JP2007253915A - Variable steering angle steering device, automobile, and steering ratio fixing method of variable steering angle steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a variable steering angle steering device having a mechanical lock mechanism which does not hinder steering performance, and also to provide an automobile with the same, and a method of locking the variable steering angle steering device. <P>SOLUTION: A steering input shaft 15 and a carrier 4 of a first planetary reduction gear 20a are integrally structured with each other, and a steering output shaft 16 and a carrier 4 of a second planetary reduction gear 20b are integrally structured with each other. When a predetermined condition is satisfied, the steering input shaft 15 and the steering output shaft 16 are mechanically connected to each other so as to constrain relative rotation of a bearing inner ring 41 integrally formed with the carrier 4 of the first planetary reduction gear 20a with a bearing outer ring 42 integrally formed with the carrier 4 of the second planetary reduction gear 20b. With this structure, steering input to the steering input shaft 15 is directly transmitted to the steering output shaft 16. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a variable steering angle steering device that can vary a ratio of steering output to steering input, an automobile equipped with the same, and a steering ratio fixing method for the variable steering angle steering device.

  As a conventional variable rudder angle steering device having a variable rudder angle mechanism that drives a harmonic drive reducer with a motor and makes the transmission ratio of the steering angle variable by using the relative rotation between the input shaft and the output shaft obtained thereby. When an abnormality in the system, such as an abnormality in the energization of the motor, is detected, the rotation of the speed reducer is mechanically constrained so that the input shaft and the output shaft are directly connected with a transmission ratio of 1: 1. It is known that a mechanical lock mechanism is provided (for example, see Patent Document 1).

This mechanical lock mechanism has a lock member fixed so as not to rotate relative to the input shaft, and a lock receiving member fixed so as not to rotate relative to the output shaft. Then, by engaging the lock member with the lock receiving member, the input shaft and the output shaft are directly coupled to each other.
JP 2004-58743 A

However, in the above-described conventional variable steering angle steering device, the steering system tends to be long in the axial direction by, for example, interposing a motor and a reduction gear in series on the steering shaft. Therefore, since the site | part which mounts the said mechanical lock mechanism is restricted on an apparatus layout, the freedom degree of design will fall.
Therefore, an object of the present invention is to provide a variable steering angle steering device having a lock mechanism of a variable steering angle mechanism with higher mountability, an automobile equipped with the same, and a steering ratio fixing method of the variable steering angle steering device. .

In order to solve the above problem, a variable steering angle steering apparatus according to the present invention is
Variable steering angle steering having a first stage planetary roller mechanism and a second stage planetary roller mechanism in which the sun rollers are integrally connected, and transmitting a steering input to the steering input shaft to the steering output shaft via the sun roller. A device,
A steering ratio fixing means capable of restraining relative rotation between the carrier of the first stage planetary roller mechanism and the carrier of the second stage planetary roller mechanism is provided.

In addition, the automobile according to the present invention is
Variable steering angle steering having a first stage planetary roller mechanism and a second stage planetary roller mechanism in which the sun rollers are integrally connected, and transmitting a steering input to the steering input shaft to the steering output shaft via the sun roller. A car equipped with a device,
By switching from a state where torque transmission between the carriers of the first stage planetary roller mechanism and the second stage planetary roller mechanism is restricted to a state where the torque transmission is possible, the steering input from the steering wheel is transmitted to the vehicle. It is characterized in that it is directly transmitted as a steering output for the steering wheel.

Further, the steering ratio fixing method of the variable steering angle steering device according to the present invention is:
Variable steering angle steering having a first stage planetary roller mechanism and a second stage planetary roller mechanism in which the sun rollers are integrally connected, and transmitting a steering input to the steering input shaft to the steering output shaft via the sun roller. A method for fixing the steering ratio of the device,
By mechanically connecting the first stage planetary roller mechanism and the second stage planetary roller mechanism to restrain relative rotation between the carriers, the steering input to the steering input shaft is directly connected to the steering output shaft. It is characterized by communication.

