JP2009090939A - Steering control device and steering input device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering input device and a control device capable of quickly connecting a steering side and a turned side by fastening of a clutch at failure and not making narrow a steering range by fastening of the clutch. <P>SOLUTION: The steering control device is provided with an input shaft connected to a steering wheel; a steering state detection means for detecting the steering state of an input shaft; a rotation restriction mechanism for switching the restriction state of rotation of a predetermined angle or more of the steering wheel and the non-restriction state; a turning actuator for giving turning assist force to the turned wheel; an output shaft provided so as to be coordinated with the turned wheel; a disconnection/connection mechanism for switching connection and disconnection of the input shaft and the output shaft; a turning actuator control means for controlling the turning actuator based on the steering state detected by the steering state detection means; a disconnection/connection mechanism control means for controlling the disconnection/connection mechanism based on abnormality information and stopping information of the device; and a rotation restriction mechanism control means for making the rotation restriction mechanism in the non-restriction state when the input shaft and the output shaft are in the connection state by the disconnection/connection mechanism. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a steer-by-wire vehicle steering apparatus that mechanically separates a steering actuator from a steering handle and drives the steering actuator in accordance with a steering amount.

  As a conventional technique capable of switching between a transmission state in which force is transmitted between a steering member and a steering mechanism and a non-transmission state in which force is not transmitted at an appropriate time, the one described in Patent Document 1 is known. . The device described in Patent Document 1 prevents the steering handle from being steered further by switching the clutch to the connected state when the stroke end of the steered rod is detected.

  As a conventional technique for preventing a phase shift between the steering side and the steered side when one system of the control system fails during the steer-by-wire control, the one described in Patent Document 2 is known. The apparatus described in Patent Document 2 mechanically transmits the operation input means and the steering wheel in a state where the neutral points of the operation input unit and the steered wheel coincide with each other.

JP 2004-142542 A JP 2005-104439 A

  However, the above prior art has the following problems. In the device described in Patent Document 1, when the steered shaft reaches the stroke end, the clutch is connected and the number of times the clutch is operated increases. I need it.

  In addition, in the apparatus described in Patent Document 2, mechanical transmission is performed in a state where the neutral points of the operation input means and the steered wheels coincide with each other in the event of a system failure. Since it takes time to match the sides, it is not possible to quickly engage the clutch when the system fails.

  Further, when the clutch is engaged without matching the steering side and the steered side at the time of a system failure, there is a problem that the steering range is narrowed because the steering side and the steered side are shifted.

  The object of the present invention has been made in consideration of the above points. In the event of a system failure, the steering side and the steered side can be quickly connected by clutch engagement, and the steering range becomes narrow by clutch engagement. There is no need to provide a steering input device and a control device.

  In order to solve the above-mentioned problem, an input shaft connected to the steering handle, a steering state detecting means for detecting a steering state of the input shaft, and a restricted state and a non-restricted state of rotation of the steering handle over a predetermined angle are switched. A rotation restricting mechanism, a steering actuator that applies a steering assist force to the steered wheels, an output shaft provided in conjunction with the steered wheels, a connection mechanism that switches connection and disconnection between the input shaft and the output shaft, A steering actuator control means for controlling the steering actuator based on the steering state detected by the steering state detection means, a connection / disconnection mechanism control means for controlling the connection / disconnection mechanism based on abnormality information and stop information of the device, When the input shaft and the output shaft are in the connected state by the contact mechanism, the rotation restricting mechanism control means for setting the rotation restricting mechanism in an unrestricted state is provided.

  According to the present invention, when the connection / disconnection mechanism is set to the connected state, the rotation restricting mechanism is set to the non-restricted state, so that the positions of the steering side and the steered side are shifted due to the connection of the connection / disconnection mechanism. Even in this case, it is possible to provide a steering control device and a steering input device that can quickly connect and disconnect the connection mechanism without narrowing the steering range.

  A steering control device and a steering input device according to an embodiment of the present invention will be described in detail below with reference to FIGS.

  FIG. 1 is a schematic view of a vehicle steering apparatus 1 equipped with a steering input device of the present invention. The vehicle steering apparatus 1 mechanically separates the steering actuator 3 from the steering handle 2, generates steering power by the steering actuator 3 according to the steering amount of the steering handle 2, and the left and right steering wheels 4. Is a method of turning.

  The vehicle steering apparatus 1 includes a steering handle 2 that is steered by a driver and steers in a direction in which the vehicle is to be advanced, a steering shaft 5 that is an input shaft connected to the steering handle 2, and a steering angle of the steering handle 2. Steering angle sensor 6 as a steering state detecting means to detect, reaction force motor 8 as a reaction force applying mechanism for generating a steering reaction force (reaction force torque) against steering handle 2, and torque of reaction force motor 8 are expanded. A speed reduction mechanism 9, a torque sensor 7 for detecting steering torque, a lock end mechanism 11 as a rotation restricting mechanism for mechanically locking the steering handle 2 so as not to rotate more than a predetermined rotation, and a steering side on the steering handle 2 side And a clutch mechanism 12 as a connecting / disconnecting mechanism for fastening and releasing the turning side which is the turning actuator 3 side, And the steering shaft 13 as an output shaft for connecting the actuator 3 and the clutch mechanism 12 and a turning angle sensor 14 for detecting the turning angle of the turning actuator 3.

