JP7700638B2 - Steering control device and steering control method - Google Patents

Description

The present invention relates to a steering control device that controls the steering wheel used by a driver to steer a vehicle, and a steering control method.

Conventionally, vehicle steering members have not been circular steering wheels, but rather stick-type steering members in which the driver grips left and right grips attached to the tips of levers that protrude to the left and right.

For example, Patent Document 1 describes a technology that generates a steering reaction force around a steering axis on a control stick-type steering member, and generates a grip member reaction force on a grip member that rotates the grip member in a direction opposite to the direction in which the driver rotates the grip member.

JP 2004-34849 A

As a result of extensive experimentation and research into joystick-type steering members, the inventors discovered that if the balance between the steering reaction force and the grip member reaction force is lost when steering, the driver may feel uncomfortable.

The present invention was made based on the findings of the above inventors, and aims to provide a steering control device and a steering control method that controls so as to reduce the discomfort felt by the driver when using a so-called joystick-type steering member.

In order to achieve the above object, a steering control device according to one aspect of the present invention comprises:
The steering device includes a steering shaft that rotates around a steering axis, a first gripping member that is gripped by a driver to rotate the steering shaft and rotates around a first rotation axis extending in a direction intersecting the steering axis, a second gripping member that is gripped by a driver to rotate the steering shaft and rotates around a second rotation axis extending in a direction intersecting the steering axis, a steering reaction force device that applies a reaction force to the steering shaft, a first reaction force device that applies a reaction force to the first gripping member, and a second reaction force device that applies a reaction force to the second gripping member.The steering device is provided with a steering reaction force control unit that controls the steering reaction force device, a reaction force control unit that controls at least one of the first reaction force device and the second reaction force device, and a state change unit that changes the control state of one of the steering reaction force control unit and the reaction force control unit based on the control state of the other.

In order to achieve the above object, another aspect of the present invention is a steering control method for a steering device including a steering shaft that rotates around a steering axis, a first gripping member that is gripped by a driver to rotate the steering shaft and rotates around a first rotation axis extending in a direction intersecting the steering axis, a second gripping member that is gripped by a driver to rotate the steering shaft and rotates around a second rotation axis extending in a direction intersecting the steering axis, a steering reaction force device that applies a reaction force to the steering shaft, a first reaction force device that applies a reaction force to the first gripping member, and a second reaction force device that applies a reaction force to the second gripping member, the steering reaction force device is controlled by a steering reaction force control unit, at least one of the first reaction force device and the second reaction force device is controlled by a reaction force control unit, and a state change unit changes the control state of the other based on the control state of one of the steering reaction force control unit and the reaction force control unit.

The present invention can reduce the discomfort felt by drivers who use a joystick-type steering member when steering, and improve steering accuracy.

FIG. 2 is a perspective view showing a steering device. FIG. 2 is a front view showing the internal structure of the steering device. FIG. 2 is a top view showing the internal structure of the steering device. FIG. 2 is a block diagram showing a functional configuration of the steering control device. 4 is a flowchart showing a flow of a steering control method. 13 is a graph showing reaction force versus rotation angle in each mode. FIG. 11 is a block diagram showing a functional configuration of a steering control device according to a first modified example. 10 is a flowchart showing a flow of a steering control method according to a first modified example. FIG. 13 is a diagram showing an example of a steering reaction force due to a friction term to be added to a graph showing a medium reaction force mode. 4 is a graph showing a steering reaction force relative to a steering angle in each mode. 13 is a graph showing another example of reaction force versus rotation angle in each mode. 13 is a graph showing another example of reaction force with respect to rotation angle in each mode. 11 is a graph showing an example of a reaction force due to a friction term added to the reaction force control.

The following describes an embodiment of a steering control device and a steering control method according to the present invention with reference to the drawings. Note that the following embodiment is an example to explain the present invention, and is not intended to limit the present invention. For example, the shapes, structures, materials, components, relative positional relationships, connection states, numerical values, mathematical expressions, the contents of each step in the method, and the order of each step shown in the following embodiment are examples, and may include contents not described below. In addition, geometric expressions such as parallel and orthogonal may be used, but these expressions do not indicate mathematical strictness, and include errors, deviations, etc. that are substantially acceptable. In addition, expressions such as simultaneous and identical also include a substantially acceptable range.