  According to the variable steering angle steering device of the present invention, the steering input to the steering input shaft can be varied by restricting the relative rotation between the carrier of the first stage planetary roller mechanism and the carrier of the second stage planetary roller mechanism. Then, the variable steering angle mechanism that transmits to the steering output shaft is stopped. Therefore, since the relative rotation between the carriers of the planetary roller mechanism is restricted, it is possible to realize a lock mechanism of a variable steering angle mechanism that does not impair the mountability.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
(Constitution)
FIG. 1 is a schematic configuration diagram of a vehicle to which a variable steering angle steering device according to an embodiment of the present invention is applied. Reference numeral 20 in the drawing is a variable steering angle mechanism. The variable steering angle mechanism 20 is a variable steering ratio that is the ratio of the steering angle of the steered wheels 22 to the steering angle of the steering wheel 21. The variable steering angle mechanism 20 includes a steering input shaft 15 connected to the steering wheel 21, and a steering angle. A route (torque transmission route) between the steering output shaft 16 and the steering wheel 22 is provided.

In the figure, reference numeral 26 denotes a dash panel of the vehicle, 27 denotes an R & P type steering gear, and the steering output shaft 16 is connected to an intermediate shaft (intermediate shaft) 28 to drive the steering gear 27 to drive the steering wheel 22. Steer.
FIG. 2 is a cross-sectional view of the variable steering angle mechanism 20 in the first embodiment. Here, FIG.2 (b) is an AA 'arrow line view in Fig.2 (a).
The variable steering angle mechanism 20 includes a motor 1, and controls the rotation speed and rotation direction of the motor 1 to shift the input from the steering wheel 21 to the steering input shaft 15 and output it to the steering output shaft 16. . The current supplied to the motor 1 is controlled by an electronic control device 30 described later.

The electronic control unit 30 calculates a target turning angle from detection signals of a steering angle sensor that detects the steering angle θ of the steering wheel 21 and a vehicle speed sensor that detects the vehicle speed V, and the actual turning angle is the target turning angle. The motor 1 is feedback-controlled so that
In the present embodiment, the variable rudder angle mechanism 20 has a planetary speed reduction mechanism having the same shape facing each other in the direction of the steering shaft, the steering input shaft 15 side being the first planetary speed reduction mechanism 20a, and the steering output shaft 16 side being the second planetary gear. This is referred to as a speed reduction mechanism 20b.

  The planetary reduction mechanism in the present embodiment includes a sun roller 2 with a sun gear, a carrier 4 that supports the planetary roller 3 with a planetary gear, and a ring roller 5 with a ring gear, and the planetary roller 3 with planetary gears is a sun gear. The sun roller 2 with a ring and the ring roller 5 with a ring gear are in contact with each other while meshing with each other. A support pin 3a supported by the carrier 4 is inserted into the planetary roller 3 with the planetary gear, whereby the carrier 4 supports the planetary roller 3 with the planetary gear. Here, the sun roller 2 with the sun gear, the planetary roller 3 with the planetary gear, and the ring roller 5 with the ring gear are geared rollers in which a roller and a gear are integrally formed on the same axis.

In the following description, when the sun gear-equipped sun roller 2, the planetary gear-equipped planetary roller 3, and the ring gear-equipped ring roller 5 are described together, they are simply abbreviated as the sun roller 2, the planetary roller 3, and the ring roller 5. .
A worm wheel 7 that meshes with a worm gear 6 provided on the output shaft of the motor 1 is provided on the outer periphery of the ring roller 5. Here, the worm gear 6 cannot be rotated from the worm wheel 7, and the ring roller 5 is also stopped when the motor 1 is stopped.

The case (housing) 20c on which the first planetary speed reduction mechanism 20a and the second planetary speed reduction mechanism 20b are mounted is fixed so that the input side does not rotate with respect to the column outer tube 25, and the output side is connected to the dash panel 26 of the vehicle. The mounting bracket 24 is fixed so that it does not rotate.
The steering input shaft 15 is coupled to the same shaft without rotating relative to the carrier 4 of the first planetary speed reduction mechanism 20a (hereinafter also referred to as the first carrier 4a), and the steering output shaft 16 is connected to the second planetary speed reduction mechanism 20b. The carrier 4 (hereinafter also referred to as the second carrier 4b) is connected to the same shaft without rotating relative to the carrier 4. Further, the sun rollers 2 of the first planetary speed reduction mechanism 20a and the second planetary speed reduction mechanism 20b are connected (integratedly connected).