  The steered actuator 3 that steers the left and right steered wheels 4 has an electric motor as a power source, is driven via a speed reduction mechanism (not shown), and can change the direction of the steered wheels 4. Further, a steered shaft 13 is connected to the steered actuator 3, and by driving the steered shaft 13, the steered actuator 3 is driven and the direction of the steered wheels 4 can be changed. The steered actuator 3 is composed of, for example, a rack and pinion mechanism, receives power from the electric motor and the steered shaft 13, and the steered actuator 3 is driven.

  The reaction force motor 8 applies a reaction force to the steering handle 2 operated by the driver. The reaction force motor 8 is an electric motor, and power is transmitted to the steering shaft 5 via the speed reduction mechanism 9.

  There are the following four operation patterns for driving the reaction force motor 8. One is a case where the reaction force motor 8 is rotated in a direction opposite to the steering direction of the steering handle 2, and the driver feels a resistance force from the steering handle 2. The second case is when the reaction force motor 8 is rotated in the same direction as the steering direction, and the driver returns the steering handle 2 to the neutral position (the position of the steering handle 2 where the vehicle goes straight). Thus, the driver can feel the assist force from the steering handle 2. Third, the reaction motor 8 generates a force corresponding to a so-called self-aligning torque that acts when the driver releases his hand from the state in which the steering wheel 2 is turned off, and the steering wheel 2 is automatically set to the neutral position. Return to. The fourth is a case where the steering handle 2 is stopped and held at an arbitrary angle. As described above, the driver can receive the force generated by the reaction force motor 8 from the steering handle 2.

  The speed reduction mechanism 9 is for expanding the torque of the reaction force motor 8 using a gear or a belt / pulley. The speed reduction mechanism 9 is not necessarily required when the torque of the reaction force motor 8 has a margin, and the power of the reaction force motor 8 may be directly applied to the steering shaft 5.

  The torque sensor 7 detects torque acting on the steering shaft 5 by detecting the twist angle of the steering shaft 5.

  The lock end mechanism 11 that prevents the steering handle 2 from rotating more than a predetermined rotation is provided to prevent a cable reel (not shown) installed on the steering handle 2 from being broken. The cable reel has a reel structure in which the cable can be pulled out and taken up, and a switch cable installed on the steering handle 2 can be pulled out and taken up by the operation of the steering handle 2. . Although it is possible to transmit the stroke end position to the driver by generating a large torque with the reaction force motor 8 without installing the lock end mechanism 11, the reaction force motor 8 is increased in size and cost. It is not preferable.

  The clutch mechanism 12 is a mechanism for fastening and releasing the steering shaft 5 and the steered shaft 13. Although the clutch mechanism 12 is normally released when the system is operating, the clutch mechanism 12 is engaged when the system fails, and the operation of the steering handle 2 is directly transmitted to the steering actuator 3 so that the direction of the steered wheels 4 can be changed. . Thereby, the safety | security of a vehicle is securable.

  As described above, since the steering side of the steering handle 2 and the steered side of the steered wheel 4 are normally separated from each other, the steered amount of the steered wheel 4 with respect to the steered amount of the steering handle 2 is changed according to the traveling speed of the vehicle. Or, the steering actuator 3 can be driven without steering input from the steering handle 2 to change the direction of the steered wheels 4. Thus, in the vehicle steering apparatus 1, the direction of the steered wheels 4 can be flexibly changed by the steered actuator 3 in accordance with the traveling state of the vehicle such as the speed of the vehicle, the degree of turning of the vehicle, and the presence or absence of acceleration / deceleration.

  By the way, in this vehicle steering device 1, the lock end mechanism 11 that restricts the steering range of the steering handle 2 is installed as described above, but the turning range of the steered wheels 4 is also restricted by the steering actuator 3. There is a mechanical rotation restricting mechanism. The mechanical rotation restricting mechanism of the steered actuator 3 is, for example, the rack end of the rack and pinion mechanism, but may be other as long as the same effect can be obtained.

  FIG. 2 is a diagram schematically illustrating a steering range and a turning range in the vehicle steering apparatus 1. The stroke end on the steering side is 15A, 15B, the steering range is 16, the stroke end on the steering side is 17A, 17B, and the steering range is 18. FIG. 2 shows a case where the steering range 16 and the steering range 18 coincide. In the vehicular steering apparatus 1, the position of the steering handle 2 and the direction of the steered wheel 4 may not match as described above, and the positions of the steering range 16 and the steered range 18 are shifted as shown in FIG. There is. When the vehicle steering device 1 is operating normally, there is no problem because the clutch mechanism 12 is released. However, when a failure occurs, the clutch mechanism 12 is engaged and the steering shaft 5 and the steered shaft 13 are connected. Is done. As shown in FIG. 4, there is no problem when the clutch is engaged with the operation range 16 and the turning range 18 coincident with each other, but the steering range 16 and the turning range 18 are shifted as shown in FIG. When the clutch is engaged, the steering range becomes narrower than the original steering range 16 as shown in FIG. That is, as shown in FIG. 6, the steering side stroke end 15A is reached, but the steering side stroke end 17B is not reached, and the steering range becomes narrow.

