocity sensor 23 for detecting ω, an axial force sensor 27 for detecting an axial force of the tie rod 31 as a tire force F in a steering direction inputted from the road surface to the steering wheel 30, and an electronic device for controlling the entire apparatus. And a control unit 50. The steered wheels 30 are suspended from a vehicle body by a suspension 32 including a spring and a damper. Since the steering shaft 24 has a predetermined torsional rigidity, the steering 22 has a unique resonance frequency. The suspension 32 also has a unique resonance frequency.

  The electronic control unit 50 is configured as a microprocessor centered on a CPU 52, and includes a ROM 54 that stores a processing program, a RAM 56 that temporarily stores data, and an input / output port (not shown). The electronic control unit 50 receives a signal indicating the steering angular velocity (rotational angular velocity of the steering shaft 24) ω from the steering angular velocity sensor 23 and the tire force (axial force of the tie rod 31) F in the steering direction from the axial force sensor 27. A signal or the like indicated is input via the input port. The electronic control unit 50 outputs a drive signal to the electric power steering apparatus motor 42 via an output port. The motor 42 for the electric power steering apparatus can not only apply the steering assist torque to the steering shaft 24 but also can cause the steering shaft 24 (steering 22) to vibrate in the rotational direction. The electronic control unit 50 controls the vibration applied from the electric power steering device motor 42 to the steering shaft 24 (steering 22) by the drive control of the electric power steering device motor 42, so that the steering wheel 30 to the steering 22 is controlled. It is possible to control the frequency characteristic of the vibration transfer characteristic. In that case, it is possible to suppress or amplify vibrations in a specific frequency range, and to filter the vibrations from the steered wheels 30 and transmit the vibrations to the steering 22 by the motor 42 for the electric power steering apparatus. It can be given to drive control.

  A driver who operates the steering wheel 22 perceives vibration transmitted from the steering wheel 30 (road surface side) to the steering wheel 22. The vibration of the steering wheel 22 is two-sided, and is useful for the driver when it is bothersome and unpleasant for the driver, and informs the vehicle and road surface condition (road information) and improves the texture. It may be. In order to improve the driver's steering feeling when controlling the vibration transmission characteristic from the steering wheel 30 to the steering wheel 22, the vibration component unpleasant for the driver is suppressed and the vibration component useful for the driver is steered. As shown in FIG. 22, it is desirable to shape the filter characteristics from the steering wheel 30 to the steering wheel 22 by driving control of the motor 42 for the electric power steering apparatus.

  The inventor of the present application conducted an experiment for examining vibration components that are unpleasant for the driver and useful vibration components among the steering vibrations using a driving simulator that can simulate vehicle travel as shown in FIG. More specifically, using the vibration whose frequency characteristic is changed based on the steering vibration during actual driving of the automobile as an evaluation input, the steering wheel 122 is driven from the motor 142 together with the steering reaction torque that simulates the steering reaction force of a normal automobile. To the driver (subject) 123, and the driver 123 evaluated the steering feeling (rigidity, presence / absence of road information, etc.) with respect to the presented evaluation input. FIG. 3 shows the power spectral density (frequency characteristics) of the rotational acceleration of the steering in actual driving. In the evaluation experiment, the rotational vibration data of the steering during actual driving is decomposed into eight frequency components (1) to (8) as shown in FIG. 4 by wavelet transform, and each frequency component is separated from the high frequency side. By causing the driver 123 to evaluate the change in the steering feeling with respect to the vibrations (evaluation input) removed in order, the driver 123 was caused to evaluate the change in the steering feeling due to the presence or absence of each frequency component. Similarly, the driver 123 evaluated the change in steering feeling with respect to vibration (evaluation input) obtained by removing each frequency component in order from the low frequency side. In each frequency component shown in FIG. 4, the frequency component (5) is a frequency component corresponding to the resonance of the suspension, and the frequency component above (4) corresponds to the frequency component above the torsional resonance of the steering. . As a result of this evaluation experiment, an evaluation result was obtained that it was easy to grasp the road information when there was a frequency component of (5) or less. Furthermore, the evaluation result that the steering system feels less rigid when there is no frequency component above (4), and the steering system feels higher when there is a frequency component above (4) is obtained. It was.