  Further, the steering input shaft 15 displaces and restrains one end (the steering input shaft 15 side) of the sun roller 2 of the first planetary reduction mechanism 20a and rotatably supports it. Further, the steering output shaft 16 supports the other end (the steering output shaft 16 side) of the sun roller 2 of the second planetary reduction mechanism 20b so as to be able to rotate and rotate. Thus, the steering input shaft 15 and the steering output shaft 16 are arranged coaxially with the sun roller 2.

The variable rudder angle mechanism 20 includes an unlocked state in which the first carrier 4a and the second carrier 4b are connected to each other so as to be relatively rotatable, and the first carrier 4a and the second carrier 4b when a predetermined condition is satisfied. And a lock mechanism 40 that can be switched between a locked state (steering ratio fixed state) in which the steering ratio is fixed by restricting relative rotation between the first carrier 4a and the second carrier 4b. Yes.
Here, when a predetermined condition is satisfied, an abnormality in energization of the motor 1 due to a failure of the CPU or an emergency such as an extraordinary heavy load input to the variable steering angle mechanism 20 occurs. When an abnormality occurs.

Next, the configuration of the lock mechanism 40 in the present embodiment will be described in detail.
FIG. 3 shows a cross-sectional view of the lock mechanism 40 in the steering axis direction. Moreover, FIG.3 (b) is a BB 'arrow line view in Fig.3 (a). FIG. 3 shows the unlocked state of the lock mechanism 40.
The lock mechanism 40 is integrally formed with the bearing inner ring 41 formed integrally with the carrier 4 (first carrier 4a) of the first planetary reduction mechanism 20a and the carrier 4 (second carrier 4b) of the second planetary reduction mechanism 20b. A bearing outer ring 42, a ball 43 provided between the bearing inner ring 41 and the bearing outer ring 42 so as to be able to roll with respect to both of them, and a support for supporting the ball 43 and determining the position of the ball 43 in the steering axis direction. And a slide pin 45 supported by a case 20c on which the variable rudder angle mechanism 20 is mounted.

A plurality of bearing balls 43 are provided between the bearing inner ring 41 and the bearing outer ring 42, and these balls 43 are held at regular intervals by a cylindrical cage 44 arranged on the same axis as the sun roller 2. Has been. The size of the cage 44 is set such that there is a slight gap between the ball 43 and the bearing outer ring 42.
The cage 44 is biased toward the steering input side by an elastic spring 46 attached to the steering output side end of the bearing inner ring 41, and the steering input side end of the cage 44 is formed in the bearing inner ring 41. The displacement in the steering axis direction is constrained by contacting the wall.

The rolling path (corresponding to the first rolling path) of the ball 43 in this state enables relative rotation between the ball 43 and the bearing outer ring 42, and restricts relative rotation between the ball 43 and the bearing inner ring 41. Thus, torque transmission between the bearing inner and outer rings via the ball 43 is restricted.
That is, the spherical groove 41a that restricts the relative rotation between the ball 43 and the bearing inner ring 41 is the same number as the balls 43 (in this case) at the contact portion with the ball 43 on the outer peripheral surface of the bearing inner ring 41 in the first rolling path. In the embodiment, only six) are formed. By engaging the groove 41a and the ball 43, the displacement in the revolution direction of the ball 43 relative to the bearing inner ring 41 is restricted. With such a configuration, the revolving motion of the ball 43 is restricted only with respect to the bearing inner ring 41, and the ball 43 also rotates integrally with the rotation of the bearing inner ring 41.

  Further, the two sliding pins 45 are opposed to each other in the direction perpendicular to the steering axis while restraining displacement in the steering axis direction. The pair of sliding pins 45 are opposed to each other at the position of the steering input side end of the retainer 44 in the steering axis direction, and are supported by a case 20c on which the variable steering angle mechanism 20 is mounted. The sliding pin 45 is slidable in the direction perpendicular to the steering axis when a command signal from the electronic control unit 30 is output to the driving device 45a. Normally, as shown in FIG. It is in a state of being separated from the cage 44.

FIG. 4 is a cross-sectional view in the steering shaft direction showing the locked state of the lock mechanism 40. Moreover, FIG.4 (b) is CC 'arrow line view in Fig.4 (a).
In this locked state, a command signal is output from the electronic control unit 30 to the driving device 45a of the sliding pin 45, whereby the pair of sliding pins 45 move in the direction perpendicular to the steering axis, respectively, and are centered on the steering axis. It will be in a state of jumping out. At this time, the end on the steering shaft center side of the sliding pin 45 and the end on the steering input side of the cage 44 are in contact with each other.

