JP2006290327A - Steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering device stabilized in steering speed while capable of reducing the fatigue of an operator. <P>SOLUTION: This steering device is provided with a position changing means for changing position of a steering wheel so as to restrict relative positional fluctuation between the operator and holding position without changing steering wheel holding position of the operator when the operator operates the steering wheel. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a steering device that stabilizes the steering speed of a vehicle.

2. Description of the Related Art Conventionally, there has been disclosed a steering device that detects an operation of lowering a steering wheel by a driver and changes an assist force in order to suppress a change in steering speed by the driver (see, for example, Patent Document 1).
JP 2002-87306 A

  However, in the technique of Patent Document 1, since the descent operation is detected when the driver's hand moves from the vertical upper part to the lower part of the steering wheel and the reaction force is applied by the motor, the steering speed is constant. However, there is a problem that the steering load due to the reaction force increases and gives the driver a feeling of fatigue.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a steering device that can reduce the driver's fatigue while stabilizing the steering speed.

  In order to achieve the above object, in the steering apparatus of the present invention, when the driver steers the steering wheel, the relative position fluctuation between the driver and the gripping position is suppressed without changing the steering wheel gripping position of the driver. As described above, there is provided a position changing means for changing the position of the steering wheel.

  Therefore, fluctuations in the relative position between the driver and the steering wheel grip position are suppressed, the steering speed is stabilized, and the driver's fatigue can be reduced.

  Hereinafter, the best mode for realizing a steering apparatus of the present invention will be described based on an embodiment shown in the drawings.

[Conceptual diagram]
Example 1 will be described with reference to FIGS. 1 and 2 are conceptual views of changing the vertical position of the steering wheel 1, FIG. 1 is a front view, and FIG. 2 is a side view. 3 to 6 are diagrams showing the outline and characteristics of muscles used during steering, which are described in the following reference documents.
Source 1. Kuramori et al. Driver muscle activity and handling stability 83-03, PP1-4, 2003
Source 2. Japan Society for Automotive Engineers; Automotive Ergonomics Asakura Shoten, PP1-16, 2002

  The driver performs steering while appropriately holding the holding positions of both hands with respect to the steering wheel 1, but the steering wheel 1 continues to rotate when the steering angle is changed. Therefore, the position of the hand inevitably moves with respect to the driver's shoulder until one hand starts gripping the steering wheel and then releases it.

  FIG. 3 is a diagram showing the deltoid muscle near the shoulder. The deltoid muscle is a muscle that works during abduction of the shoulder (exercising the lowered arm further up from the horizontal direction).

  FIG. 4 is a diagram showing a relationship between the electromyogram of the left and right deltoid muscles, the steering torque, and the steering angle at the time of lane change. Generally, when the muscle voltage is high, it is determined that the muscle is actively active. FIG. 4C compares the left and right deltoid electromyograms with a low-pass filter. It can be seen that the left and right electromyograms and the steering torque waveform are very similar. Therefore, it is recognized that the deltoid muscle is used during steering, and the causal relationship between the steering load and the deltoid muscle fatigue is confirmed.

  FIG. 5 is a diagram showing electromyograms of the left and right triangular muscles during steady turning. This indicates that the activity of the right deltoid muscle during the left turn and the left deltoid muscle during the right turn increases, and if the steering in the same direction continues, the burden on the one-sided deltoid muscle increases.

  FIG. 6 is a diagram showing muscle strength and endurance time during elbow flexion and extension exercises. At the same time as steering is performed using the deltoid muscle during steering, the elbow flexion motion (flexion and extension) is performed during steering. At this time, as shown in the relationship between the bending motion of the elbow and the endurance time, it can be seen that the endurance time of the muscle related to the bending of the elbow is extremely reduced by the use of the muscle.

  In order to reduce the fatigue related to the flexion movement of the deltoid muscles and elbows, the abduction movement amount of the deltoid muscles is suppressed, that is, the movement amount of the hand relative to the shoulder position is reduced, and the flexion movement of the elbow It is effective to reduce it. Here, hand movements associated with steering are classified into three directions, which are the vertical direction, the vehicle width direction, and the vehicle front-rear direction. By reducing even the amount of movement in any one of the three directions of hand movement, the abduction momentum of the deltoid muscles is reduced and the feeling of fatigue is also reduced.

  Therefore, in the first embodiment of the present invention, in order to reduce the movement in the vertical direction, the vertical position of the steering wheel 1 is changed in accordance with the steering of the driver to reduce the feeling of fatigue during steering. The change in the vehicle longitudinal direction position will be described in the second embodiment.

[Basic configuration of steering device]
FIG. 7 is a basic configuration diagram of the steering device according to the first embodiment, and FIG. 8 is a front view of the cam 4 in the axial direction. A fulcrum 3 that allows the steering shaft 2 to rotate in the vertical direction is provided at the end of the steering shaft 2 opposite to the steering wheel 1.

  An elliptical cam 4 is provided on the steering shaft 2 so as to be integrally rotatable. The cam 4 is provided with the major axis a in the vertical direction and the minor axis b in the vehicle width direction during steering neutral, and the vertical lower side is abutted and supported by the pedestal 5 and performs cam motion as the steering wheel 1 rotates.

