JP2003054427A - Steering selector mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering selector mechanism for reducing the operating force when manually steering. SOLUTION: A manual steering system directly connected to a steering wheel 11 and an automatic steering system directly connected to an electric motor 16 are connected to an output shaft (transmission shaft) 41 for transmitting the power to a steering gear box 12 to form the steering selector device 20. A first clutch board 35 is provided between the steering wheel 11 and the output shaft 41, and a second clutch board 51 is provided between the electric motor 16 and the output shaft 41. When manually steering, the output shaft 41 and the electric motor 16 can be separated by the second clutch board 51. Transmission loss in relation to the operating force can be thereby restricted to the minimum, and the operating force when manually steering can be reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering switching mechanism.

[0002]

2. Description of the Related Art Conventionally, as a simple vehicle such as a golf cart, there is known a vehicle that travels by automatic steering on an taxiway using an electric motor as a drive source and that travels by manual steering on a road surface other than the taxiway. FIG. 5 shows an example of the automatic / manual steering switching device 100. First,
Explaining the manual steering system, the electric motor is turned off during the manual steering, and the steering force of the steering wheel serves as a drive source. The steering wheel is connected to the manual steering input shaft 110, which is the switching device 100.
Is connected to the output shaft 120 inside and transmits the steering force to the wheel side.

Next, the automatic steering system will be described. An electric motor as a drive source is connected to the automatic steering input shaft 130. The automatic steering input shaft 130 is provided with a gear portion 131, which meshes with a small diameter gear 136 provided on the reduction gear 135. A large-diameter gear 138 is fitted under the small-diameter gear 136 in the reduction gear 135, and the large-diameter gear 138 meshes with the drive gear 121 formed at the shaft end of the output shaft 120. Therefore, the steering force of the electric motor is transmitted to the output shaft 120 via the automatic steering input shaft 130 and the reduction gear 135, and then to the wheel side.

[0004]

However, in the case of the above structure, the drive gear 12 of the output shaft 120 is subjected to manual steering.
1 and the reduction gear 135 forming the automatic steering system are still in mesh with each other. Therefore, as the output shaft 120 rotates, the gear groups forming the automatic steering system rotate all at once, and the electric motors connected to the gear groups run idle. Therefore, there is a problem that the force for rotating the gear group becomes a transmission loss for the operating force, and as a result, the steering operation of the manual steering becomes heavy. The present invention has been completed based on the above circumstances,
An object of the present invention is to provide a steering switching device that reduces the operating force during manual steering.

[0005]

As a means for achieving the above object, the invention of claim 1 is a manual steering system connected to a steering wheel with respect to a transmission shaft for transmitting a steering force to a wheel side. And an automatic steering system connected to an electric motor. A steering switching mechanism for switching between these two systems, wherein the automatic steering system includes the electric motor side and the transmission shaft side. It is characterized in that a clutch mechanism for connecting and disconnecting with is interposed.

According to a second aspect of the present invention, in the first aspect, the manual steering system includes another clutch mechanism for connecting and disconnecting the steering wheel side and the transmission shaft side. It is characterized by

[0007]

<Invention of Claim 1><Invention of Claim 1> According to the invention of Claim 1, when the manual steering is performed, the transmission shaft and the electric motor side can be separated by the clutch mechanism. The operating force is not lost by the automatic steering system, and the operating force for manual steering can be reduced.

<Invention of Claim 2> According to the invention of Claim 2, when the automatic steering is performed, the transmission shaft and the steering wheel side can be separated by another clutch mechanism, so that the automatic steering system is driven. The force is not lost by the manual steering system, and the driving force of the automatic steering system can be reduced.

[0009]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the accompanying drawings. <First Embodiment> A first embodiment of the present invention will be described with reference to FIGS. The vehicle applied to this embodiment is capable of automatic steering and manual steering. FIG. 1 shows the entire steering device 10 of the vehicle.

First, a column shaft 13A is connected to the steering wheel 11, and a lower end of the column shaft 13A is connected to the middle shaft 1 via a universal joint 14A.
3B is connected. And the middle shaft 13B
A universal joint 14B is also provided at the lower end of the switching device 20 and is connected to the switching device 20 via the first input shaft 31.