When the slide pin 45 moves in the direction perpendicular to the steering axis and is pressed against the cage 44 on the opposing surface of the cage 44 and the slide pin 45, the slide pin 45 and the cage 44 are moved from the steering input side. An inclination is provided so that a pressing force in the steering shaft direction toward the steering output side is generated.
The contact portions between the cage 44 and the sliding pin 45 have wedge shapes, and the sliding pin 45 jumps out and contacts the cage 44 with a wedge effect, so that the cage 44 has an elastic spring. A pressing force in a direction against the urging force 46 (steering output side) is applied from the sliding pin 45. Since the sliding pin 45 is restrained from displacement in the steering axis direction as described above, the retainer 44 slides toward the steering output side, and as shown in FIG. It stops at a position where the pressing force of the pin 45 is balanced.

The rolling path (corresponding to the second rolling path) of the ball 43 in this state is arranged in parallel to the steering output side with respect to the first rolling path described above, and the ball 43 with respect to the bearing inner ring 41 and the bearing outer ring 42 is arranged. The configuration is such that relative rotation is restricted, and torque transmission between the bearing inner and outer rings via the balls 43 is possible.
That is, the bearing portion in this embodiment is capable of transmitting torque between the first rolling path in which torque transmission between the bearing inner and outer rings via the ball 43 is restricted and the bearing inner and outer rings via the ball 43. It has two rolling paths for the ball 43 consisting of two rolling paths.

The same number of balls 43 (six in this embodiment) as the balls 43 on the outer peripheral surface of the bearing inner ring 41 on the second rolling path is relative to the relative rotation of the bearing inner ring 41 and the bearing outer ring 42. A flat cam portion 41b in which the ball 43 acts as a wedge is formed. The shape of the outer peripheral surface of the bearing inner ring 41 at the contact portion between the bearing inner ring 41 and the ball 43 is, as shown in FIG. 4 (b), a polygonal shape having as many planar portions as the number of the balls 43, more specifically, a polygonal shape with sides (substantially a line perpendicular to a line connecting the center point O ₂ of the center point O ₁ and the sun roller 2 of the ball 43) a line contact with the bottom of the groove 41a formed in the bearing inner race 41. Therefore, when the retainer 44 slides to the steering output side by the pressing force of the slide pin 45, the ball 43 moves from the first rolling path to the second rolling path and is in contact with the middle point on the polygon side. Is engaged with the flat cam portion 41b.
When relative rotation occurs in the bearing inner and outer rings from this state, the balls 43 bite into the bearing inner and outer rings due to the wedge effect, and the bearing inner ring 41 and the bearing outer ring 42 are rotated together.

(Operation)
Next, the operation of the first embodiment of the present invention will be described.
Now, it is assumed that the steering operation is performed by the driver at a normal time when no system abnormality has occurred. In this case, the electronic control unit 30 calculates the target steering angle based on the vehicle speed V and the steering angle θ of the host vehicle, and controls the rotation speed of the motor 1 so that the actual steering angle becomes the target steering angle. .
Since the steering input shaft 15 and the carrier 4 of the first planetary speed reduction mechanism 20a are coupled without rotating relative to each other, the input torque from the steering input shaft 15 is generated by the carrier 4 (first carrier of the first planetary speed reduction mechanism 20a). 4a) is transmitted as it is.

  At this time, the sliding pin 45 is not in contact with the retainer 44 as shown in FIG. 3, and the lock mechanism 40 is unlocked. That is, the ball 43 is positioned in the first rolling path and is engaged with a groove 41 a formed in the bearing inner ring 41, and is restrained from revolving with respect to the bearing inner ring 41. Therefore, when the first carrier 4a (bearing inner ring 41) rotates, the ball 43 also rotates integrally with the bearing inner ring 41 by the action of the groove 41a. At this time, since a slight gap is formed between the ball 43 and the bearing outer ring 42 (second carrier 4b), torque transmission is not performed between the bearing inner and outer rings.