[Relationship between steering angle and vertical position change]
FIG. 9 is a diagram showing the relationship between the steering angle θ and the vertical position of the steering wheel 1. As the cam 4 rotates, the contact point between the cam 4 and the pedestal 5 moves on the outer periphery of the cam 4, and the steering shaft 2 reciprocates in the vertical direction with the fulcrum 3 as the rotation center. Therefore, the center position of the steering wheel 1 becomes a cosine curve having the steering angle θ as a parameter. The period is 180 °, and the amplitude is La × cos (tan ⁻¹ (a / l) / l) −Lb × cos (tan ⁻¹ (b / l) / l) (see FIG. 7).

  FIG. 10 is a correlation diagram between the movement of the driver's hand (turning left) and the vertical position of the steering wheel 1 at 9:15. The 9:15 position grip means that the steering wheel 1 is regarded as a clock and is gripped at the position of the clock hand at the time 9:15, and is the position where the driver is most easily gripped during steering.

  The steering wheel 1 that was at the reference position during steering neutral moves vertically downward as the steering angle θ increases, and reaches the lowest point in the vertical direction at a steering angle of 90 °. When the angle exceeds 90 °, the movement starts vertically upward. At 180 °, the vertical position is the same as the reference position (θ = 0 °).

  Here, when making a left turn from the neutral position, the driver's left hand moves vertically downward and the right hand moves vertically upward as the steering wheel 1 rotates counterclockwise. Therefore, as the steering angle θ increases, the driver releases the left hand and steers only with the right hand, then changes the hand around 180 °, reaches around 360 °, and again pushes the steering wheel 1 at 9:15. Hold on.

  In the vicinity of the steering angle positions of 90 ° and 270 °, the driver's right hand or left hand is located in the vicinity of the top of the steering wheel 1 in the vertical direction. Located at the lower point. Thus, by providing the cam 4, even if the steering wheel 1 rotates, the vertical movement amount of the position of the driver's hand is relatively suppressed, the fluctuation of the steering speed is suppressed, and the deltoid muscle Fatigue is also suppressed.

  In the first embodiment, since the elliptic curvature of the cam 4 is set corresponding to the 9:15 grip, if the steering is started by the 9:15 grip at the neutral time, the vertical movement of the hand is performed regardless of the steering angle θ. The amount can be suppressed to almost zero (see FIG. 10A).

[Effect in Example 1]
In the first embodiment, the end of the steering shaft 2 is provided with a fulcrum 3 that enables vertical rotation, and the elliptical cam 4 is provided on the steering shaft 2 so as to be integrally rotatable. The cam 4 is provided with a long axis “a” in the vertical direction and a short axis “b” in the vehicle width direction at the time of steering neutral, and the vertical lower side is abutted and supported by the pedestal 5.

  Thereby, even if the steering wheel 1 rotates, the vertical movement amount of the driver's gripping position is relatively suppressed, the steering speed fluctuation is suppressed, and the fatigue of the driver is suppressed by suppressing the deltoid muscle fatigue. Can be reduced. Further, the steering wheel 1 moves vertically downward, so that the relative distance from the driver can be reduced, and the bending motion of the elbow can be reduced. Therefore, it is possible to reduce fatigue of elbow muscles that have a short endurance time. In the first embodiment, the steering shaft 2 has an inclination angle, and the inclination angle of the steering shaft 1 is changed by changing the inclination angle. As a result, it is possible to suppress wrist flexion movement at the gripping position, and to further reduce fatigue.

  A second embodiment will be described with reference to FIGS. This is the same as the first embodiment in that the position of the steering wheel 1 is changed to reduce the deltoid muscle load during steering. In the first embodiment, the movement amount of the hand is reduced by changing the vertical position of the steering wheel 1 and the fatigue of the deltoid muscle is suppressed. In the second embodiment, the position of the steering wheel 1 in the vehicle longitudinal direction is changed. Reduce fatigue associated with flexion of the deltoids and elbows.

[Conceptual diagram]
FIG. 11 is a conceptual diagram of the position change of the steering wheel 1 in the front-rear direction. A telescopic mechanism 20 is provided on the steering shaft 2 as an axial movement mechanism, the position of the steering wheel 1 in the vehicle front-rear direction is changed in accordance with the driver's steering, and the amount of hand movement during steering is reduced to suppress fatigue. .

[Configuration of Example 2]
FIG. 12 is a schematic configuration diagram of the telescopic mechanism 20 in the second embodiment, and FIG. 13 is a detail of the tracing plate 6 and the tracing rod 7. A convex tracing plate 6 is provided on the steering shaft 2 and is pressed in a direction opposite to the steering wheel 1 by a spring 9. A tracing rod 7 is provided in contact with the tracing plate 6, and a guide rail 8 is provided in parallel with the tracing rod 7 to restrain the steering shaft 2 to always move in the axial direction.

  The surface shape of the traced plate 6 has irregularities in the circumferential direction, and the distance between the steering wheel 1 and the fulcrum 3 ′ changes with respect to the steering angle θ by tracing the irregularities with the trace rod 7 during steering. By changing the concavo-convex shape of the traced plate 6, the amount of movement and the movement locus of the steering wheel 1 are changed.