Although the internal structure of the switching device 20 will be described later, an output shaft (transmission shaft) 41 is drawn out from the lower surface side of the switching device 20. The output shaft 41 is connected to the steering gear box 12 via the joint portion 14C, and this is connected to the wheel 15 side. The switching device 20 includes two systems, a manual steering system connected to the steering wheel 11 and an automatic steering system connected to an electric motor 16 described later. The manual steering system will be described first and then the automatic steering system. Will be described.

First, the switching device 20 has a casing 21 divided into an upper casing 22 and a lower casing 26. As shown in FIG. 2, a through hole 23 is provided on the left side of the upper surface of the upper casing 22. The first input shaft 31 passes through the through hole 23 and is rotatably supported by a bearing 71 interposed between the first input shaft 31 and the inner wall of the through hole 23. A serration portion 32 is provided at a position near the lower end of the first input shaft 31, and a disc-shaped first clutch disc 35 that meshes with the serration portion 32 is fitted to the serration portion 32 so that it can be moved up and down in the axial direction. Has become. A plurality of locking projections 36 and 37 are radially provided on the outer peripheral portions of the upper and lower surfaces of the first clutch plate 35.

When the first clutch disc 35 is in the raised position, it engages with the mounting portion 24 formed coaxially with the through hole 23 in the upper casing 22. Specifically, a plurality of lock holes 24A are provided on the lower surface of the mounting portion 24 and each locking projection 36 on the upper surface of the first clutch disc 35.
The locking projection 36 of the first clutch disc 35 is fitted therein. As a result, the first clutch panel 35 is prevented from rotating, and steering of the steering wheel is restricted.

On the other hand, when the first clutch disc 35 is in the lowered position, the first clutch disc 35 is engaged with the connecting portion 42 of the output shaft 41 fitted through the bearing 72 at the shaft end of the first input shaft 31. There is. That is, the output shaft 41 is provided with a disc-shaped connecting portion 42 that is formed in a flange shape at a portion corresponding to the shaft end on the side of the first input shaft 31, and has a plurality of locking holes 42A on its upper surface. It is provided corresponding to each locking projection 37 on the lower surface of the first clutch board 35. And
The engagement protrusion 37 of the first clutch disc 35 fits into the engagement hole 42A, so that the rotation of the first clutch disc 35 is rotated by the output shaft 4.
Propagate to 1. In addition, the lower end side of the output shaft 41 penetrates a cylindrical portion 27 provided at a position facing the through hole 23 in the lower casing 26 and is drawn out to the outside.
It is rotatably supported by a bearing 73 interposed between the inner wall 7 and the inner wall.

A first switching lever 53 is rotatably provided on the side of the first clutch plate 35 in the casing 21 in order to move the first clutch plate 35 up and down. The tip of the first switching lever 53 is inserted into an insertion groove 35A provided along the entire circumference on the side surface of the first clutch disc 35. The first switching lever 53 is connected to an operation unit (not shown) and can be operated from the outside of the casing 21.

A connecting gear 45 is fitted below the connecting portion 42 of the output shaft 41. This connecting gear 4
5 has a needle bearing 46 interposed between the output shaft 41 and the output shaft 41 so as to be freely rotatable with respect to the output shaft 41.
It is prevented from coming off by a ring 47. A plurality of locking holes 45A are radially formed in the lower surface of the connecting gear 45. On the output shaft 41, a serration portion 43 is formed in the lower portion of the coupling gear 45, and there is a disc-shaped second clutch disc 5 that meshes with the serration portion 43.
1 is fitted and can be moved up and down in the axial direction.

Similar to the first clutch plate 35, a plurality of locking protrusions 52 are provided on the upper surface of the second clutch plate 51 corresponding to the respective locking holes 45A on the lower surface of the connecting gear 45. Then, when the second clutch disc 51 is in the raised position, the locking projection 52 of the second clutch disc 51 has the above-described coupling gear 45.
The engaging hole 45A is engaged with the engaging hole 45A, and the rotational force of the connecting gear 45 is transmitted to the second clutch disc 51 and thus to the output shaft 41. On the other hand, when the second clutch disk 51 is in the lowered position, the locking projection 52 of the second clutch disk 51 is separated from the locking hole 45A of the connecting gear 45 described above.
The connecting gear 45 and the second clutch disc 51 are separated from each other.