  The driver can grasp the contact state between the road surface and the steered wheels (tires) 30 by vibration in the rotational direction of the steering wheel 22 due to the resonance of the suspension 32 (unsprung). Further, the vibration in the rotational direction of the steering wheel 22 of about several Hz lower than the resonance frequency of the suspension 32 is felt by the driver as the steering wheel 22 is taken, and from this, the driver knows the shape of the road surface such as a bag. Is possible. Thus, the acceleration or force in the low frequency region below the resonance frequency f1 of the suspension 32 includes road information such as the shape of the road surface and the contact state between the automobile and the road surface. Therefore, by making it easy to transmit the vibration component in the low frequency region below the resonance frequency f1 of the suspension 32 to the steering wheel 22, road information can be presented to the driver. In general, the resonance frequency f1 of the suspension 32 is, for example, about 10 to 20 Hz.

  Further, the driver determines that the steering vibration at a frequency higher than the resonance frequency f1 of the suspension 32 is mainly due to the resonance of the steering system. If the resonance frequency is high, the driver is given an impression that the steering system has high rigidity, and if the resonance frequency is low, the steering system has low rigidity. When the vibration in the steering direction in the middle frequency range is higher than the resonance frequency f1 of the suspension 32 and lower than the torsional resonance frequency f2 of the steering wheel 22, the driver has an impression that the steering system is soft and unreliable (low torsional rigidity). receive. Therefore, by making it difficult for the vibration component in the middle frequency range higher than the resonance frequency f1 of the suspension 32 and lower than the torsional resonance frequency f2 of the steering wheel 22 to be transmitted to the steering wheel 22, an impression that the torsional rigidity of the steering system is low is given to the driver. Can be prevented.

In addition, vibration with a frequency higher than the resonance frequency is attenuated, but if the vibration in the steering rotation direction in the high frequency region higher than the torsional resonance frequency f2 of the steering wheel 22 is large, the driver has a firm steering system (the resonance frequency is high). ) Get an impression. Therefore, by making it easy to transmit the vibration component in the high frequency region higher than the torsional resonance frequency f2 of the steering wheel 22 to the steering wheel 22, as if the torsional resonance frequency f2 of the steering wheel 22 is high, that is, the torsional rigidity of the steering system is high. Can give the driver a unique impression.
In general, the torsional resonance frequency f2 of the steering 22 is higher than the resonance frequency f1 of the suspension 32 and is, for example, about 20 to 60 Hz.

  Therefore, in the present embodiment, the electronic control unit 50 transmits the vibration component in the low frequency region below the resonance frequency f1 of the suspension 32, and is higher than the resonance frequency f1 (low frequency region) of the suspension 32 and torsion of the steering 22 The vibration component in the medium frequency region lower than the resonance frequency f2 is suppressed, and the vibration component in the high frequency region higher than the torsional resonance frequency f2 (medium frequency region) of the steering 22 is transmitted to the steering wheel 22 from the steering wheel 30. Controls the frequency characteristics of the vibration transfer characteristics. An example of vibration transfer characteristics (filter characteristics) in that case is shown in FIG. The filter characteristics in FIG. 5 represent gain characteristics from the tire force in the steering direction (axial force of the tie rod 31) F to the rotational angular acceleration dω / dt of the steering wheel 22. Here, the gain from the axial force F of the tie rod 31 to the rotational angular acceleration dω / dt of the steering 22 when torque is not output from the motor 42 for the electric power steering apparatus is set to 1 (0 dB). The gain in the low frequency region is, for example, 1 or a value near 1, the gain in the medium frequency region is a value sufficiently smaller than 1, and the gain in the high frequency region is, for example, near 1 or a value of 1 or more. When the gain in the high frequency region is larger than 1, the vibration component in the high frequency region is amplified and transmitted to the steering 22.

The filter of the form of FIG. 5 can be realized with a secondary / secondary configuration. The general form of the second-order / second-order filter is expressed by the following expression (1) (s is a Laplace operator), and the values of the four parameters ω ₁ , ω ₂ , ζ ₁ , and ζ _{2 in} the expression (1) By adjusting, the gain characteristic of the filter can be adjusted.