[Relationship between steering angle and forward / backward position change]
FIG. 14 is a diagram showing the correlation of the distance L (θ) between the steering wheel 1 and the fulcrum 3 ′ with respect to the steering angle θ. In the second embodiment, L (θ) is minimized during steering neutral and maximized during 180 ° steering.

  That is, the position of the hand at the time of neutral is almost in the forward direction when viewed from the shoulder, but as the steering angle θ increases, the position of the hand moves in the vehicle width direction and is positioned in the obliquely forward direction when viewed from the shoulder. It will be. Therefore, the distance from the shoulder to the position of the hand increases, and the driver must extend the elbow to cope with this, but the momentum of the deltoid muscle increases at that time, leading to a feeling of fatigue.

  Therefore, as shown in FIG. 14, as the steering angle θ increases, L (θ) increases as the position of the hand moves away from the neutral position, and the tracing plate 6 is moved so that the steering wheel 1 approaches the driver. Set the surface shape. Further, L (θ) is maximized at the 180 ° steering position at which the position of the hand relative to the shoulder is farthest, and is provided so as to be closest to the driver.

  By determining the surface shape of the traced plate 6 in this way, it is possible to reduce the momentum of the deltoid muscles and reduce the driver's fatigue. Further, by appropriately changing the surface shape of the traced plate 6 according to the vehicle characteristics, the driver's fatigue can be reduced finely.

  In the second embodiment, an example in which the steering shaft 2 is provided in the horizontal direction is shown. However, if the steering shaft 2 has an inclination angle in the vertical direction, the upper end of the steering wheel 1 is moved in the vertical direction by moving in the vehicle front-rear direction. It is also possible to obtain the combined effects of the first and second embodiments.

  A third embodiment will be described with reference to FIGS. The idea of changing the vertical position of the steering wheel 1 and the vehicle longitudinal direction position based on the steering angle θ is the same as in the first and second embodiments. In the first and second embodiments, the position of the steering wheel 1 is mechanically changed based on the steering angle θ of the steering wheel 1, but in the third embodiment, as shown in the schematic diagram of the steering wheel motion in FIG. The difference is that both the vertical direction and the front-rear direction are controlled using an actuator.

[System configuration]
FIG. 16 is a system configuration diagram of the steering device according to the third embodiment. A tilt mechanism 10 is provided at the end of the steering shaft 2 opposite to the steering wheel 1, and a telescopic mechanism 20 is provided between the tilt mechanism 10 and the steering wheel 1.

  The tilt mechanism 10 is a vertical position changing mechanism that rotates the steering shaft 2 around the fulcrum 3. The tilt mechanism 10 drives the tilt actuator 12 based on a command from the tilt actuator controller 11, and is provided parallel to the vertical direction via the worm gear 13. The worm wheel 14 is rotated to change the vertical position of the steering wheel 1.

  The telescopic mechanism 20 is a front / rear position changing mechanism that moves the steering shaft 2 in the axial direction, drives the telescopic actuator 22 based on a command from the telescopic actuator controller 21, moves the rack 24 in the axial direction via the pinion 23, and the steering wheel 1. The vehicle front-rear direction position is changed. Further, a guide rail 8 is provided on the steering shaft 2 to restrict movement other than the axial direction.

  The tilt actuator controller 11 and the telescopic actuator controller 21 are respectively connected to the target value calculation controller 30 and drive the actuators 12 and 22 with the target value based on the steering angle θ.

[Control configuration]
FIG. 16 is a control block diagram of the tilt mechanism 10 and the telescopic mechanism 20. The target value calculation controller 30 calculates the drive command value Sθ of the tilt actuator 12 and the drive command value SL (θ) of the telescopic actuator 22 based on the current steering angle θ.

  The tilt actuator controller 11 and the telescopic actuator controller 21 calculate current values iθ and iLS (θ) corresponding to the values of Sθ and SL (θ), respectively, and drive the tilt actuator 12 and the telescopic actuator 22.

[Relationship between steering angle, vertical position and longitudinal position change]
In the third embodiment, the vertical (vertical) direction position and the vehicle longitudinal direction position of the steering wheel 1 are respectively changed by the tilt actuator 12 and the telescopic actuator 22. Accordingly, the relationship between the steering angle θ and the vertical position and the front-rear direction position of the steering wheel 1 is a combination of the first embodiment (FIGS. 9 and 10) and the second embodiment (FIG. 14), and the operational effects are also the same. Is omitted.

  In the first embodiment, the steering angle θ and the vertical position of the steering wheel 1 are defined by the shape of the elliptical cam 4, and also in the second embodiment, the front-rear direction position is defined by the surface shape of the tracing plate 6. The position cannot be changed independently of the angle θ.

  On the other hand, in the third embodiment, the vertical (vertical) direction position and the vehicle front-rear direction position of the steering wheel 1 are controlled using the actuators 12 and 22, respectively. It is possible to change the vertical position and the front-rear position of the steering wheel 1. Specific examples are listed below.

