JP2007045413A - Steering handle for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering handle for a vehicle capable of increasing an operation volume upward of a steering lever with good operability in an arm-extending direction, reducing an operation volume downward of the steering lever with poor operability because of tightness in an arm-shrinking direction, and improving operability at the time of steering, at the time of steering operation from a neutral position. <P>SOLUTION: In this steering handle B for a vehicle, grips 15, 16 are assembled to steering levers 12, 13 connected to a supporting shaft 11 also functioning as a steering output shaft. The supporting shaft 11 is connected to the steering levers 12, 13 via deceleration gear mechanisms (G1 and G3, G2 and G3). The deceleration gear mechanism is set in a manner that a deceleration gear ratio when the steering levers 12, 13 are rotary operated downward from the neutral position becomes large in proportion to the deceleration gear ratio when the steering levers 12, 13 are rotary operated upward from the neutral position. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle steering handle, and more particularly to a vehicle steering handle provided with a grip.

In this type of vehicle steering handle, the left-right dimension at the neutral position is larger than the front-rear dimension, and swingable grips are provided at the left and right ends of the handle body that rotates left and right (for example, patents) Reference 1, Patent Document 2, and Patent Document 3).
Japanese Patent Laid-Open No. 11-48985 Japanese Patent Laid-Open No. 11-342819 Japanese Patent Laid-Open No. 11-342849

  By the way, in the conventional vehicle steering wheel, the position of the grip (initial position) in the neutral position cannot be adjusted, and the grip cannot be set to the initial position suitable for the driver in the neutral position.

  The present invention operates when the support shaft is rotated counterclockwise from the neutral position (for example, when the steering lever is rotated downward from the neutral position) and when the support shaft is rotated clockwise from the neutral position (for example, steering) When the lever is rotated upward from the neutral position), the grip is attached to the steering lever connected to the support shaft that also functions as the steering output shaft. In the steering handle for a vehicle, the support shaft and the steering lever are connected via a reduction gear mechanism. In this reduction gear mechanism, the reduction gear ratio when the steering lever is rotated downward from the neutral position. Is set to be larger than the reduction gear ratio when the steering lever is turned upward from the neutral position. It is characterized in. In this case, the steering lever and the reduction gear mechanism may each be a pair of left and right, and connecting means for interlocking the left and right steering levers may be provided.

  Since the vehicle steering handle according to the present invention is configured as described above, the angle at which the steering lever is rotated downward from the neutral position when the support shaft is rotated by a predetermined amount from the neutral position. Is smaller than the angle at which the steering lever is turned upward from the neutral position. For this reason, during steering operation from the neutral position, it is possible to increase the amount of operation above the steering lever, which has good operability in the direction in which the arm extends, and in addition, the steering becomes cramped in the direction in which the arm contracts, resulting in poor operability. The amount of operation of the lever below can be reduced, and the operability during steering can be improved.

  The present invention will be described below with reference to the drawings. 1 to 3 show a first embodiment of a steering handle for a vehicle. The steering handle A includes a support shaft 11 that also functions as a steering output shaft, and a pair of left and right steerings assembled to the support shaft 11. The levers 12 and 13, the pad 14 that covers the base end portions of the support shaft 11 and the steering levers 12 and 13 from the driver side, and a pair of left and right grips 15 and 16 that are assembled to the distal ends of the steering levers 12 and 13 are provided. I have.

  The support shaft 11 is rotatably supported, and is configured such that steered wheels (not shown) are steered directly or indirectly according to the rotation. Each steering lever 12, 13 is fixed to the support shaft 11 at the base end portion, and rotates integrally with the support shaft 11. The pad 14 is supported by the vehicle body and does not rotate even when the support shaft 11 and the steering levers 12 and 13 are rotated.

  As shown in FIG. 2, the grips 15 and 16 are fixed to the tip of the swing shaft 21 and rotate integrally with the swing shaft 21. The swing shaft 21 is rotatably mounted to the steering levers 12 and 13 via a pair of bearings 22 and 23, and is fixed to be removed by a nut 24 screwed to the proximal end screw portion. Further, the oscillating shaft 21 is integrally provided with a worm wheel 25, and the worm wheel 25 constitutes a worm speed reducer with a worm gear 26.