  Therefore, in the steering input device of the present invention, when the clutch mechanism 12 is engaged, the steering side is prevented so that the steering range is not narrowed as described above even when the steering range and the steering range are deviated when a failure occurs. The lock end mechanism 11 is released.

  Next, an embodiment of the steering input device of the present invention will be described with reference to FIGS. FIG. 7 is a diagram illustrating a schematic configuration of the steering input device. The steering input device is a portion of the steering shaft 5, the reaction force motor 8, the speed reduction mechanism 9, the lock end mechanism 11, the clutch mechanism 12, and the turning shaft 13 of the vehicle steering device 1 shown in FIG. A steering handle 2 is connected above the steering shaft 5, and a steering actuator 3 is connected below the steering shaft 13. A lock end mechanism 11 is installed adjacent to the clutch mechanism 12, and a speed reduction mechanism 9 and a reaction force motor 8 are installed above the lock end mechanism 11.

  Next, the lock end mechanism 11 will be described with reference to FIG. The lock end mechanism 11 includes a small gear 19 that is a gear fitted to the steering shaft 5, a large gear 20 that meshes with the small gear 19 and has a number of teeth that is a predetermined multiple of the small gear 19, and a large gear. Shaft 21 inserted so that 20 rotates, lock pin 22 which is a locking portion installed in large gear 20 so as to be perpendicular to the side surface of large gear 20, and lock pin that operates along with rotation of large gear 20 A stopper pin 23 for restricting the rotation of the large gear 20, a compression spring 24 fitted to the stopper pin 23 so as to move downward, and the lock end mechanism described above The first base 25 and the second base 26 for holding eleven parts.

  The lock end mechanism 11 decelerates the large gear 20 so that the large gear 20 is within one rotation while the steering handle rotates a predetermined amount by using the small gear 19 and the large gear 20 because the steering handle 2 normally rotates more than one rotation. The steering shaft 5 is locked when the lock pin 22 hits the stopper pin 23.

  The small gear 19 is fixed to the steering shaft 5, and the rotational direction and the direction of the steering shaft 5 are restricted.

  The large gear 20 is installed so as to rotate with respect to the shaft 21, and a bearing (not shown) is installed between the large gear 20 and the shaft 21. The large gear 20 may be fixed to the shaft 21 and a bearing may be installed between the shaft 21 and the first base 25 and the second base 26 so that the large gear 20 rotates.

  The stopper pin 23 is fitted to the first base 25 so as to move in the vertical direction, and is installed so as to move downward by the compression spring 24. The lower end of the stopper pin 23 is restricted from moving downward by contacting the clutch mechanism 12 as will be described later.

  9 to 11 show the lock end mechanism 11 as viewed from above. FIG. 9 shows the positional relationship between the lock pin 22 and the stopper pin 23 when the steering handle 2 is in the neutral position. FIG. 10 shows the positional relationship between the lock pin 22 and the stopper pin 23 when the steering handle 2 is rotated counterclockwise to the stroke end. The lock pin 22 rotates clockwise, hits the stopper pin 23, and the lock end mechanism 11 is locked. FIG. 11 shows the positional relationship between the lock pin 22 and the stopper pin 23 when the steering handle 2 is rotated clockwise to the stroke end. The lock pin 22 rotates counterclockwise, hits the stopper pin 23, and the lock end mechanism 11 is locked.

  Next, the clutch mechanism 12 will be described with reference to FIGS. FIG. 12 is a side view of the lock end mechanism 11 and the clutch mechanism 12. FIG. 13 is an enlarged view of a circled portion in FIG. The clutch mechanism 12 installed below the lock end mechanism 11 described above is connected to the steering shaft 5 and is opposed to the clutch steering side 27 that is connected to the steering shaft 13 and the clutch steering side 27. A clutch steering side 28 which is a clutch member on the steering side disposed at a position to be engaged, a lever 29 which is fitted in a groove on the clutch steering side 27 and moves the clutch steering side 27 up and down, and a solenoid 30 which drives the lever 29 And a tension spring 31 that pulls the lever 29 so as to move the clutch steering side 27 downward.

  The clutch steering side 27 and the clutch turning side 28 have contact surfaces that are uneven, and the clutch steering side 27 and the clutch turning side 28 are in contact with each other, and the clutch mechanism 12 is fastened by engaging the protrusions and recesses. Further, when the clutch mechanism 12 is released, a gap is opened between the clutch steering side 27 and the clutch turning side 28 so that power is not transmitted.

  The clutch steering side 27 is restricted in rotation direction with respect to the steering shaft 5, but is movable in the direction of the steering shaft 5. The outer periphery of the steering shaft 5 and the clutch steering side 27 are configured with a sliding key structure. Connected by. The stopper pin 23 is always in contact with the clutch steering side 27 by the compression spring 24.

  The clutch steered side 28 is connected to the steered shaft 13 so as to restrain both the rotational direction and the steered shaft 5 direction.

  The lever 29 is installed so as to rotate around a fulcrum 32 and is moved by a solenoid 30 or a tension spring 31. The lever 29 drives the clutch steering side 27 in the direction of the steering shaft 5 so that the clutch mechanism 12 is engaged / released.