(Example 3-1)
FIG. 18 shows an example of changing the vertical position when the driver holds the steering wheel 1 above the 9:15 position (see FIG. 10). In Example 3-1, a piezoelectric element is provided in the steering wheel 1 to detect which position of the steering wheel 1 the driver has held in the neutral state, and the tilt actuator 12 is controlled based on the position.

  That is, in order to minimize the movement of the driver's hand to reduce fatigue, the steering wheel 1 is positioned at the lowest point when the driver's hand trajectory is located at the uppermost position. It is desirable to position the steering wheel 1 at the uppermost point when it is located at the lowest position (position for changing the left and right hands).

  However, when the steering is started by grasping the upper part from the 9:15 position at the neutral time, the hand position is the steering start position compared to the case where the steering is started by grasping the exact position at 9:15 (FIG. 10). Reaches the top point earlier by the amount shifted to the upper part (the state in which the rotation phase has advanced). Conversely, when the steering is started by grasping the lower part from the 9:15 position, the uppermost point is reached later by the amount shifted to the lower part (the state where the rotational phase is delayed).

  Therefore, in Example 3-1, the gripping position of the steering wheel 1 at the neutral time is detected by the piezoelectric element, and when the driver's hand trajectory reaches the highest point, the vertical position of the steering wheel 1 becomes the lowest point. Thus, the tilt actuator 12 is controlled. That is, the position of the steering wheel 1 is lowered in the process where the locus of the gripping position is raised, and the position of the steering wheel 1 is raised in the process where the locus of the gripping position is lowered.

[Steering wheel vertical position change control flow corresponding to grip start position]
FIG. 19 is a flow for changing the vertical position of the steering wheel 1.

  In step S101, the steering angle θ and the gripping position α are detected, and the process proceeds to step S102. Here, the gripping position α is defined as a deviation angle with respect to the 9:15 position.

  In step S102, the rotational positions 90 ° −α and 270 ° + α corresponding to the uppermost point position in the hand locus are calculated, and the process proceeds to step S103.

  In step S103, it is determined whether the current steering angle θ is in a relationship of 0 ° ≦ θ ≦ 90 ° −α. If YES, it is determined that the locus of the gripping position is increasing, the process proceeds to step S106, and NO. If so, the process proceeds to step S104.

  In step S104, it is determined whether the current steering angle θ is in a relationship of 90 ° −α ≦ θ ≦ 180 °. If YES, it is determined that the locus of the gripping position is descending, and the process proceeds to step S107. If NO, the process proceeds to step S105.

  In step S105, it is determined whether the current steering angle θ is in a relationship of 180 ° ≦ θ ≦ 270 ° + α. If YES, it is determined that the locus of the gripping position is descending, and the process proceeds to step S106. If so, the relationship of 270 ° + α ≦ θ ≦ 360 ° is established, so that the locus of the gripping position is determined to rise, and the process proceeds to step S107.

  In step S106, a lowering control command is output to the tilt actuator 12, and the control is terminated.

  In step S107, an elevation control command is output to the tilt actuator 12, and the control is terminated.

  For example, FIG. 18B shows an example of changing the vertical position when the upper part is held above the 9:15 position at the neutral time. The regions of 0 ° ≦ θ ≦ 90 ° −α and 180 ° ≦ θ ≦ 270 ° + α are processes in which the locus of the gripping position increases, and control for increasing the position of the steering wheel 1 is executed. The regions of 90 ° −α ≦ θ ≦ 180 ° and 270 ° + α ≦ θ ≦ 360 ° are processes in which the locus of the gripping position is lowered, and the position of the steering wheel 1 is raised.

  Further, since the steering is started by grasping the upper part from the 9:15 position, the hand holding position (the lowest point of the hand trajectory) is also relatively located at the upper part. Therefore, the uppermost point of the steering wheel 1 is also raised from the reference position as the lowermost point position of the hand (180 ° steering position) is raised. On the other hand, when the vehicle is gripped below the 9:15 position at the start of steering, control is performed to lower the uppermost point of the steering wheel 1 from the reference position. By performing the control in this way, it is possible to perform an optimal vertical position change according to the gripping position of the driver.

(Example 3-2)
FIG. 20 is an example of changing the vertical position of the steering wheel 1 when the vertical (vertical) position of the hand locus is not constant. In order to reduce fatigue, it is desirable that the locus of the hand position during steering does not change in the vertical direction. However, it is not practical to make the vertical position of the hand trajectory completely constant, and if the change is small even if it is not completely constant, the deltoid muscle fatigue will be small.

  Therefore, in Example 3-2, although the vertical position of the steering wheel 1 is changed to such an extent that the driver does not feel tired by the tilt actuator 12, the vertical position of the hand trajectory is made completely constant. Abandon.

  By releasing from the restriction that the position of the hand is fixed, for example, the steering wheel 1 is prevented from moving up and down to the extent that it does not hit the driver's knee, or the vertical position change cycle is changed, while suppressing fatigue. The degree of freedom in design can be improved.

  Next, Example 4 will be described. The basic configuration is the same as that of the first embodiment, and the fourth embodiment is different in that the outer diameter shape of the steering wheel 1 is an ellipse.