  Therefore, the input torque from the steering input shaft 15 is transmitted from the planetary roller 3 of the first planetary reduction mechanism 20a to the sun roller 2 via the carrier 4 of the first planetary reduction mechanism 20a. The torque is transmitted from the sun roller 2 to the planetary roller 3 of the second planetary speed reduction mechanism 20b, and finally transmitted to the steering output shaft 16 via the carrier 4 of the second planetary speed reduction mechanism 20b. At this time, the rotation angle of the steering input shaft 15 is converted and transmitted to the steering output shaft 16 in accordance with the target steering angle.

  Thus, when the locking mechanism 40 is in the unlocked state, torque transmission between the first carrier 4a and the second carrier 4b is performed via the sun rollers 2 of the planetary speed reduction mechanisms 20a and 20b, and the bearing portion is Only the radial displacement of the first carrier 4a and the second carrier 4b is constrained, and the amount of friction possessed by itself is not transmitted.

Therefore, at the normal time, the steering angle can be controlled to an arbitrary output angle by controlling the motor 1 in accordance with the driving state of the vehicle. That is, by reducing the torque transmission ratio during high-speed traveling, the steering angle can be prevented from rapidly increasing with respect to an increase in the steering operation angle, and stable traveling can be ensured. On the other hand, when driving at low speeds, by increasing the torque transmission ratio, a large turning angle can be obtained with a small steering operation, and driving operations with a large steering angle, such as garage entry, parallel parking, or width adjustment, can be easily performed. Can be done.
At this time, the torque transmission path at the time of low torque input (at the time of normal steering torque input during traveling) is a sun roller / planet roller, and the transmission path is formed only by the rollers. On the other hand, the torque transmission path at the time of high torque input is a sun gear / planetary gear, and the transmission path is formed only by gears.

As described above, the variable rudder angle mechanism 20 is a rolling transmission that transmits force by the frictional force of each geared roller, and includes a driving roller connected to the input side of the torque transmission system, and an output side of the torque transmission system. An oil film is formed between the roller and the driven roller connected thereto, and torque is transmitted by the shear stress generated in the oil film of the roller contact portion due to the surface speed difference of the roller.
It is assumed that an abnormality such as an abnormality in energization of the motor 1 has occurred from this normal state. When this abnormality occurs, the abnormality is detected in the electronic control unit 30, and a drive command is output to the drive device 45a of the slide pin 45. Thereby, the sliding pin 45 slides and the lock mechanism 40 is in the locked state shown in FIG.

Specifically, when the sliding pin 45 is driven by the driving device 45a, the sliding pin 45 jumps out from the state not in contact with the cage 44 shown in FIG. The end portion on the center side of the steering shaft of the sliding pin 45 meshes with the end portion on the steering input side of the cage 44 with a wedge effect. Accordingly, the retainer 44 receives the pressing force from the slide pin 45 and slides to the steering output side, so that the ball 43 supported by the retainer 44 also slides to the steering output side. At this time, the ball 43 is separated from the spherical groove 41a formed in the bearing inner ring 41 and engages with the flat portion of the flat cam portion 41b.
That is, when an abnormality occurs, the ball 43 is moved from the first rolling path to the second rolling path.

  At this time, in this embodiment, since the cross-sectional shape of the bearing inner ring 41 in the second rolling path in the direction perpendicular to the axis is a polygonal shape whose side is a line in contact with the bottom of the groove 41a, When a pressing force against the urging force of the elastic spring 46 is applied to the device 44, the ball 43 smoothly moves to the steering output side without interference between the ball 43 and the flat cam portion 41b of the bearing inner ring 41 ( (From the first rolling path to the second rolling path).

  In this locked state, when the input torque from the steering input shaft 15 is transmitted to the carrier 4 (bearing inner ring 41) of the first planetary speed reduction mechanism 20a and the bearing inner ring 41 rotates, relative rotation of the bearing inner and outer rings tends to occur. Thus, the ball 43 bites into the bearing inner and outer rings due to the wedge effect. The larger the torque generated between the bearing inner and outer rings, the greater the effect, and no slippage occurs. Since the inner and outer rings of the bearing are restrained from rotating relative to each other by the wedge action of the balls 43, the bearing outer ring 42 also rotates integrally with the rotation of the bearing inner ring 41, and the torque transmission between the bearing inner and outer rings is 1: 1. Is done.