  As shown in FIG. 3, the worm gear 26 is rotatably assembled to the tip end portions of the steering levers 12 and 13 via a pair of bearings 27 and 28, and is engaged with the worm wheel 25. The dial 29 can be rotated. The worm speed reducer constituted by the worm wheel 25 and the worm gear 26 is an adjusting means for adjusting the positions of the grips 15 and 16 at the neutral position (adjusting the grip angle of the grips 15 and 16 with respect to the steering levers 12 and 13). (Angle adjustment means), and the reduction ratio is set so as not to move by rotation from the grip side.

  In the steering handle A according to the first embodiment configured as described above, the steering shaft 11 is rotated by rotating the steering levers 12 and 13 about the support shaft 11 by gripping the grips 15 and 16 with the hand. Can be turned to steer the vehicle. Further, in the steering handle A, by rotating the dial 29, the swing shaft 21 can be rotated via the worm gear 26 and the worm wheel 25, so that the grips 15, 16 can be swung. It is possible to adjust the positions (initial positions) of the grips 15 and 16 at the neutral position, and set the grips 15 and 16 at the neutral position to an initial position suitable for the driver's preferred driving posture and operability. Is possible.

  In the first embodiment described above, the worm wheel 25 is integrally provided on the rocking shaft 21, but, as in the first modified embodiment shown in FIG. 4, between the rocking shaft 21 and the worm wheel 25. In addition, for example, the rocking shaft 21 and the worm wheel 25 can be rotated relative to each other by a predetermined amount by interposing an elastic body 31 such as a rubber bush or a torsion spring.

  The elastic body 31 in this case is provided so that one end is connected to the swing shaft 21 and the other end is connected to the worm wheel 25, and relative rotation between the swing shaft 21 and the worm wheel 25 is caused by elastic deformation. Is acceptable. For this reason, in this case, it is possible to improve the operation feeling during steering while maintaining the function of returning the grips 15 and 16 to the initial position in the neutral position.

  Further, in the first embodiment described above, the worm gear 26 is configured to be manually operable with the dial 29. However, the worm gear 26 is replaced with the small electric motor M as in the second modified embodiment shown in FIG. It is also possible to implement as an electric operation possible. In this case, a sensor for detecting an initial position of each of the grips 15 and 16 in the neutral position, for example, a rotation angle sensor S for the worm gear 26 is provided as in the third modified embodiment shown in FIG. It is also possible to have a memory function that is effective when the driver changes. The sensor that detects the initial position of each grip 15, 16 in the neutral position may be a sensor that detects the rotation angle of the small electric motor M or a sensor that detects the rotation angle of the worm wheel 25.

  When the worm gear 26 is electrically operated by the small electric motor M, the rotation angle of the support shaft 11 and the pair of left and right steering levers 12 and 13 can be detected by a sensor, and the support shaft 11 and the pair of left and right are detected. In accordance with the rotation angle of the steering levers 12 and 13, the grip angle of the grips 15 and 16 with respect to the steering levers 12 and 13 is automatically adjusted to a desired angle (for example, an angle that is easy for the driver to operate) by feedback control. It is also possible to configure and implement as described above.

  In this case, as illustrated in FIG. 7, the grips 15 and 16 are rotated with respect to the steering levers 12 and 13 in the direction opposite to the rotation direction of the support shaft 11 and the pair of left and right steering levers 12 and 13, respectively. It is also possible. In addition, as illustrated in FIG. 8, one grip 15 is rotated in the same direction as the rotation direction of the support shaft 11 and the pair of left and right steering levers 12, 13, and the other grip 16 is paired with the support shaft 11 and the pair of left and right. The steering levers 12 and 13 can be rotated in the direction opposite to the rotation direction.

  Further, in the first embodiment described above, the support shaft 11 that also functions as a steering output shaft and the pair of left and right steering levers 12 and 13 are configured to rotate integrally. Although the rotation angles of 12 and 13 are the same, the support shaft 11 and the pair of left and right steering levers that also function as a steering output shaft, like the steering handle B of the second embodiment shown in FIG. 12 and 13 are configured to be coupled via a pair of left and right elliptical gear mechanisms G1 and G2 and a coupling gear mechanism G3, so that the support shaft 11 and the steering levers 12 and 13 have different rotation angles. It is also possible.