[Contrast between the conventional example and the present embodiment in terms of ensuring visibility]
FIG. 21 is a diagram showing a comparative example in which the steering shaft 2 is fixed by changing to an elliptical steering wheel 1 ′. FIG. 22 is a front view of the steering wheel 1 ′ according to the fourth embodiment. In order to secure the field of view, the steering wheel 1 ′ has an elliptical shape with the vehicle width direction as the short axis in both the comparative example and the fourth embodiment, but in the comparative example, the steering wheel 1 ′ is long in the vicinity of the 90 ° (270 °) rotational position. The axis is located in the vicinity of the vertical direction, and the steering wheel 1 impedes visibility.

  In contrast, in the fourth embodiment, the steering wheel 1 reciprocates in the vertical direction with the steering angle θ by the action of the cam 4 and reaches the lowest point at the 90 ° (270 °) rotation position. Therefore, even if the elliptical steering wheel 1 ′ rotates, the position of the uppermost portion in the vertical direction does not change, and the field of view is ensured even at the 90 ° (270 °) rotation position where the long axis is located in the vicinity of the vertical direction.

[Effects of Example 4]
Even when the steering wheel 1 has an elliptical shape for securing the field of view at the neutral time, the position of the uppermost part in the vertical direction can be kept constant regardless of the rotational position, so that the field of view can always be secured. Needless to say, the upper end of the long axis does not necessarily change in the vertical direction so as to coincide with the upper end of the short axis, and even a slight change in the vertical direction contributes to securing the field of view.

  Next, Example 5 will be described with reference to FIGS. The fifth embodiment is the same as the first to third embodiments in that the fatigue of the driver is reduced by suppressing the relative position fluctuation between the driver and the gripping position. It differs from Examples 1-3 by the point which changes the vehicle left-right direction position of a steering wheel.

[Comparison between Examples 1 to 3 and Example 5]
In the first to third embodiments, the relative position fluctuation between the driver and the gripping position is suppressed by changing the vertical direction vertical position of the steering wheel or the vehicle longitudinal direction position.

  However, when the vertical vertical position is changed as in the first embodiment, the effect of suppressing the relative position fluctuation is small during steering at a steering angle of 180 ° where the distance between the driver and the gripping position is the longest (FIG. 30). reference).

  Further, when the vehicle front-rear direction position is changed as in the second embodiment, the steering wheel is moved closer to the driver side in the vehicle front-rear direction to suppress the relative position fluctuation. There is a concern that the driver's fatigue may increase due to an increase in the flexion angles of the shoulder and elbow joints (see FIG. 32).

Therefore, the position changing mechanism of the fifth embodiment changes the position of the steering wheel in the left-right direction in order to solve the above problem. This reduces the driver's fatigue by suppressing the relative position fluctuation between the driver and the gripping position and suppressing the increase in the flexion angle of the shoulder and elbow joints, especially when steering at a steering angle of 80 ° to 180 °. To do.
[Conceptual diagram]

FIG. 23 and FIG. 24 are conceptual diagrams of changing the position of the steering wheel 1 in the left-right direction. FIG. 23 is a front view, and FIG. 24 is a side view. In the fifth embodiment, the steering shaft 2 is provided with a position changing mechanism 40, and the position of the steering wheel 1 in the left-right direction of the vehicle is changed in accordance with the driver's steering to reduce the feeling of fatigue during steering.
[Configuration of Example 5]

  25 and 26 are basic configuration diagrams of the position changing mechanism 40 according to the fifth embodiment at the time of steering neutral (when the steering angle is 0 °). FIG. 25 is a front view of the vehicle left direction, and FIG. 26 is a front view of the vehicle rear direction. For the sake of explanation, an orthogonal coordinate system is set. The axial direction of the steering shaft 2 is the x axis, and the steering wheel 1 side is the positive direction. The vehicle front-rear direction is the y-axis, and the vehicle front side is the positive direction. Further, the left-right direction of the vehicle is the z-axis, and the left side of the vehicle is the positive direction.

  The position changing mechanism 40 includes a steering shaft 2, a universal joint 41, a worm gear 42, a spring 43, a first spring pedestal 44, a second spring pedestal 45, a first guide pin 46, and a second guide pin 47.

  The steering shaft 2 is divided into an upper shaft 2a and a lower shaft 2b through a universal joint 41. The upper shaft 2a is provided to be swingable at a constant angle with respect to the lower shaft 2b with the universal joint 41 as a fulcrum. The x-axis positive direction end of the upper shaft 2a is connected to the steering wheel 1, and the x-axis negative direction end of the lower shaft 2b is connected to a steering gear unit (not shown).

  A worm gear 42 is provided at the x-axis positive direction end of the lower shaft 2b. That is, the x axis positive direction end of the lower shaft 2b is formed as a worm shaft 2c. The worm shaft 2c meshes with the first worm wheel 420 on the y axis positive direction side and the second worm on the y axis negative direction side. It meshes with the wheel 421.