  The solenoid 30 is connected to the lever 29 via a connecting rod 33 and energizes the solenoid 30 to pull the lever 29 toward the solenoid 30 side. When the steering input device is operating normally, the clutch mechanism 12 is released by energizing the solenoid 30. The suction force of the solenoid 30 is a suction force that can prevent the lever 29 from moving downward by the spring force of the tension spring 31. Further, when the steering input device fails, the solenoid 30 is turned off, and the lever 29 is moved downward by the tension spring 31 to engage the clutch mechanism 12.

  In this embodiment, a tooth clutch is used as the clutch mechanism 12. However, other mechanisms may be used as long as the same effect can be obtained.

  Next, the operation of engaging / disengaging the clutch mechanism 12 will be described. 12 and 13 show a state in which the clutch mechanism 12 is released. Since the clutch mechanism 12 is in the released state, the clutch steering side 27 is positioned upward. Therefore, the stopper pin 23 in contact with the clutch steering side 27 is pushed upward, and the stopper pin 23 is in a position where the lock pin 22 can come into contact. That is, the lock end mechanism 11 is functioning and the steering handle 2 can be locked.

  FIG. 14 shows a state where the clutch mechanism 12 is engaged. FIG. 15 is an enlarged view of a circled portion in FIG. Since the clutch mechanism 12 is in the engaged state, the clutch steering side 27 is positioned below. Therefore, the stopper pin 23 in contact with the clutch steering side 27 moves downward, and the stopper pin 23 is in a position where the lock pin 22 does not hit. That is, the lock end mechanism 11 is not functioning and the steering handle 2 is not locked.

  In this manner, the release / fastening of the clutch mechanism 12 causes the lock end mechanism 11 to operate / inactivate. Since no actuator is added to operate the stopper pin 23 of the lock end mechanism 11, it can be realized without increasing the cost.

  FIG. 16 is a diagram showing the configuration of the control circuit of the steering input device of the present invention. The reaction force motor 8 that is an actuator, the turning actuator 3, the clutch mechanism 12, the steering angle sensor 6, the turning angle sensor 14, and the torque sensor 7 that are sensors are connected to a control unit 34. The actuator is controlled from information on the running state of the vehicle such as the speed of the vehicle, the degree of turning of the vehicle, and the presence or absence of acceleration / deceleration. The sensors and actuators are connected to the power supply unit 35.

  The control unit 34 is connected to the steering actuator control unit 46 (not shown) that controls the steering actuator 3 based on the steering angle detected by the steering angle sensor 6 and the abnormal information and the device stop information of the vehicle steering device 1. It comprises a connection / disconnection mechanism control means 47 (not shown) for controlling the clutch mechanism 12 as a mechanism.

  Next, an operation when a failure occurs in the steering input device according to the embodiment of the present invention will be described. FIG. 17 is a flowchart showing an operation flow when a failure occurs according to this embodiment.

  In step 101, it is determined whether or not the ignition switch is operated to start the engine. If the ignition switch is turned on in step 101, the clutch mechanism 12 is released in step 102. At this time, the lock end mechanism 11 is in a lockable state. In step 103, it is monitored whether a system abnormality has occurred. The sensors, actuators and control unit 34 and power supply unit 35 shown in FIG. 16 are monitored, and if any abnormality occurs, a warning is activated in step 104 and the clutch mechanism 12 is engaged in step 105. Then, the stopper of the lock end mechanism 11 is released. Further, the reaction force motor 8 and the steering actuator 3 are electrically opened to prevent deterioration in steering feeling due to increased resistance. Note that the warning in step 104 is performed by voice or display on the console.

  If it is determined in step 103 that no system abnormality has occurred, the process returns to step 101.

  If it is determined in step 101 that the ignition switch is OFF, it is determined in step 106 whether the ignition switch has changed from the ON state to the OFF state. If it is determined in step 106 that the ignition switch has changed from the ON state to the OFF state, after the position of the steering handle 2 on the steering side is matched with the direction of the steered wheel 4 on the steering side in step 107, In step 108, the clutch mechanism 12 is engaged and the stopper of the lock end mechanism 11 is released. Further, the reaction force motor 8 and the steering actuator 3 are electrically opened to prevent deterioration in steering feeling due to increased resistance. If it is determined in step 106 that the ignition switch remains in the OFF state and has not changed from the ON state to the OFF state, the process ends in step 109.

  Next, a second embodiment of the steering input device of the present invention will be described with reference to FIGS. FIG. 18 is a diagram illustrating a schematic configuration of the steering input device. Since the configuration shown in FIG. 18 is the same as that of the first embodiment except for the lock end mechanism 11, the description thereof is omitted.

  The lock end mechanism 11 of the present embodiment will be described with reference to FIG.

  The lock end mechanism 11 includes a rotary plate 36 as an engaged portion fitted to the steering shaft 5, a lock pin 37 as an engagement mechanism that locks the rotation of the rotary plate 36, and a lock solenoid that drives the lock pin 37. 38, a compression spring 39 that is installed between the lock solenoid 38 and the lock pin 37 and applies a spring force so that the lock pin 37 moves downward, and a bracket 40 that fixes the lock solenoid 38. The lock end mechanism 11 of this embodiment is a mechanism that locks the steering handle 2 by inserting a lock pin 37 into the hole 41 of the rotating plate 36.