  The left elliptical gear mechanism G1 is integrated with the elliptical gear 51 integrally connected to the left steering lever 12 via the connecting shaft 41 and the left circular gear 61 of the connecting gear mechanism G3 via the connecting shaft 42. And an elliptical gear 52 that meshes with the elliptical gear 51. In this elliptical gear mechanism G1, the left steering lever 12 rotates upward from the neutral position when the left steering lever 12 is rotated downward from the neutral position shown in FIG. It is set to be larger than the reduction gear ratio when operated. The connecting shafts 41 and 42 are provided to rotate at the illustrated positions.

  On the other hand, the right elliptical gear mechanism G2 includes an elliptical gear 53 integrally connected to the right steering lever 13 via a connecting shaft 43, and a right circular gear 62 of the connecting gear mechanism G3 via a connecting shaft 44. And an elliptical gear 54 that is integrally connected and meshes with the elliptical gear 53. In this elliptical gear mechanism G2, the reduction gear ratio when the right steering lever 13 is rotated downward from the neutral position shown in FIG. 9 is such that the right steering lever 13 rotates upward from the neutral position. It is set to be larger than the reduction gear ratio when operated. The connecting shafts 43 and 44 are provided so as to rotate at the illustrated positions.

  The coupling gear mechanism G3 is a mechanism for interlocking the pair of left and right steering levers 12 and 13 by interlocking the pair of left and right elliptical gear mechanisms G1 and G2. A central circular gear 63 is integrally connected to the shaft 11 and meshes with a pair of left and right circular gears 61 and 62. The connection relationship between the steering levers 12 and 13 and the grips 15 and 16 of the second embodiment is the same as that of the steering levers 12 and 13 and the grips 15 and 16 of the first embodiment described above with reference to FIGS. Is substantially the same as the connection relationship shown in FIG.

  In the steering handle B of the second embodiment configured as described above, the support shaft 11 is rotated by rotating the steering levers 12 and 13 by grasping the grips 15 and 16 with the hand and turning the vehicle. Can be steered. Also in the steering handle B, similarly to the steering handle A of the first embodiment described above, by rotating the dial 29, the swing shaft 21 is rotated via the worm gear 26 and the worm wheel 25, and Since the grips 15 and 16 can be swung, it is possible to adjust the positions (initial positions) of the grips 15 and 16 at the neutral position, and the grips 15 and 16 can be adjusted by the driver at the neutral position. It is possible to set an initial position suitable for a desired driving posture and operability.

  Further, in the steering handle B of the second embodiment, the reduction gear ratio when the left steering lever 12 is rotated downward from the neutral position by the left elliptical gear mechanism G1 is from the neutral position. It is set to be larger than the reduction gear ratio when it is turned upward, and the right steering lever 13 is turned downward from the neutral position by the right elliptical gear mechanism G2. The reduction gear ratio at this time is set to be larger than the reduction gear ratio at the time of turning upward from the neutral position.

  For this reason, as shown in FIG. 10, when the left steering lever 12 is turned upward from the neutral position (solid line position) by the angle θLu and moved to the upper position (two-dot chain line position) (support shaft 11). Is rotated by a predetermined amount from the neutral position), the right steering lever 13 is rotated downward from the neutral position (solid line position) by the angle θRd and moved to the lower position (two-dot chain line position). When the steering lever 12 is rotated downward from the neutral position (solid line position) by the angle θLd and moved to the lower position (dashed line position) (when the support shaft 11 rotates left by a predetermined amount from the neutral position), The steering lever 13 is turned upward from the neutral position (solid line position) by the angle θRu and moved to the upper position (dashed line position).

  By the way, when the support shaft 11 is rotated by a predetermined amount from the neutral position, the angle θLd when the left steering lever 12 is rotated downward from the neutral position is equal to the right steering lever 13 from the neutral position. The angle θRd when the right steering lever 13 is rotated downward from the neutral position is smaller than the angle θRu when the left steering lever 13 is rotated upward, and the left steering lever 12 is rotated upward from the neutral position. It is smaller than the angle θLu at the time of dynamic operation. Therefore, during the steering operation from the neutral position, it is possible to increase the amount of operation of the steering levers 12 and 13 with good operability in the direction in which the arms extend, and to operate in a cramped manner in the direction in which the arms contract. It is possible to reduce the amount of downward operation of the steering levers 12 and 13 with poor performance, and it is possible to improve the operability during steering.

  In the second embodiment described above, the connection gear mechanism G3 is employed as a connection means for interlocking the pair of left and right steering levers 12 and 13 by interlocking the pair of left and right elliptical gear mechanisms G1 and G2. It is also possible to employ the connecting belt mechanism C1 shown in FIG. 11 or the connecting link mechanism C2 shown in FIG. 12 as the connecting means.