  The first worm wheel 420 and the second worm wheel 421 are gears of the same type and the same diameter provided symmetrically with respect to the steering shaft 2 in the y-axis direction. The first wheel shaft 422, which is the central axis of the first worm wheel 420, extends in the z-axis direction and is rotatably fixed to the vehicle body. The same applies to the second wheel shaft 423 of the second worm wheel 421.

  A cam 424 is integrally provided coaxially with the first worm wheel 420 on the positive side of the first worm wheel 420 in the z-axis direction. Similarly, a cam 426 is integrally provided coaxially with the first worm wheel 420 on the negative side of the first worm wheel 420 in the z-axis direction. The second worm wheel 421 is the same as the first worm wheel 420, and cams 425 and 427 are provided on both sides of the second worm wheel 421 so as to be coaxial with the second worm wheel 421, respectively. All the shapes and dimensions of the cams 424 to 427 are the same.

  During steering neutral, the cams 424 and 425 on the z-axis positive direction side are both eccentric to the y-axis positive direction side and have the same phase. On the other hand, the cams 426 and 427 on the z-axis negative direction side are both eccentric to the y-axis negative direction side and have the same phase. That is, the set of cams 424 and 425 and the set of cams 426 and 427 are symmetrical to each other, and the phases are different from each other by 180 degrees.

  A spring 43 is installed around the axis of the upper shaft 2a. The x-axis positive direction end of the spring 43 is fixed to the first spring pedestal 44, and the x-axis negative direction end is fixed to the second spring pedestal 45.

  The first spring pedestal 44 is installed around the axis of the upper shaft 2a, and is not restricted from rotating around the axis, but is impossible to move in the x-axis direction.

  The second spring pedestal 45 is installed around the axis of the upper shaft 2 a on the x-axis negative direction side with respect to the first spring pedestal 44.

  The second spring pedestal 45 has a shape obtained by bending a plate-like member into a U-shape, and includes a support portion 451 connected to the spring 43 and a first swing formed on the y-axis positive direction side of the support portion 451. It has a moving part 452 and a second swing part 453 formed on the y-axis negative direction side of the support part 451.

  The support portion 451 has a cylindrical portion 450, and the upper shaft 2a is assembled to the cylindrical portion 450 in a loosely fitted state. Therefore, the second spring pedestal 45 can rotate around the axis of the upper shaft 2a and move in the axial direction.

  As shown in FIG. 26, the second oscillating portion 453 is a plate-like portion parallel to the xz plane, and is connected to the support portion 451 at the x-axis positive direction end. A storage groove 455 is formed at the x-axis negative direction end, and first and second contact portions 456 and 457 are formed on both sides of the storage groove 455 in the z-axis direction. The x-axis negative direction ends of the first and second contact portions 456 and 457 are formed in a hemispherical round shape.

  The x-axis negative direction end of the first contact portion 456 is in contact with the cam 425, and the x-axis negative direction end of the second contact portion 457 is in contact with the cam 427. The second spring pedestal 45 is biased in the negative x-axis direction by the first spring pedestal 44 and the spring 43, and the first and second contact portions 456 and 457 are always constant with respect to the cams 425 and 427, respectively. It is pressed with the power of.

  A half of the second worm wheel 421 in the positive x-axis direction is rotatably accommodated in the storage groove 455. The width of the storage groove 455 in the z-axis direction is larger than the width of the second worm wheel 421 in the z-axis direction, and even if the second swinging portion 453 is slightly inclined with respect to the x-axis, It does not contact the worm wheel 421 and is provided in a size that does not hinder its rotation.

  In the second swinging portion 453, a guide groove 454 is formed to be elongated in the positive x-axis direction on the positive x-axis direction side of the storage groove 455. One end of a second guide pin 47 extending in the y-axis direction is fitted in the guide groove 454. The other end of the second guide pin 47 is fixed to the vehicle body. The position of the second guide pin 47 in the x-axis direction is substantially the same as the position of the universal joint 41 in the x-axis direction. By fitting the second guide pin 47 into the guide groove 454, the rotation of the second spring base 45 around the upper shaft 2a axis is suppressed. At the same time, the second spring pedestal 45 can move slightly along the upper shaft 2a.

The side of the first rocking portion 452 of the second spring pedestal 45 is also provided in the same manner as the second rocking portion 453.
[Operation of Example 5]

  27 and 28 show a state in which the upper shaft 2a of the steering shaft 2 swings in the left-right direction of the vehicle due to the action of the cams 424 to 427 provided in the position changing mechanism 40. FIG. FIG. 27 shows the state of the steering shaft 2 when the steering wheel 1 is turned to the left (left steering), and FIG. 28 shows the state when the steering wheel 1 is turned to the right (right steering).

  In FIG. 27, when the steering wheel 1 is steered leftward, the counterclockwise rotation of the steering wheel 1 is transmitted to the lower shaft 2 b via the upper shaft 2 a and the universal joint 41. The rotation of the lower shaft 2 b is converted into the rotation of the cams 424 to 427 after adjusting the rotation angle and torque in the worm gear 42.