  The rotation plate 36 is fixed to the steering shaft 5 and is restricted in the rotational direction and the vertical direction. The rotating plate 36 has a plurality of holes slightly larger than the outer diameter of the lock pin 37.

  The solenoid 38 projects the lock pin 37 downward in the ON state, and retracts the lock pin 37 in the OFF state.

  The lock end mechanism 11 turns on the lock solenoid 38 when the steering handle 2 is positioned near the stroke end so that the lock pin 37 abuts against the rotating plate 36. In this state, the compression spring 39 is not fully extended and is designed to be in a moderately bent state. When the steering handle 2 is rotated, the rotation plate 36 is rotated, and the compression spring 39 is extended when the positions of the lock pin 37 and the hole 41 coincide. At this time, the lock pin 37 is inserted into the hole 41, and the steering handle 2 is locked.

  In the present embodiment, by operating the lock solenoid 38 in conjunction with the engagement / release operation of the clutch mechanism 12, it is possible to prevent the steering handle 2 from being locked when the clutch mechanism 12 is engaged. Become. That is, it can be realized by keeping the lock solenoid 38 in the OFF state when the clutch mechanism 12 is engaged. As a result, even if the steering range and the steered range deviate when a failure occurs, the steering handle 2 on the steering side is not locked, so that the steering range, which is the problem described above, is not narrowed.

  In this embodiment, the clutch mechanism 12 does not have to be a mechanical clutch such as a tooth clutch as shown in FIG. 18, but an electromagnetic clutch or a planetary gear as described in JP-A-2005-29016. A mechanism may be used.

  FIG. 20 is a diagram illustrating a configuration of a control circuit of the steering input device according to the present embodiment. The difference from the first embodiment is that a lock solenoid 38 is added as an actuator in the lock end mechanism 11 as described above. The reaction force motor 8 that is an actuator, the turning actuator 3, the clutch mechanism 12, the lock solenoid 38, the steering angle sensor 6, the turning angle sensor 14, and the torque sensor 7 that are sensors are connected to the control unit 34, and the above-mentioned sensors The actuator is controlled from information on the running state of the vehicle such as the speed of the vehicle (not shown), the degree of turning of the vehicle, and the presence or absence of acceleration / deceleration. The sensors and actuators are connected to the power supply unit 35.

  The control unit 34 controls the lock solenoid 38 so as not to lock the lock end mechanism 11 when the clutch mechanism 12 is engaged in addition to the steering actuator control means 46 and the connection / disconnection mechanism control means 47. And mechanism control means 48.

  In addition, since the operation | movement at the time of failure | occurrence | production of the steering input apparatus in a present Example is the same as that of a 1st Example, description is abbreviate | omitted.

  Next, a third embodiment of the steering input device of the present invention will be described with reference to FIGS. FIG. 21 is a diagram illustrating a schematic configuration of the steering input device. Since the configuration shown in FIG. 21 is almost the same as the configuration shown in FIG. 7, only the parts different from the first embodiment will be described.

  First, the lock end mechanism 11 of the present embodiment will be described with reference to FIG. The difference from the first embodiment is that a first torsion spring 42, a second torsion spring 43, and a spring stopper 44 are added. In this case, the steering handle 2 is returned to the neutral position by two torsion springs 42 and 43 which are elastic members. By installing the torsion springs 42 and 43, the lock end mechanism has a role of rotation regulation and centering.

  One end of each of the first torsion spring 42 and the second torsion spring 43 has a length capable of coming into contact with the lock pin 22, and the other end is in contact with the spring stopper 44. As the large gear 20 rotates, the lock pin 22 bends the first torsion spring 42 or the second torsion spring 43, and the spring reaction force is transmitted to the steering handle 2 via the steering shaft 5 and is transmitted to the driver. The reaction force motor 8 compensates for the reaction force that is insufficient due to the spring reaction force.

  The spring stopper 44 is for preventing the first torsion spring 42 and the second torsion spring 43 from rotating, and is fixed to the shaft 21 so as not to rotate.

  23 to 25 show the lock end mechanism 11 as viewed from above. FIG. 23 shows the positional relationship between the lock pin 22 and the stopper pin 23 when the steering handle 2 is in the neutral position. In the neutral position, the first torsion spring 42 and the second torsion spring 43 are arranged so that the spring force does not act. FIG. 24 shows the positional relationship between the lock pin 22 and the stopper pin 23 when the steering handle 2 is rotated counterclockwise to the stroke end. The lock pin 22 rotates clockwise, hits the stopper pin 23, and the lock end mechanism 11 is locked. Further, the second torsion spring 43 does not bend, but the first torsion spring 42 contacts the lock pin 22, so that the maximum deflection amount is obtained and the spring force is maximized. FIG. 25 shows the positional relationship between the lock pin 22 and the stopper pin 23 when the steering handle 2 is rotated clockwise to the stroke end. The lock pin 22 rotates counterclockwise, hits the stopper pin 23, and the lock end mechanism 11 is locked. Although the first torsion spring 42 does not bend, the second torsion spring 43 is in contact with the lock pin 22, so that the maximum amount of deflection is obtained and the spring force is maximized.