The drawings are schematic diagrams in which emphasis, omission, or adjustment of proportions has been appropriately made in order to explain the present invention, and differ from the actual shapes, positional relationships, and proportions. The X-axis, Y-axis, and Z-axis shown in the drawings indicate orthogonal coordinates arbitrarily set for the purpose of explaining the drawings. In other words, the Z-axis is not necessarily an axis along the vertical direction, and the X-axis and Y-axis are not necessarily present within a horizontal plane.

In addition, multiple inventions may be collectively described below as a single embodiment. Some of the content described below is also described as an optional component of the present invention.

Figure 1 is a perspective view of the steering device. Figure 2 is a front view showing the internal structure of the steering device. Figure 3 is a top view showing the internal structure of the steering device. The steering device 101 is a device that is the object of control by the steering control device 100. The steering device 101 is a device that is attached to a vehicle such as an automobile and receives operations related to driving the vehicle, and includes a steering member 110, a steering reaction force device 117, a right reaction force device 113 that is a first reaction force device, and a left reaction force device 114 that is a second reaction force device.

In this embodiment, the steering device 101 is attached to the vehicle body via the mounting member 140 while being suspended from the mounting member 140, and is capable of moving the steering member 110 in the fore-and-aft direction (Y-axis direction) of the vehicle body. The steering device 101 is one of the components of a so-called SBW (Steer by Wire) system that can steer the steered wheels even when the steering member 110 and the steered wheels are not mechanically connected, and converts the angle at which the driver rotates the steering member 110 during manual driving into a signal and transmits it to a steering device that steers the steered wheels.

The steering member 110 is a member that receives the driver's operation to steer the vehicle, and includes a steering shaft 119, a right gripping member 111 that is a first gripping member, and a left gripping member 112 that is a second gripping member.

The steering shaft 119 is a member that extends in the Y-axis direction, supports the right grip member 111 and the left grip member 112 (hereinafter, these may be collectively referred to as "grip members") that the driver grasps to steer the vehicle, and is a member called a boss or the like that rotates around the steering shaft 219 (around the Y-axis) due to the force applied to the grip members by the driver.

The steering reaction force device 117 is a device that applies a reaction force to the right grip member 111 and the left grip member 112 against the torque generated in the steering shaft 119 by the force applied by the driver to the right grip member 111 and the left grip member 112 around the steering shaft 219, and allows the driver operating the steering member 110, which is not mechanically connected to the steered wheels, to feel the weight of the steering. There is no limit to the type of steering reaction force device 117. In this embodiment, the steering reaction force device 117 includes a motor, a shaft rotation angle detection device 118 (see FIG. 4), and a steering reaction force transmission mechanism (not shown) such as a belt drive or a reduction gear.

The shaft rotation angle detection device 118 is a device that detects the rotation angle of the steering shaft 119 around the steering shaft 219. In this embodiment, the rotation angle of the steering shaft 119 detected by the shaft rotation angle detection device 118 is used to control the reaction force applied to the gripping member, and is also used to control the vehicle's running direction and the reaction force applied to the steering shaft 119. The type of the shaft rotation angle detection device 118 is not particularly limited, and examples include a resolver and a rotary encoder.

The right grip member 111 is a member that the driver grips with his right hand during manual driving and rotates the steering shaft 119 around the steering shaft 219. The right grip member 111 is attached so as to rotate with respect to the steering shaft 219 around the right rotation shaft 211, which is a first rotation shaft extending in a direction intersecting the steering shaft 219 (X-axis + direction). In the case of this embodiment, the right grip member 111 is disposed at a position away from the steering shaft 119 in a radial direction centered on the steering shaft 219, and the steering shaft 119 and the right grip member 111 are connected by a cylindrical right connecting member 115. The steering shaft 119 and the right connecting member 115 are fixedly connected, and the right grip member 111 and the right connecting member 115 are connected so as to be rotatable around the right rotation shaft 211 (around the X-axis).

The left grip member 112 is a member that the driver grips with his left hand during manual driving and rotates the steering shaft 119 around the steering shaft 219. The left grip member 112 is attached so as to rotate with respect to the steering shaft 219 around the left rotation shaft 212, which is a second rotation shaft extending in a direction intersecting the steering shaft 219 (X-axis - direction). The right rotation shaft and the left rotation shaft may be collectively referred to as the "grip member rotation shaft". In this embodiment, the left grip member 112 is disposed at a position away from the steering shaft 119 in a radial direction centered on the steering shaft 219, and the steering shaft 119 and the left grip member 112 are connected by a cylindrical left connecting member 116. The steering shaft 119 and the left connecting member 116 are fixedly connected, and the left grip member 112 and the left connecting member 116 are connected so as to be rotatable around the left rotation shaft 212 (X-axis).