  That is, the rotation of the worm shaft 2c in the counterclockwise direction (viewed from the positive x-axis direction) is the rotation of the first and second worm wheels 420 and 421 in the counterclockwise rotation (viewed from the positive z-axis direction). Converted. At this time, the cams 424 to 427 provided integrally with the first and second worm wheels 420 and 421 also rotate in the same manner as the first and second worm wheels 420 and 421.

  When the first and second worm wheels 420 and 421 rotate counterclockwise in the range of 0 ° to 180 ° when viewed from the z-axis positive direction, the cams 424 and 425 are arranged on the z-axis positive direction side. The distance from 422, 423 to the outer peripheral surface on the x-axis positive direction side is larger than that at the time of steering neutral, that is, when the rotation angle of the first and second worm wheels 420, 421 is 0 °. Therefore, the first contact portion 456 of the second swinging portion 453 that is in contact with the outer peripheral surface of the cams 424, 425 on the x-axis positive direction side is lifted to the x-axis positive direction side. The same applies to the first swinging part 452 side.

  On the other hand, on the z-axis negative direction side, the distance from the shafts 422 and 423 of the cams 426 and 427 to the outer peripheral surface on the x-axis positive direction side is smaller than that during steering neutral. Therefore, the second contact portion 457 of the second swinging portion 453 that is in contact with the outer peripheral surface on the x-axis positive direction side of the cams 426 and 427 is pushed down to the x-axis negative direction side by the force of the spring 43. The same applies to the first swinging part 452 side.

  Accordingly, the second spring pedestal 45 is tilted clockwise as viewed from the y-axis negative direction side. Accordingly, the upper shaft 2a fitted to the cylindrical portion 450 of the second spring pedestal 45 also tilts clockwise with the universal joint 41 as a fulcrum when viewed from the y-axis negative direction side. Therefore, the position of the steering wheel 1 moves (swings) in the vehicle right direction.

  The same applies to the right steering in FIG. 28, that is, when the steering wheel 1 is steered clockwise. The clockwise rotation of the steering wheel 1 is converted into the counterclockwise tilt of the upper shaft 2a (as viewed from the negative y-axis side) by the action of the position changing mechanism 40. Therefore, the position of the steering wheel 1 moves (swings) in the left direction of the vehicle.

As described above, the z-axis positive direction cams 424 and 425 and the z-axis negative direction cams 426 and 427 are arranged symmetrically with each other. To switch the swing of the steering wheel 1 in the opposite direction. By devising the cam profile, the swing angle of the steering wheel 1 with respect to the steering angle can be arbitrarily adjusted.
[Effect in Example 5]

  29 and 30 show the distance from the gripping position of the steering wheel 1 to the shoulder joint without the steering wheel changing mechanism, Example 1 (up / down direction position change), and Example 5 (left / right direction position change). Contrast with.

  FIG. 29 shows the change in distance from the right shoulder joint to the right hand gripping position from the steering neutral state (steering angle 0 °) at the 9:15 position to the steering angle 180 ° by leftward steering. FIG. In FIG. 29, the steering wheel 1 is viewed from the rear of the vehicle. FIG. 30 is a graph showing the variation of the distance.

  As shown in FIG. 30, in the fifth embodiment, the variation in the distance at the steering angle of 80 ° to 180 ° is most suppressed as compared to the other two examples.

  31 and 32 show the angle formed by the line connecting both shoulder joints and the line connecting the right hand grip position and the right shoulder joint, without the steering wheel changing mechanism, Example 2 (front-rear direction position change), this example 5 (right and left direction position change).

  FIG. 31 shows both shoulder joint connection, right hand grip position and right shoulder joint from the steering neutral state (steering angle 0 °) at the 9:15 position to the steering angle 180 ° by leftward steering. It is a schematic diagram showing the change of the angle which the line | wire which connects is contrasted. In FIG. 31, the steering wheel 1 is viewed from vertically above. FIG. 32 shows the variation of the angle as a graph.

  As shown in FIG. 32, in the fifth embodiment, the angle fluctuation at around the steering angle of 80 ° to 180 ° is most suppressed. In FIG. 32, the comparison between Example 2 and Example 5 is calculated under the condition that the distance from the right hand grip position to the right shoulder joint is equal.

  As described above, the steering apparatus including the position changing mechanism 40 according to the fifth embodiment changes the position of the steering wheel 1 in the left-right direction of the vehicle according to the driver's steering. At 0 °, the relative position fluctuation between the driver and the gripping position is suppressed, and an increase in the bending angle of the shoulder and elbow joints is suppressed. Therefore, it has the effect that a driver | operator's fatigue can be reduced.

(Other examples)
As mentioned above, although the steering apparatus of this invention has been demonstrated based on Example 1 thru | or Example 5, it is not restricted to these about specific structures, The summary of the invention which concerns on each claim of a claim Design changes and additions are allowed without departing.

  For example, in the first and second embodiments, only the vertical vertical position and the vehicle longitudinal direction position of the steering wheel 1 are changed, but by combining the first and second embodiments, the vertical vertical position and the vehicle longitudinal direction position are simultaneously changed. It may be changed.

  In the fifth embodiment, the horizontal position of the steering wheel 1 is mechanically changed using a cam or the like based on the steering angle of the steering wheel 1, but the horizontal position of the steering wheel 1 is controlled using an actuator based on the steering angle. It is good also as changing.