  Here, as in the first embodiment, when the clutch mechanism 12 is engaged, the stopper pin 23 may be moved downward to prevent the steering handle 2 from being locked. However, the first torsion spring 42 and the second torsion are not considered. The spring reaction force by the spring 43 will act even after the clutch mechanism 12 is engaged. As shown in FIG. 5, when the clutch mechanism 12 is engaged, the steering range 16 and the steering range 18 are deviated from each other, even if the steering range 18 is in the neutral position (center). Since the neutral position (center) of the range 16 is deviated, the reaction force by the torsion spring acts, and the driver gets a sense of incongruity.

  Even when the steering range 16 and the turning range 18 coincide with each other as shown in FIG. 4 when the clutch mechanism 12 is engaged, the reaction force caused by the torsion spring in addition to the reaction force caused by the turning wheel 4. Is added, which is not preferable.

  Therefore, when the clutch mechanism 12 is fastened, the steering handle 2 is not locked by the lock end mechanism 11 and the reaction force by the torsion spring is not applied to the steering handle 2.

  Therefore, the stopper pin 23 of the lock end mechanism 11 is fixed to the first base 25. Further, the small gear 19 and the steering shaft 5 are connected via a bearing (not shown) so that the direction of the steering shaft 5 is restricted, but it can freely rotate in the rotational direction. Further, the small gear 19 is provided with a convex portion 44 as shown in FIG. The clutch steering side 27 is configured as shown in FIG. Although the rotation direction of the clutch steering side 27 is restricted with respect to the steering shaft 5 as described above, the clutch steering side 27 is movable in the direction of the steering shaft 5. By fitting the convex portion 44, the steering shaft 5 and the small gear 19 rotate integrally.

  Next, the engagement / release operation of the clutch mechanism 12 in this embodiment will be described. FIG. 28 shows a state where the clutch mechanism 12 is released. FIG. 29 is an enlarged view of a circled portion in FIG. Since the clutch mechanism 12 is in the released state, the clutch steering side 27 is positioned upward. Therefore, the convex portion 44 of the small gear 19 and the concave portion 45 of the clutch steering side 27 are fitted, and the steering shaft 5 rotates integrally with the small gear 19, so that the steering handle 2 can be locked by the lock end mechanism 11. The reaction force by the torsion springs 42 and 43 also acts.

  FIG. 30 shows a state where the clutch mechanism 12 is engaged. FIG. 31 is an enlarged view of a circled portion in FIG. Since the clutch mechanism 12 is in the engaged state, the clutch steering side 27 is positioned below. Therefore, since the connection between the convex portion 44 of the small gear 19 and the concave portion 45 on the clutch steering side 27 is released, the coupling between the steering shaft 5 and the small gear 19 is released, and the small gear 19 is moved against the movement of the steering shaft 5. It will not rotate. That is, the lock end mechanism 11 is not functioning and the steering handle 2 is not locked. Further, since the large gear 20 also does not rotate, the torsion springs 42 and 43 do not bend, so that the reaction force by the torsion spring does not act.

  In this way, by the release / fastening of the clutch mechanism 12, the operation / non-operation of the reaction force by the lock end mechanism 11 and the torsion spring is interlocked.

  The configuration of the control circuit of this embodiment is the same as that of the first embodiment for both the actuator and the sensor, and the control circuit configuration is also the same as that of FIG.

  Next, the operation at the time of failure of the vehicle steering apparatus of the present embodiment will be described. FIG. 32 is a flowchart showing an operation flow when a failure occurs according to the present embodiment.

  In step 201, it is determined whether or not the ignition switch has been operated to start the engine. If the ignition switch is turned on in step 201, the clutch mechanism 12 is released in step 202. At this time, the lock end mechanism 11 is in a lockable state. In step 203, it is monitored whether a system abnormality has occurred. The sensors, actuators and control unit 34 and power supply unit 35 shown in FIG. 16 are monitored, and if any abnormality occurs, a warning is activated in step 204, and the failure location is countered in step 205. It is determined whether or not the power motor 8 is used. If it is determined in step 205 that the reaction force motor 8 has not failed, the clutch mechanism 12 is engaged and the reaction force generated by the lock end mechanism 11 and the torsion spring is deactivated in step 206. Further, the reaction force motor 8 and the steering actuator 3 are electrically opened to prevent deterioration in steering feeling due to increased resistance.

  If it is determined in step 205 that the reaction motor 8 has failed, the process waits until the vehicle stops in step 210, and in step 211 the position of the steering handle 2 on the steering side and the turning side on the steering side. Match the direction of the rudder wheel 4. In step 212, the engagement of the clutch mechanism 12, the reaction force by the lock end mechanism 11 and the torsion spring is deactivated. Further, the reaction force motor 8 and the steering actuator 3 are electrically opened to prevent deterioration in steering feeling due to increased resistance.

  In the processing from step 205 to step 212, since the torsion springs 42 and 43 are installed in the lock end mechanism 11, the reaction force due to the spring force remains when the reaction force motor 8 breaks down. Need not be connected. For this reason, after the vehicle has stopped, the position of the steering handle 2 on the steering side is matched with the direction of the steered wheels 4 on the steered side, and then the clutch is engaged.