In this embodiment, the steering shaft 219, the right rotation shaft 211, and the left rotation shaft 212 are arranged in one plane (XY plane), and the steering shaft 219, the right rotation shaft 211, and the left rotation shaft 212 are arranged to intersect at a right angle. The right rotation shaft 211 and the left rotation shaft 212 are arranged in a straight line. Note that the positional relationship between the steering shaft 219, the right rotation shaft 211, and the left rotation shaft 212 is not limited to the above, and the steering shaft 219, the right rotation shaft 211, and the left rotation shaft 212 do not have to be arranged in one plane. Also, the steering shaft 219, the right rotation shaft 211, and the left rotation shaft 212 do not have to intersect at a right angle. Also, the right rotation shaft 211 and the left rotation shaft 212 may intersect. Note that "intersection" includes intersection in a plane where the axes intersect, and three-dimensional intersection (twist) where the axes do not intersect.

The right reaction force device 113 is a device that applies a reaction force to the right gripping member 111 against the torque applied to the right gripping member 111 by the driver around the right rotation shaft 211. The type of the right reaction force device 113 is not limited. In the present embodiment, the right reaction force device 113 includes a right motor 121, a right rotation angle detection device 123 such as an encoder or resolver, and a right transmission mechanism 125 such as a belt drive or reduction gear.

The left reaction force device 114 is similar to the right reaction force device 113, and is a device that applies a reaction force to the left gripping member 112 in response to the torque applied by the driver to the left gripping member 112 around the left rotation shaft 212. The type of the left reaction force device 114 is not limited. In this embodiment, the left reaction force device 114, like the right reaction force device 113, is equipped with a left motor 122, a left rotation angle detection device 124, and a left transmission mechanism 126. The right reaction force device 113 and the left reaction force device 114 may be collectively referred to as "grip reaction force devices."

Figure 4 is a block diagram showing the functional configuration of the steering control device. The steering control device 100 is a device that controls the steering reaction force applied to the steering axle 119 and the grip reaction force applied to the gripping member so that they are coordinated. As processing units realized by causing a processor included in the steering control device 100 to execute a program, the steering control device 100 includes a steering reaction force control unit 157, a right reaction force control unit 151 which is a reaction force control unit, a left reaction force control unit 152 which is a reaction force control unit, an axle rotation angle acquisition unit 158, a right rotation angle acquisition unit 153, a left rotation angle acquisition unit 154, and a state change unit 159.

The shaft rotation angle acquisition unit 158 acquires the rotation angle of the steering shaft 119 around the steering shaft 219, that is, the steering angle, based on the signal output from the shaft rotation angle detection device 118. In this embodiment, the shaft rotation angle acquisition unit 158 acquires the rotation angle of the steering shaft 119 by taking the rotation angle of the steering shaft 119 when the right grip member 111 and the left grip member 112 are arranged horizontally as shown in FIG. 1 as 0 degrees, and acquiring the rotation angle of the steering shaft 119 by taking clockwise (right-handed) as seen from the driver as the positive direction P and counterclockwise (left-handed) as the negative direction N. The allowable rotation angle of the steering shaft 119 may be greater than or equal to 90 degrees and less than 180 degrees to the left and right, respectively.

The right rotation angle acquisition unit 153 acquires the right rotation angle, which is the rotation angle of the right grip member 111 around the right rotation axis 211, based on the signal output from the right rotation angle detection device 123. In this embodiment, the right rotation angle acquisition unit 153 acquires the right rotation angle of the right grip member 111 by taking the direction in which the upper end of the right grip member 111 rotates from the front to the back as seen from the driver when the right grip member 111 and the left grip member 112 are horizontally arranged as shown in FIG. 1 as the upward direction U and the direction in which the upper end of the right grip member 111 rotates from the back to the front as seen from the driver as the downward direction D. In addition, the right rotation angle acquisition unit 153 sets the neutral position as 0 degrees. In this embodiment, since the right grip member 111 is spherical, the neutral position is not associated with the rotational posture of the right grip member 111, but if the right grip member 111 has a shape characteristic, the neutral position may be associated with the rotational posture of the right grip member 111.