FIG. 3 is a conceptual diagram (front view) showing a change in the vertical position of the steering wheel in the first embodiment. FIG. 3 is a conceptual diagram (side view) of changing the vertical position of the steering wheel in the first embodiment. It is a figure which shows the outline and characteristic of the deltoid muscle used at the time of steering. It is a figure which shows the outline and characteristic of the deltoid muscle used at the time of steering. It is a figure which shows the outline and characteristic of the deltoid muscle used at the time of steering. It is a figure which shows the outline and characteristic of the deltoid muscle used at the time of steering. 1 is a basic configuration diagram of a steering device in Embodiment 1. FIG. It is an axial front view of a cam. It is a figure which shows the relationship between the steering angle in Example 1, and the up-and-down position of a steering wheel. FIG. 9 is a correlation diagram between the movement of the driver's hand (turning left) and the vertical position of the steering wheel when gripping the position at 9:15. It is a front view of the steering wheel in a prior art example. 1 is a front view of a steering wheel in Embodiment 1. FIG. It is a conceptual diagram (side view of only a steering wheel) of the front-back direction position change of the steering wheel in Example 2. FIG. FIG. 6 is a conceptual diagram (side view of a system) of changing the position of a steering wheel in the front-rear direction according to a second embodiment. FIG. 6 is a basic configuration diagram of a steering device in Embodiment 2. It is the detail of a traced board and a tracing rod. It is a figure which shows the correlation of the distance of a steering wheel and a fulcrum with respect to a steering angle. FIG. 6 is a system configuration diagram of a steering device according to a third embodiment. It is a control block diagram of a tilt mechanism and a telescopic mechanism. This is an example of changing the vertical position when the driver holds the steering wheel 1 above the 9:15 position. It is a steering wheel up-and-down position change flow in Example 3. It is an example of a steering wheel up-and-down position change in the case where the up-and-down (vertical) direction position of the hand locus in Example 3 is not constant. FIG. 10 is a conceptual diagram (front view) of a change in the horizontal position of a steering wheel according to a fifth embodiment. FIG. 12 is a conceptual diagram (side view) of changing the position of the steering wheel in the left-right direction in the fifth embodiment. FIG. 10 is a basic configuration diagram (a front view in the left direction of a vehicle) of a steering device according to a fifth embodiment. FIG. 10 is a basic configuration diagram (a front view of a vehicle rear direction) of a steering device according to a fifth embodiment. FIG. 10 is a basic configuration diagram of a steering device in Embodiment 5 (at the time of leftward steering). FIG. 10 is a basic configuration diagram of a steering device in Embodiment 5 (during rightward steering). FIG. 10 is a schematic diagram showing a distance from a gripping position of a steering wheel to a shoulder joint in Example 5 in comparison with another example. It is the graph which showed the distance from the holding position of the steering wheel in Example 5 to the shoulder joint as contrasted with the other examples. It is the schematic diagram which showed the angle which the both shoulder joint connection in Example 5 and the right hand holding position-right shoulder joint connection make in contrast with the other examples. It is the graph which showed the angle which the both shoulder joint connection in Example 5 and the right hand holding position-right shoulder joint connection make, contrasted with the other examples.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering shaft 2a Upper shaft 2b Lower shaft 2c Worm shaft 3 Support point 4 Cam 5 Base 6 Trace plate 7 Tracing rod 8 Guide rail 10 Tilt mechanism 11 Tilt actuator controller 12 Tilt actuator 13 Worm gear 14 Worm wheel 20 Telescopic mechanism 21 Telescopic actuator controller 22 Telescopic actuator 23 Pinion 24 Rack 30 Target value calculation controller 40 Position change mechanism 41 Universal joint 42 Worm gear 43 Spring 44 First spring base 45 Second spring base 420 First worm wheel 421 Second worm wheels 424 to 427 Cam

Claims (8)

  When the driver steers the steering wheel, the position of the steering wheel is changed so that the relative position fluctuation between the driver and the gripping position is suppressed without changing the steering wheel gripping position of the driver. A steering apparatus comprising means. The steering apparatus according to claim 1, wherein
The steering apparatus according to claim 1, wherein the position changing means changes the vertical position of the steering wheel in the vertical direction. The steering apparatus according to claim 1 or 2,
The position changing means changes the position of the steering wheel in the longitudinal direction of the vehicle. The steering apparatus according to any one of claims 1 to 3,
The position changing means changes the vertical vertical position downward when the driver increases the steering wheel. The steering apparatus according to any one of claims 1 to 4,
The position changing means changes the position in the vehicle front-rear direction to the rear when the driver increases the steering wheel. The steering apparatus according to any one of claims 1 to 5,
A steering apparatus characterized in that the steering wheel has an elliptical shape in which the minor axis direction is upward when going straight. The steering apparatus according to claim 1, wherein
The position changing means changes the position of the steering wheel in the left-right direction of the vehicle. When the driver steers the steering wheel, the steering wheel position is changed so as to suppress relative fluctuation between the driver and the gripping position without changing the steering wheel gripping position of the driver. Steering device.

Images