  If it is determined in step 203 that no system abnormality has occurred, the process returns to step 201.

  If it is determined in step 201 that the ignition switch is OFF, it is determined in step 207 whether the ignition switch has changed from the ON state to the OFF state. If it is determined in step 207 that the ignition switch has changed from the ON state to the OFF state, in step 208, the steering wheel 2 on the steering side is aligned with the direction of the steered wheels 4 on the steering side. In step 209, the clutch mechanism 12 is engaged, and the reaction force generated by the lock end mechanism 11 and the torsion spring is deactivated. Further, the reaction force motor 8 and the steering actuator 3 are electrically opened to prevent deterioration in steering feeling due to increased resistance. If it is determined in step 207 that the ignition switch remains in the OFF state and has not changed from the ON state to the OFF state, the process ends in step 213.

  Since the position of the steering handle 2 on the steering side and the direction of the steered wheel 4 on the steered side are matched as in step 208, the clutch mechanism 12 is fastened. And the position of the recess 45 on the clutch steering side 27 can be matched. As a result, when the clutch mechanism 12 is released during the next system operation, the convex portion 44 of the small gear 19 and the concave portion 45 on the clutch steering side 27 are quickly fitted.

The schematic diagram of the steering apparatus 1 for vehicles provided with the steering input device of this invention. The figure which shows typically the steering range and steering range in the steering device 1 for vehicles. The figure which shows typically the case where the steering range and steering range in vehicle steering device 1 have shifted | deviated. The figure which shows typically the case where a clutch is fastened in the state in which the steering range and steering range in the vehicle steering device 1 correspond. The figure which shows typically the case where a clutch is fastened in the state from which the steering range and steering range in the vehicle steering device 1 shifted | deviated. FIG. 6 is another diagram schematically showing a case where the clutch is engaged in a state where the steering range and the steered range in the vehicle steering device 1 are deviated. The figure which shows schematic structure of the steering input device of this invention. The figure which shows schematic structure of the lock end mechanism in the steering input device of this invention. The figure which looked at the lock end mechanism of this invention from the upper surface in the steering wheel in the neutral position. The figure which looked at the lock end mechanism of this invention from the upper surface in the state which operated the steering handle to the stroke end counterclockwise. The figure which looked at the lock end mechanism of this invention from the upper surface in the state which operated the steering handle clockwise to the stroke end. The figure which looked at the lock end mechanism and clutch mechanism at the time of clutch release from the side. FIG. 13 is an enlarged view of a portion surrounded by a circle in FIG. 12. The figure which looked at the lock end mechanism and clutch mechanism at the time of clutch fastening from the side. The enlarged view of the part enclosed with the circle in FIG. The figure which shows the structure of the control circuit of the steering input device of this invention. The flowchart which shows the operation | movement flow at the time of failure occurrence in the steering input device of this invention. The figure which shows schematic structure of a 2nd steering input device. The figure which shows schematic structure of the lock end mechanism in a 2nd steering input device. The figure which shows the structure of the control circuit of a 2nd steering input device. The figure which shows schematic structure of a 3rd steering input device. The figure which shows schematic structure of the lock end mechanism in a 3rd steering input device. The figure which looked at the 3rd lock end mechanism from the upper surface in a steering wheel neutral position. The figure which looked at the 3rd lock end mechanism from the upper surface in the state where the steering handle was operated counterclockwise to the stroke end. The figure which looked at the 3rd lock end mechanism from the upper surface in the state where the steering handle was operated clockwise to the stroke end. The figure which shows the structure of the small gear in a 3rd steering input device. The figure which shows the structure by the side of the clutch steering in a 3rd steering input device. The figure which looked at the lock end mechanism and clutch mechanism at the time of the clutch release in 3rd Example from the side. The enlarged view of the part enclosed with the circle in FIG. The figure which looked at the lock end mechanism and clutch mechanism at the time of the clutch fastening in 3rd Example from the side. The enlarged view of the part enclosed with the circle in FIG. The flowchart which shows the operation | movement flow at the time of failure generation | occurrence | production in a 3rd steering input device.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle steering device 2 Steering handle 3 Steering actuator 4 Steering wheel 5 Steering shaft 6 Steering angle sensor 7 Torque sensor 8 Reaction force motor 9 Deceleration mechanism 11 Lock end mechanism 12 Clutch mechanism 13 Steering shaft 14 Steering angle sensor 15 , 15A, 15B Steering side stroke end 16 Steering range 17, 17A, 17B Steering side stroke end 18 Steering range 19 Small gear 20 Large gear 21 Shaft 22, 37 Lock pin 23 Stopper pin 24 Compression spring 25 First base 26 First 2 base 27 clutch steering side 28 clutch steering side 29 lever 30 solenoid 31 tension spring 32 fulcrum 33 connecting rod 34 control part 35 power supply part 36 rotating plate 38 lock solenoid 39 compression spring 40 bracket 41 hole 42 first torsion spring 43 second Torsion spring 4 protrusion 45 recess 46 turning actuator control means 47 disengaging mechanism control means 48 engaging mechanism controller