The left rotation angle acquisition unit 154 acquires the left rotation angle, which is the rotation angle of the left grip member 112 around the left rotation axis 212, based on the signal output from the left rotation angle detection device 124. The right rotation angle and the left rotation angle may be collectively referred to as the "grip member rotation angle." In the present embodiment, the left rotation angle acquisition unit 154 acquires the left rotation angle of the left grip member 112 when the right grip member 111 and the left grip member 112 are horizontally arranged, as shown in FIG. 1, with the direction in which the upper end of the left grip member 112 rotates from the front to the back as seen from the driver being the upward direction U, and the direction in which the upper end rotates from the back to the front being the downward direction D. The left rotation angle acquisition unit 154 also sets the neutral position as 0 degrees. In this embodiment, the left gripping member 112 is spherical, so the neutral position is not associated with the rotational posture of the left gripping member 112. However, if the left gripping member 112 has a characteristic shape, the neutral position may be associated with the rotational posture of the left gripping member 112.

The steering reaction force control unit 157 controls the steering reaction force device 117 to generate a force that the driver can recognize through the steering member 110, such as the force that the steered wheels receive from the road surface, and a force that rotates the steering member 110 around the steering shaft 219 in accordance with the restoring force when the vehicle returns to straight running. In the present embodiment, the steering reaction force control unit 157 has a high reaction force mode that controls the steering reaction force device 117 to generate a relatively strong steering reaction force when cruising at a relatively high speed on a highway, a medium reaction force mode that controls the steering reaction force device 117 to generate a medium steering reaction force when traveling at a medium speed in urban areas, and a low reaction force mode that controls the steering reaction force device 117 to generate a relatively weak steering reaction force when turning the steering wheel significantly at a relatively low speed in a parking lot, etc. The steering reaction force control unit 157 selects one of the three control states (reaction force modes) based on the vehicle's driving information.

The right reaction force control unit 151 independently controls the right reaction force device 113, and when the driver applies force to the right grip member 111 around the right rotation axis 211, causes the right reaction force device 113 to generate a reaction torque that resists the applied force. In this embodiment, the right reaction force control unit 151 controls the right reaction force device 113 based on the shaft body rotation angle acquired from the shaft body rotation angle acquisition unit 158 and the right rotation angle acquired from the right rotation angle acquisition unit 153.

The left reaction force control unit 152 independently controls the left reaction force device 114, and when the driver applies force to the left grip member 112 around the left rotation axis 212, causes the left reaction force device 114 to generate a reaction torque that resists the applied force. In the present embodiment, the left reaction force control unit 152 controls the left reaction force device 114 based on the shaft body rotation angle acquired from the shaft body rotation angle acquisition unit 158 and the left rotation angle acquired from the left rotation angle acquisition unit 154.

The state change unit 159 changes the control state of either the steering reaction force control unit 157 or the reaction force control unit based on the control state of the other. In the present embodiment, the control state of the reaction force control unit is changed in response to the three different control states of the steering reaction force control unit 157: high reaction force mode, medium reaction force mode, and low reaction force mode.

Figure 5 is a flowchart showing the flow of the steering control method. The control method of the steering control device 100 is not particularly limited, but in this embodiment, the steering reaction force control unit 157 acquires driving information such as the vehicle speed, acceleration, and yaw rate from an ECU (Electronic Control Unit) or the like (S101). The right rotation angle acquisition unit 153 and the left rotation angle acquisition unit 154 each acquire the grip member rotation angle (S102). The steering reaction force control unit 157 selects one of the high reaction force mode, medium reaction force mode, and low reaction force mode based on the driving information (S103).

When the steering reaction force control unit 157 selects the high reaction force mode (S104, high), the right reaction force control unit 151 controls the right reaction force device 113 so that the reaction force increases relatively rapidly as the right rotation angle increases, as in the high grip mode in the graph shown in FIG. 6 (S105). At the same time, the left reaction force control unit 152 controls the left reaction force device 114 so that the reaction force increases relatively rapidly (high grip mode) as the left rotation angle increases (S106).

When the steering reaction force control unit 157 selects the medium reaction force mode (S104, medium), the right reaction force control unit 151 controls the right reaction force device 113 so that the reaction force increases moderately with an increase in the right rotation angle, as in the medium grip mode in the graph shown in FIG. 6 (S107). At the same time, the left reaction force control unit 152 controls the left reaction force device 114 so that the reaction force increases moderately with an increase in the left rotation angle (medium grip mode) (S108).