A second switching lever 54 is rotatably provided on the side of the second clutch disk 51 in the casing 21 in order to move the second clutch disk 51 up and down. The tip end of the second switching lever 54 is inserted into the insertion groove 51A provided along the entire circumference on the side surface of the second clutch disc 51. by the way,
The two clutch plates 35, 51 operate in conjunction with each other, that is, when the first clutch plate 35 moves to the raised position, the second clutch plate 51 also moves to the raised position and the first clutch plate 35 moves to the lowered position. Second clutch board 5 when moving
Both switching levers 5 so that 1 also moves to the lowered position
3, 54 are connected by an interlocking mechanism (not shown).

When both clutch plates 35 and 51 are in the lowered position, the steering force from the steering wheel 11 is applied to the first input shaft 3 via the shafts 13A and 13B.
It is transmitted to 1. Then, the steering force is the serration portion 32.
Is transmitted to the first clutch disc 35 via the locking clutch 42 and the locking hole 42 of the output shaft 41.
The engagement with A is transmitted to the output shaft 41 (see FIG. 3). Then, this is transmitted to the steering gear box 12 by the joint portion 14C and is transmitted to the wheel 15 side.

Next, the automatic steering system will be described. First,
An electric motor 16 is attached to the outside of the casing 21, and is controlled by a control device (not shown) that detects a signal from the guide path and indicates a rotation direction. A second input shaft 61 extends through the casing 21 in parallel with the first input shaft 31 and is connected to the electric motor 16. The second input shaft 61 is a bearing 74, 75
It is rotatably supported by both casings 22 and 26 via a gear part 62 and is integrally formed.

On the other hand, a reduction gear 65 is mounted side by side with the second input shaft 61 via bearings 76 and 77. The reduction gear 65 has a large diameter gear 68 and a small diameter gear 66. The small diameter gear 66 is formed integrally with the reduction gear 65 and meshes with the gear portion 62. The number of teeth of the small diameter gear 66 is larger than the number of teeth of the gear portion 62,
The input from the second input shaft 61 is decelerated and transmitted to the reduction gear 65.

The large-diameter gear 68 has a serration portion 6 provided below the small-diameter gear 66 in the reduction gear 65.
While being fitted to 7, the ring 69 is prevented from coming off, and meshes with the connecting gear 45 described above. The number of teeth of the large-diameter gear 68 is smaller than the number of teeth of the connecting gear 45, and the driving force transmitted to the reduction gear 65 is further reduced to be transmitted to the connecting gear 45, and thus to the output shaft 41.

When the automatic steering system is in operation, both clutch plates 35 and 51 are in the raised position. At this time, when the driving force from the electric motor 16 is transmitted to the second input shaft 61,
The rotational force is transmitted to the reduction gear 65 by meshing between the gear portion 62 of the second input shaft 61 and the small diameter gear 66 of the reduction gear 65. Then, the large diameter gear 68 of the reduction gear 65 and the connecting gear 45 mesh with each other and are transmitted to the connecting gear 45. At this time, since the locking protrusion 52 of the second clutch disk 51 is locked in the locking hole 45A of the coupling gear 45, the rotational force is transmitted to the second clutch disk 51. Then, the driving force is transmitted to the output shaft 41 via the serration portion 43, and this is transmitted to the steering gear box 12 and further to the wheel 15 side by the joint portion 14C.

Next, the function and effect of the present embodiment configured as described above will be described. When the automatic steering system is selected, both switching levers 5 are operated by an operation unit (not shown).
3 and 54 are rotated clockwise so that both clutch plates 35 and 5
1 to the raised position shown in FIG. Then, when the vehicle is driven in this state, the electric motor 16 rotates in a predetermined direction according to an instruction from the control device, and the second input shaft 61 rotates accordingly. Then, the second input shaft 61 has the gear portion 62.
The reduction gear 65 is decelerated and rotated via. Subsequent to this, the large-diameter gear 68 further decelerates and rotates the connecting gear 45.
At this time, since the locking projection 52 of the second clutch disk 51 is locked in the locking hole 45A of the coupling gear 45, the second clutch disk 51 also rotates. Therefore, the output shaft 41 rotates via the serration portion 43. As a result, the driving force is transmitted to the steering gear box 12, and thus to the wheels 15 side, and the wheels 15 are steered in a predetermined direction.