Claims (20)

  An input shaft connected to the steering handle, a steering state detecting means for detecting a steering state of the input shaft, a rotation restricting mechanism for switching between a restricted state and a non-restricted state of rotation of the steering handle over a predetermined angle, A steering actuator that applies a steering assist force to the steering wheel, an output shaft that is provided in conjunction with the steering wheel, a connection mechanism that switches connection and disconnection between the input shaft and the output shaft, and the steering state Steering actuator control means for controlling the steered actuator based on the steering state detected by the detection means, Connection / disconnection mechanism control means for controlling the connection / disconnection mechanism based on abnormality information and stop information of the device, And a rotation restriction mechanism control means for bringing the rotation restriction mechanism into a non-restricted state when the input shaft and the output shaft are connected by a connection / disconnection mechanism. Steering control apparatus according to.   The steering control device according to claim 1, further comprising a reaction force applying mechanism that applies a steering load to the input shaft.   The steering control device according to claim 2, wherein the reaction force applying mechanism is an electric motor provided in association with the input shaft.   4. The steering control device according to claim 3, further comprising an elastic member that is linked to the input shaft and applies a steering load to the input shaft.   5. The steering control device according to claim 4, wherein when the input shaft and the output shaft are connected by the connection / disconnection mechanism, the linkage between the elastic member and the input shaft is released. apparatus.   2. The steering control device according to claim 1, wherein the rotation restriction mechanism control unit sets the rotation restriction mechanism in a non-restricted state in conjunction with switching from a cut state to a connected state by the connection / disconnection mechanism. A steering control device.   7. The steering control device according to claim 6, wherein the rotation restricting mechanism includes a reduction gear provided in association with the input shaft, a locking portion provided on the reduction gear, and a stopper that contacts the locking portion. A steering control device comprising a pin.   8. The steering control device according to claim 7, wherein the rotation restriction mechanism is brought into a non-restricted state by moving the stopper pin to a position where the stopper pin does not contact the locking portion.   The steering control device according to claim 6, wherein the connection / disconnection mechanism is switched from a disconnected state to a connected state by a solenoid.   The steering control device according to claim 9, wherein the connection / disconnection mechanism connects the input shaft and the output shaft when the solenoid is in a non-energized state.   The steering control device according to claim 1, wherein the rotation restriction mechanism control unit places the rotation restriction mechanism in a restricted state when the connection / disconnection mechanism is in a cut state.   12. The steering control device according to claim 11, wherein the rotation restricting mechanism is provided so as to be switched between an engaged portion provided on the input shaft and an engaged state and a non-engaged state with the engaged portion. An engagement mechanism, and an engagement mechanism control means for controlling the switching of the engagement mechanism. The engagement mechanism control means disengages the engagement mechanism when the rotation of the steering handle is at a predetermined angle. A steering control device that switches from a combined state to an engaged state.   The steering control device according to claim 1, wherein the connection / disconnection mechanism is a clutch.   An input shaft connected to the steering handle, steering state detecting means for detecting a steering state of the input shaft, a rotation restricting mechanism for switching between a restricted state and a non-restricted state of rotation of the steering handle over a predetermined angle, A steering actuator that applies a steering assist force to the steering wheel, an output shaft that is provided in conjunction with the steering wheel, a connection mechanism that switches connection and disconnection between the input shaft and the output shaft, and the steering state Steering actuator control means for controlling the steered actuator based on the steering state detected by the detection means, Connection / disconnection mechanism control means for controlling the connection / disconnection mechanism based on abnormality information and stop information of the device, When the input shaft and the output shaft are connected by the connecting / disconnecting mechanism, the rotation restricting mechanism is Steering control apparatus steered wheels and having a a rotation restricting mechanism control means for controlling the rotation regulating mechanism so as to reach the lock end is steered limit angle.   15. The steering control device according to claim 14, wherein the rotation restriction mechanism control means sets the rotation restriction mechanism in a non-restricted state in conjunction with switching from a cut state to a connected state by the connection / disconnection mechanism. A steering control device.   15. The steering control device according to claim 14, wherein the rotation restriction mechanism control means places the rotation restriction mechanism in a restricted state when the connection / disconnection mechanism is in a disconnected state.   An input shaft connected to the steering handle, a steering state detecting means for detecting the steering state of the input shaft, a rotation restricting mechanism for switching between a restricted state and a non-restricted state of rotation of the steering handle over a predetermined angle, A connection / disconnection mechanism that switches between connection / disconnection of the output shaft and the input shaft provided in conjunction with the rudder wheel, and the rotation restriction mechanism is unregulated when the input shaft and the output shaft are connected by the connection / disconnection mechanism. And a rotation restricting mechanism control means for setting the steering input device.   The steering input device according to claim 17, further comprising a reaction force applying mechanism that applies a steering load to the input shaft.   18. The steering input device according to claim 17, wherein the rotation restricting mechanism control means sets the rotation restricting mechanism to a non-restricted state in conjunction with switching from a cut state to a connected state by the connection / disconnection mechanism. Steering input device.   18. The steering input device according to claim 17, wherein the rotation restriction mechanism control means places the rotation restriction mechanism in a restricted state when the connection / disconnection mechanism is in a cut state.

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