When the steering reaction force control unit 157 selects the low reaction force mode (S104, low), the right reaction force control unit 151 controls the right reaction force device 113 so that the reaction force increases relatively slowly as the right rotation angle increases, as in the low grip mode in the graph shown in FIG. 6 (S109). At the same time, the left reaction force control unit 152 controls the left reaction force device 114 so that the reaction force increases relatively slowly (low grip mode) as the left rotation angle increases (S110).

The right reaction force control unit 151 and the left reaction force control unit 152 may be provided with multiple maps with different inclinations as shown in FIG. 6 to control the right reaction force device 113 and the left reaction force device 114. Here, the map in FIG. 6 is controlled using the following calculation formula 1. T = k x θ ... calculation formula 1. Note that T is reaction force (torque), θ is gripping member rotation angle, and k is a coefficient. For k, k1 is used in the high grip mode, k2 is used in the medium grip mode, and k3 is used in the low grip mode (k1 > k2 > k3).

According to the steering control device 100 and steering control method of the above embodiment, the control mode of the gripping reaction force of the gripping member changes depending on the control mode of the steering reaction force, so that the discomfort felt by the driver who drives while gripping the steering member 110 can be suppressed and steering accuracy can be improved. For example, when the steering reaction force is in the high reaction force mode, the reaction force control of the gripping member changes to the high grip mode, making it easier to apply force to the gripping member and allowing for firm steering. On the other hand, when the steering reaction force is in the low reaction force mode, the reaction force control of the gripping member changes to the low grip mode, making it easier for the gripping member to turn and allowing for comfortable steering.

The present invention is not limited to the above-described embodiment. For example, the components described in this specification may be combined in any way, or some of the components may be removed to create another embodiment of the present invention. The present invention also includes modifications that are made to the above-described embodiment by those skilled in the art without departing from the spirit of the present invention, i.e., the meaning of the words in the claims.

For example, instead of changing the control state of the gripping reaction force according to the control state of the steering reaction force, the control state of the steering reaction force may be changed according to the control state of the gripping reaction force. As an example, as shown in FIG. 7, the gripping reaction force control unit can acquire warning information, and may create a vibration control state in which the right gripping member 111 and the left gripping member 112 are rotationally vibrated by controlling at least one of the right reaction force device 113 and the left reaction force device 114 to warn the driver. The warning information is information that is issued when a state that should be notified to the driver occurs, such as when the distance between the vehicle and the lane is below the lane threshold, manual driving continues for more than the driving threshold time, or the current speed is too fast for the curvature of the next curve to be entered.

Figure 8 is a flowchart showing the flow of the steering control method when warning is given by vibrating the gripping member. When the vibration warning mode is enabled (S201, Yes) and the gripping reaction force control unit acquires warning information (S202), the gripping reaction force control unit judges whether or not the warning information requires a warning to the driver by vibration of the gripping member (S203), and when it judges that a warning by vibration is necessary (S203, Yes), the gripping reaction force control unit controls the gripping reaction force device in high grip mode and vibrates the gripping member (S204). When the vibration control state is reached, the state change unit 159 changes the control state of the steering reaction force control unit 157 to a high reaction force mode so that the steering reaction force is increased (S205). According to this, even if the gripping member vibrates, the steering stability can be ensured by increasing the steering reaction force. An example of the high reaction force mode is a high reaction force mode in which a reaction force based on the rotational angular velocity as shown in the lower part of FIG. 9 is converted into a reaction force that changes based on the rotation angle and added to a map of a medium reaction force mode that depicts hysteresis as shown in the upper part of FIG. 9. The map shown in the lower part of FIG. 9 can be obtained by a method for calculating a virtual friction term, for example, called the LuGre model. Also, as shown in FIG. 10, the high reaction force mode may be set by setting a high current limit value higher than the medium current control limit value of the power supply device that supplies current to the medium reaction force mode steering reaction force device.

On the other hand, if the vibration warning mode is disabled (S201, No), or if it is determined that a vibration warning is not necessary (S203, No), the steering reaction force control unit 157 controls the steering reaction force device 117 in a corresponding mode based on the driving information (S206), and the gripping reaction force control unit controls the gripping reaction force device in a mode changed by the state change unit 159 in accordance with the control mode of the steering reaction force control unit 157 (S207). The flowchart for this part corresponds to the flowchart showing the flow of the steering control method shown in Figure 5.