In this embodiment, when the automatic steering system is selected, the first clutch disc 35 is in the raised position, and the engagement between the output shaft 41 and the connecting portion 42 is disengaged. Therefore, the rotational force of the electric motor 16 is not transmitted to the steering wheel 11 side. This allows
The steering wheel 11 is forcibly restrained to prevent a load from being applied to the electric motor 16 side. After disconnecting the first clutch disc 35 from the connecting portion 42, there are a method of idling the steering wheel 11 and a method of locking the steering wheel 11, but the latter is adopted in the present embodiment. By selecting the latter, the operator is not made to feel the illusion that the manual steering is performed even during the automatic steering.

On the other hand, when manual steering is selected, both switching levers 53 and 54 are rotated counterclockwise by an operating portion (not shown) to bring both clutch disks 35 and 51 to the lowered position shown in FIG. When the steering wheel 11 is manually rotated from this state, the first input shaft 31 is rotated accordingly, and subsequently, the first clutch disc 35 is also rotated. Since the locking projection 37 of the first clutch disk 35 is locked in the locking hole 42A of the output shaft 41, the output shaft 41 rotates with the rotation of the first clutch disk 35.
As a result, the driving force is transmitted to the steering gear box 12, and thus to the wheels 15 side, and the wheels are steered in a predetermined direction. Further, at this time, since the second clutch disc 51 is separated from the connecting gear 45, even if the output shaft 41 rotates, the connecting gear 45, the reduction gear 65, and the second input shaft 6
First, the electric motor 16 does not rotate.

As described above, in this embodiment, during manual steering, the output shaft 41 and the automatic steering system are disconnected, and only the manual steering system operates. Therefore, the manual steering operation force is not lost by the automatic steering system, and the manual steering operation force can be reduced. Further, during automatic steering, the output shaft 41 and the manual steering system are disconnected and only the automatic steering system operates. Therefore, the driving force of the automatic steering system is not lost by the manual steering system, and the driving force of the automatic steering system can be reduced.

<Other Embodiments> The present invention is not limited to the embodiments described above and illustrated in the drawings. For example, the following embodiments are also included in the technical scope of the present invention. In addition to the above, various modifications can be made without departing from the scope of the invention.

(1) In the present embodiment, the clutch mechanism has a mechanical structure, but it may be electrically structured by an ECU or the like.

(2) In this embodiment, the switching lever 5
Although rotary levers 3 and 54 are used, the levers may be slid up and down.

(3) In this embodiment, the clutch mechanism is provided on the output shaft side, but it may be provided on the reduction gear or the second input shaft side.

[Brief description of drawings]

FIG. 1 is a perspective view of a steering mechanism according to a first embodiment of the present invention.

FIG. 2 is a sectional view of a switching device in an automatic steering state.

FIG. 3 is a sectional view of a switching device in a manual steering state.

FIG. 4 is a perspective view of a switching device.

FIG. 5 is a sectional view of a conventional example.

[Explanation of symbols]

11 ... Steering wheel 12 ... Steering gear box 16 ... Electric motor 31 ... First input shaft 35 ... First clutch panel 41 ... Output shaft (transmission shaft) 42 ... Connection part 45 ... Connection gear 51 ... Second clutch plate 61 ... Second input shaft 65 ... Reduction gear

Claims (2)

[Claims] 1. A transmission shaft for transmitting a steering force to a wheel side is connected to two systems, a manual steering system connected to a steering wheel and an automatic steering system connected to an electric motor. A steering switching mechanism for switching the system, wherein a clutch mechanism for connecting and disconnecting the electric motor side and the transmission shaft side is interposed in the automatic steering system. . 2. The steering switching mechanism according to claim 1, wherein another clutch mechanism for connecting and disconnecting the steering wheel side and the transmission shaft side is interposed in the manual steering system.