  The connecting belt mechanism C1 shown in FIG. 11 includes a pair of left and right circular gears 71 and 72, and a belt 73 that connects these circular gears 71 and 72. The left circular gear 71 is integrally connected to the elliptical gear 52 of the elliptical gear mechanism G1 via the connecting shaft 42. On the other hand, the right circular gear 72 is integrally connected to the elliptical gear 54 of the elliptical gear mechanism G2 via the connecting shaft 44. Note that the steering handle B shown in FIG. 11 is configured such that the connecting shaft 42 or 44 also functions as a steering output shaft. Moreover, since the other structure of the steering wheel B shown in FIG. 11 is substantially the same as the structure of the steering wheel B shown in FIG. 9, the description is abbreviate | omitted.

  The connection link mechanism C2 shown in FIG. 12 includes a pair of left and right arms 81 and 82, and a link 83 that connects these arms 81 and 82. The left arm 81 is integrally connected via the connecting shaft 42 to the elliptical gear 52 of the elliptical gear mechanism G1. On the other hand, the right arm 82 is integrally connected to the elliptical gear 54 of the elliptical gear mechanism G2 via the connection shaft 44. The link 83 is rotatably connected to the distal end portion of the arm 81 via the pin 84 at the left end, and is rotatably connected to the distal end portion of the arm 82 via the pin 85 at the right end. In the steering handle B shown in FIG. 12, the connecting shaft 42 or 44 is configured to function also as a steering output shaft. Moreover, since the other structure of the steering wheel B shown in FIG. 12 is substantially the same as the structure of the steering wheel B shown in FIG. 9, the description is abbreviate | omitted.

It is a front view showing roughly a 1st embodiment of a steering handle for vehicles. It is a principal part expansion partial vertical side view which shows the relationship between each steering lever and each grip shown in FIG. FIG. 3 is a cross-sectional view taken along line 3-3 in FIG. 2. It is a front view which shows the 1st modified embodiment of the site | part shown in FIG. It is a front view which shows 2nd modification embodiment of the site | part shown in FIG. It is a front view which shows the 3rd modification embodiment of the site | part shown in FIG. FIG. 7 is an operation explanatory diagram illustrating an example when the small electric motor illustrated in FIG. 5 or 6 is feedback-controlled according to the rotation angle of the steering lever. FIG. 7 is an operation explanatory diagram illustrating another example when the small electric motor illustrated in FIG. 5 or FIG. 6 is feedback-controlled according to the rotation angle of the steering lever. It is a front view showing roughly a 2nd embodiment of a steering handle for vehicles. It is operation | movement explanatory drawing of 2nd Embodiment shown in FIG. FIG. 10 is a front view showing a first modified embodiment of the second embodiment shown in FIG. 9. FIG. 10 is a front view showing a second modified embodiment of the second embodiment shown in FIG. 9.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 ... Support shaft (output shaft) 12, 13 ... Steering lever, 14 ... Pad, 15, 16 ... Grip, 21 ... Swing shaft, 22, 23 ... Bearing, 24 ... Nut, 25 ... Worm wheel, 26 ... Worm gear 27, 28 ... bearings, 29 ... dial, 31 ... elastic body, M ... small electric motor, S ... rotation angle sensor, 41, 42, 43, 44 ... connecting shaft, 51, 52, 53, 54 ... elliptical gear, 61, 62, 63 ... circular gear, G1, G2 ... elliptical gear mechanism, G3 ... coupling gear mechanism, 71, 72 ... circular gear, 73 ... belt, C1 ... coupling belt mechanism, 81, 82 ... arm, 83 ... link, 84, 85 ... Pin, C2 ... Connection link mechanism, A ... Steering handle, B ... Steering handle.

Claims (2)

  In a vehicle steering handle in which a grip is attached to a steering lever connected to a support shaft that also functions as a steering output shaft, the support shaft and the steering lever are connected via a reduction gear mechanism. In the gear mechanism, the reduction gear ratio when the steering lever is turned downward from the neutral position is larger than the reduction gear ratio when the steering lever is turned upward from the neutral position. A steering handle for a vehicle, characterized by being set as follows.   2. The vehicle steering handle according to claim 1, wherein the steering lever and the reduction gear mechanism are a pair of left and right, respectively, and connecting means for interlocking the left and right steering levers is provided. handle.

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