As an example of the gain characteristics of the filter, it can be considered that the gain is 0.5 (about −3 dB) at the resonance frequency f1 of the suspension 32 and the gain is 1 (0 dB) at the torsional resonance frequency f2 of the steering 22. FIG. 6 shows an example in which f1 is set to 15 Hz and f2 is set to 30 Hz. Here, ω ₁ = 40 Hz, ω ₂ = 22.5 Hz, ζ ₁ = 0.5, and ζ ₂ = 0.1 are set. In the example shown in FIG. 6, since the gain in the high frequency region is larger than 1, the vibration component in the high frequency region is amplified and transmitted to the steering 22.

  A configuration example of the electronic control unit 50 is shown in FIG. In the configuration example shown in FIG. 7, a signal indicating the tire force (axial force of the tie rod 31) F in the steering direction from the axial force sensor 27 is input to the vibration transfer characteristic control filter 62. The vibration transfer characteristic control filter 62 passes a signal component in a low frequency region below the resonance frequency f1 of the suspension 32, and is a medium frequency region that is higher than the resonance frequency f1 of the suspension 32 and lower than the torsional resonance frequency f2 of the steering wheel 22. And has a frequency characteristic H2 (for example, a gain characteristic as shown in FIGS. 5 and 6) that passes or amplifies a signal component in a high frequency region higher than the torsional resonance frequency f2 of the steering wheel 22. / A secondary filter can be used. The signal H 2 · F that has passed through the vibration transfer characteristic control filter 62 is input to the high-pass filter 64. The high-pass filter 64 has a frequency characteristic H1 whose cut-off frequency fs is lower than the resonance frequency f1 of the suspension 32, passes a frequency component equal to or higher than the cut-off frequency fs, and suppresses a frequency component lower than the cut-off frequency fs. To do. The gains of the signals H1, H2, and F that have passed through the high-pass filter 64 are adjusted by the gain adjustment block 66. Then, the output signals G, H1, H2, and F from the gain adjustment block 66 are used as the target rotational angular acceleration of the steering 22, and the electric power steering is performed so that the rotational angular acceleration dω / dt of the steering 22 coincides with the target rotational angular acceleration. By performing drive control of the apparatus motor 42, the frequency characteristics of the vibration in the rotational direction transmitted to the steering 22 are controlled. In this way, based on the output signal from the vibration transfer characteristic control filter 62, the rotational vibration that acts on the steering 22 from the motor 42 for the electric power steering apparatus is controlled. For example, as shown in FIG. 8, a feedback command for reducing the deviation (ideally 0) between the rotational angular acceleration dω / dt of the steering wheel 22 and the target rotational angular acceleration G · H1 · H2 · F. It is also possible to provide a feedback controller 68 that outputs a value, and to control the drive of the motor 42 for the electric power steering device by a feedback command value from the feedback controller 68. The rotational angular acceleration dω / dt of the steering 22 can be calculated from a differential value (difference value) of the rotational angular velocity ω of the steering 22 from the steering angular velocity sensor 23. Further, the rotational angular speed ω of the steering 22 can be obtained from the rotational speed of the motor 42 for the electric power steering apparatus.

FIG. 9 is a flowchart for explaining processing performed in advance for designing the filters 62 and 64. First, in step S101, the vibration transmission characteristic from the tire force (axial force of the tie rod 31) F input to the steering wheel 30 from the road surface side to the rotational angular acceleration dω / dt of the steering wheel 22 is measured, and the vibration transmission characteristic is measured. The frequency fs at which the gain of the vehicle falls is acquired for each traveling state of the vehicle. In this driving situation, since fs tends to fluctuate particularly in relation to the vehicle speed and the steering angle (power steering operation amount), the vehicle speed region (region number n) and the steering angle (power steering operation amount) region ( Fs is obtained for each of the n × m areas set in relation to the number of areas m). Thus, fs tends to fluctuate depending on the driving situation, but typically has a value of about 3 to 10 Hz during power steering operation during turning. In step S102, the frequency characteristic H1 of the high-pass filter 64 having the frequency fs acquired in step S101 as a cutoff frequency is designed for each traveling situation. In step S103, the resonance frequency f1 of the suspension 32 and the torsional resonance frequency f2 of the steering 22 are acquired. Here, as the resonance frequencies f1 and f2, it is possible to use actually measured resonance frequencies, and it is also possible to use design values of the resonance frequencies. In step S104, based on the resonance frequencies f1 and f2 acquired in step S103, for example, the frequency of the vibration transfer characteristic control filter 62 (secondary / secondary filter) having a gain characteristic as shown in FIGS. The characteristic H2 is designed (values of parameters ω ₁ , ω ₂ , ζ ₁ , ζ ₂ are determined).