As shown in FIG. 11, when the rotation angle reaches a predetermined rotation angle or more, the reaction force may be set to a strong constant value, and the gripping member may not be rotated beyond the predetermined rotation angle. In this case, the gripping reaction force control unit may control the gripping member based on a map corresponding to each mode shown in FIG. 11, or may control the reaction force using the following calculation formula 2. T = -α (θ < -β), T = k × θ (-β < θ < β), T = α (θ > β) ... calculation formula 2. Note that T: reaction force (torque), θ: gripping member rotation angle, α: characteristic value of reaction force, and β: characteristic value of gripping member rotation angle. As shown in FIG. 12, the mode may be changed by switching the current control limit value of the power supply device that supplies current to the corresponding reaction force device between low current, medium current, and high current.

In addition, the reaction force that changes based on the rotational angular velocity of the gripping member as shown in FIG. 13 may be converted into a reaction force that changes based on the rotation angle and controlled. The map shown in FIG. 13 can be obtained by a method for calculating a virtual friction term, for example, called the LuGre model. Alternatively, the map shown in FIG. 13 may be stored in advance, and the control unit may control so as to add it to the map shown in FIG. 6. Alternatively, the calculation formula for the friction term used in the LuGre model may be directly added to calculation formula 1 for control.

The present invention can be used in vehicles such as automobiles.

100...Steering control device, 101...Steering device, 110...Steering member, 111...Right gripping member, 112...Left gripping member, 113...Right reaction force device, 114...Left reaction force device, 115...Right connecting member, 116...Left connecting member, 117...Steering reaction force device, 118...Shaft rotation angle detection device, 119...Steering shaft, 121...Right motor, 122...Left motor, 123...Right rotation Rotation angle detection device, 124...left rotation angle detection device, 125...right transmission mechanism, 126...left transmission mechanism, 140...mounting member, 151...right reaction force control unit, 152...left reaction force control unit, 153...right rotation angle acquisition unit, 154...left rotation angle acquisition unit, 157...steering reaction force control unit, 158...shaft body rotation angle acquisition unit, 159...state change unit, 211...right rotation shaft, 212...left rotation shaft, 219...steering shaft

Claims (4)

A steering device including a steering shaft that rotates around a steering axis, a first grip member that is gripped by a driver to rotate the steering shaft and rotates around a first rotation axis extending in a direction intersecting the steering axis, a second grip member that is gripped by a driver to rotate the steering shaft and rotates around a second rotation axis extending in a direction intersecting the steering axis, a steering reaction force device that applies a reaction force to the steering shaft, a first reaction force device that applies a reaction force to the first grip member, and a second reaction force device that applies a reaction force to the second grip member,
A steering reaction force control unit that controls the steering reaction force device;
a reaction force control unit that controls at least one of the first reaction force device and the second reaction force device;
a state changing unit that changes a control state of one of the steering reaction force control unit and the reaction force control unit based on a control state of the other;
A steering control device comprising: The state change unit is
2. The steering control device according to claim 1, wherein the control state of the reaction force control unit is changed in response to a change in the control state of the steering reaction force control unit. the reaction force control unit has a vibration control state in which at least one of the first reaction force device and the second reaction force device is controlled to rotationally vibrate at least one of the first gripping member and the second gripping member,
The state change unit is
3. The steering control device according to claim 1, wherein when the reaction force control section enters the vibration control state, the control state of the steering reaction force control section is changed so that the steering reaction force becomes large. A steering device including a steering shaft that rotates around a steering axis, a first grip member that is gripped by a driver to rotate the steering shaft and rotates around a first rotation axis extending in a direction intersecting the steering axis, a second grip member that is gripped by a driver to rotate the steering shaft and rotates around a second rotation axis extending in a direction intersecting the steering axis, a steering reaction force device that applies a reaction force to the steering shaft, a first reaction force device that applies a reaction force to the first grip member, and a second reaction force device that applies a reaction force to the second grip member,
A steering reaction force control unit controls the steering reaction force device,
A reaction force control unit controls at least one of the first reaction force device and the second reaction force device,
A steering control method in which a state changing unit changes a control state of one of the steering reaction force control unit and the reaction force control unit based on the control state of the other.

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