  FIG. 10 is a flowchart illustrating a process for controlling the vibration transmission characteristic from the steered wheels 30 to the steering 22. First, in step S201, the tire force (axial force of the tie rod 31) F in the steering direction detected by the axial force sensor 27 is read. In step S202, the process of passing the vibration transfer characteristic control filter 62 having the frequency characteristic H2 is performed on the data of the axial force F of the tie rod 31 read in step S201. In step S203, the data that has passed through the vibration transfer characteristic control filter 62 is further passed through the high-pass filter 64 having the frequency characteristic H1. The cut-off frequency fs of the high-pass filter 64 is set according to the traveling state of the vehicle, for example, according to the vehicle speed and the steering angle (power steering operation amount). Here, the high-pass filter 64 is provided in order to exclude vibration components that are originally transmitted from the steering wheel 30 to the steering 22 without being controlled to drive the motor 42 for the electric power steering apparatus. The vibration component lower than the frequency fs is transmitted to the steering 22 even if the electric power steering device motor 42 is not driven and controlled. Therefore, the vibration component is not necessarily controlled by the electric power steering device motor 42. In step S <b> 204, the gain adjustment block 66 performs a gain adjustment process on the data that has passed through the high-pass filter 64. Here, a gain corresponding to the gear ratio from the steering angle of the steered wheels 30 to the angle of the steering wheel 22 is corrected by the gain adjustment block 66. In step S <b> 205, drive control of the motor 42 for the electric power steering apparatus is performed using the data after gain adjustment by the gain adjustment block 66 as the target rotational angular acceleration of the steering 22. In step S206, the frequency characteristic of the rotational vibration transmitted to the steering 22 is controlled by the drive control of the motor 42 for the electric power steering apparatus.

  In the present embodiment described above, road information can be presented to the driver by facilitating the transmission of a low-frequency vibration component having a resonance frequency f1 or less of the suspension 32 (unsprung) to the steering wheel 22, which is beneficial to the driver. Vibration can be transmitted to the steering 22. Then, by making it difficult to transmit to the steering 22 a medium frequency vibration component that is higher than the resonance frequency f1 of the suspension 32 and lower than the torsional resonance frequency f2 of the steering wheel 22, an impression that the torsional rigidity of the steering system is low is given to the driver. This can prevent steering vibrations that are unpleasant for the driver. Furthermore, by making it easier to transmit a high frequency vibration component higher than the torsional resonance frequency f2 of the steering wheel 22 to the steering wheel 22, it is possible to give the driver the impression that the torsional rigidity of the steering system is high. This can be transmitted to the steering 22. As a result, the driver's steering feeling can be improved. Furthermore, in this embodiment, by amplifying the high frequency vibration component transmitted to the steering wheel 22, an impression that the torsional rigidity of the steering system is higher can be given to the driver.

In addition, although a certain amount of steering vibration is beneficial to the driver, too much steering vibration causes discomfort to the driver. For this reason, when steering vibration is too large, it is preferable to reduce steering vibration. Therefore, in this embodiment, the electronic control unit 50 controls the frequency characteristic H2 of the vibration transmission characteristic control filter 62 based on the vibration in the rotational direction of the steering 22, thereby transmitting vibration from the steering wheel 30 to the steering 22. The frequency characteristic of the characteristic can also be controlled. For example, the frequency characteristic H2 of the vibration transfer characteristic control filter 62 can be controlled so that the vibration level of the rotational angular acceleration dω / dt of the steering 22 does not exceed a predetermined level. For reducing the rotational vibration of the steering wheel 22 while maintaining the overall frequency characteristic of the vibration transfer characteristic control filter 62, the gain characteristic of the vibration transfer characteristic control filter 62 is changed as shown in FIG. It is feasible. When the frequency characteristic H2 of the vibration transfer characteristic control filter 62 is expressed by the second-order / second-order characteristic of the equation (1), by increasing the value of ζ ₁ , as shown in FIG. In addition, the gain in the high frequency region can be reduced, and the vibration in the rotational direction of the steering 22 in the medium frequency region and the high frequency region can be reduced. FIG. 11 shows an example in which the value of ζ ₁ is increased from 0.5 to 1.0.

  In this embodiment, the electronic control unit 50 also controls the vibration transmission characteristics from the steered wheels 30 to the steering 22 by controlling the gain G in the gain adjustment block 66 based on the rotational vibration of the steering 22. You can also For example, the gain G in the gain adjustment block 66 can be controlled so that the vibration level of the rotational angular acceleration dω / dt of the steering 22 does not exceed a predetermined level.

  In the steering device 20 according to the above embodiment, vibration in the rotational direction is applied to the steering 22 from the motor 42 for the electric power steering device. However, in addition to the motor 42 for the electric power steering device, for example, a variable steering gear ratio Vibration in the rotational direction can be applied to the steering 22 from another actuator such as a system actuator.

  As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to such embodiment at all, and it can implement with a various form in the range which does not deviate from the summary of this invention. Of course.

It is a figure showing a schematic structure of steering device 20 concerning an embodiment of the present invention. It is a figure which shows schematic structure of the driving simulator used for the experiment which investigates a vibration component unpleasant for a driver | operator among a steering vibration, and a useful vibration component. It is a figure which shows the power spectrum density of the rotational direction vibration acceleration of the steering at the time of real driving | running | working. It is a figure which shows the frequency component which decomposed | disassembled the rotation direction vibration acceleration data of the steering at the time of actual driving | running | working by wavelet transformation. FIG. 4 is a diagram illustrating an example of a vibration transmission characteristic from a steering wheel 30 to a steering wheel 22; FIG. 4 is a diagram illustrating an example of a vibration transmission characteristic from a steering wheel 30 to a steering wheel 22; 2 is a diagram illustrating a configuration example of an electronic control unit 50. FIG. It is a figure which shows the other structural example of the electronic control unit. It is a flowchart explaining the process performed in advance for the design of the filters 62 and 64. FIG. 4 is a flowchart for explaining processing for controlling vibration transmission characteristics from a steering wheel 30 to a steering wheel 22; FIG. 4 is a diagram illustrating an example of a vibration transmission characteristic from a steering wheel 30 to a steering wheel 22;

Explanation of symbols

  20 Steering device, 22 Steering, 23 Steering angular velocity sensor, 24 Steering shaft, 27 Axial force sensor, 28 Rack and pinion mechanism, 30 Steering wheel, 31 Tie rod, 32 Suspension, 34 Reducer, 42 Motor for electric power steering device, 50 Electronic control unit, 52 CPU, 54 ROM, 56 RAM, 62 Vibration transfer characteristic control filter, 64 High-pass filter, 66 Gain adjustment block.

Claims (5)

A steering apparatus for an automobile in which a steered wheel is steered by a steering operation,
An actuator capable of acting in the rotational direction on the steering wheel;
A vibration transmission characteristic control unit that controls vibration transmission characteristics from the steering wheel to the steering wheel by controlling vibrations applied to the steering from the actuator;
With
The vibration transfer characteristic control unit transmits a vibration component in a low frequency region that is equal to or lower than a resonance frequency of a suspension that suspends the steering wheel on the vehicle body, suppresses a vibration component in a medium frequency region that is higher than the resonance frequency of the suspension, A steering apparatus that controls the vibration transmission characteristics so as to transmit a vibration component in a high frequency region higher than a frequency region. The steering apparatus according to claim 1,
The steering device, wherein the high frequency region is a frequency region higher than a torsional resonance frequency of steering. The steering apparatus according to claim 1 or 2,
The vibration transfer characteristic control unit controls the vibration transfer characteristic so as to amplify a vibration component in the high frequency region. The steering apparatus according to any one of claims 1 to 3,
The vibration transfer characteristic control unit
A vibration transfer characteristic control filter to which a signal indicating a force acting on a steered wheel from a road surface is input, the component in the low frequency region is allowed to pass through, the component in the middle frequency region is suppressed, and the component in the high frequency region is suppressed. Including a vibration transfer characteristic control filter having a frequency characteristic for passing or amplifying components;
A steering device that controls vibration applied to a steering from an actuator based on an output signal from a vibration transfer characteristic control filter. The steering apparatus according to any one of claims 1 to 4,
The vibration transmission characteristic control unit is a steering device that controls the vibration transmission characteristic based on a vibration of a steering.