  Therefore, the input torque from the steering input shaft 15 is transmitted as it is from the carrier 4 of the first planetary speed reduction mechanism 20a to the carrier 4 of the second planetary speed reduction mechanism 20b, and finally transmitted to the steering output shaft 16. At this time, since the torque transmission ratio between the carrier 4 of the first planetary speed reduction mechanism 20a and the carrier 4 of the second planetary speed reduction mechanism 20b is 1: 1, the rotation angle of the steering input shaft 15 is not converted. It is transmitted to the steering output shaft 16 as it is. Thus, when the locking mechanism 40 is in the locked state, torque transmission between the first carrier 4a and the second carrier 4b is performed via the bearing portion.

By the way, when a system abnormality such as a motor energization abnormality due to a CPU failure or an emergency situation where an unusually large load is input to the variable rudder angle mechanism, the variable rudder angle mechanism malfunctions or the system is reversible. Depending on the nature, there is a risk of slipping.
On the other hand, in this embodiment, when an abnormality occurs, the carrier 4 of the first planetary speed reduction mechanism 20a and the carrier 4 of the second planetary speed reduction mechanism 20b are connected so as not to rotate relative to each other. Can be shifted to manual steering. Further, idling caused by abnormal operation of the variable steering angle mechanism or reversibility of the system can be prevented.

As a variable steering angle steering device using a harmonic drive reducer, engage a lock member fixed so as not to rotate relative to the input shaft with a lock receiving member fixed so as not to rotate relative to the output shaft. By doing so, there is a thing provided with the mechanical lock mechanism which makes the locked state which directly connected the input shaft and the output shaft.
However, in this case, the steering system tends to be long in the axial direction by interposing a motor and a speed reducer in series on the steering shaft, and the part on which the mechanical lock mechanism is mounted on the device layout. Because it is limited, the degree of freedom in design is reduced.

On the other hand, in the present embodiment, a bearing portion including a bearing inner ring 41 formed integrally with the carrier 4 of the first planetary reduction mechanism 20a and a bearing outer ring formed integrally with the carrier 4 of the second planetary reduction mechanism 20b. Thus, the lock mechanism 40 is configured, so that the lock mechanism 40 can be provided in the variable rudder angle device 20 relatively easily, and the mountability can be improved.
Further, in the case of the mechanical lock mechanism using the lock member and the lock receiving member as described above, the variable rudder angle mechanism is structured to rotate integrally with the steering shaft, so that the mechanical lock mechanism is provided. In the locked state, the mass of the variable rudder angle mechanism increases compared to the unlocked state. As a result, the moment of inertia of the steering increases, and the steering feeling is adversely affected.

On the other hand, in the present embodiment, the variable rudder angle mechanism is constituted by a planetary speed reduction mechanism, and the mechanical lock mechanism is realized by the bearing portion, so that the steering moment of inertia is not increased, and stable steering performance is maintained. can do.
Further, in the variable steering angle steering device to which the planetary reduction mechanism and the worm gear are applied, a fail-safe mechanism is provided by a gear that is arranged in parallel with the torque transmitting roller as a backup when the worm gear is irreversible and a large slip occurs in the roller. Can be considered.

  However, in such a case, the self-locking property of the worm gear that functions during fail-safe may generally be reduced by shock or vibration, so that it may be difficult to maintain a stable steering system. is there. On the other hand, in this embodiment, a stable steering system can be maintained even when a shock or vibration is applied.

In addition, when the abnormality is resolved after the abnormality occurs and the normal state is restored, the lock mechanism 40 can be restored from the locked state to the unlocked state, and the function of the variable steering angle mechanism can be restored to the on state. it can. This will be described in detail below.
When the abnormality is resolved after the lock mechanism 40 is locked when an abnormality occurs, a drive command is output from the electronic control device 30 to the drive device 45a of the slide pin 45, and the slide pin 45 is shown in FIG. It moves from the position in contact with the holder 44 shown to the normal position not in contact with the holder 44 shown in FIG.

When the sliding pin 45 is moved to the normal position, the pressing force of the sliding pin 45 to the steering output side with respect to the holder 44 is released, so that the holder 44 is moved to the steering input side by the urging force of the elastic spring 46. By being pushed back, the steering input side end portion of the cage 44 slides to a normal position where it abuts against a wall portion formed on the bearing inner ring 41. Then, the ball 43 is separated from the flat surface portion of the flat cam portion 41b formed in the bearing inner ring 41, and engages with a spherical groove 41a formed on the steering input side from the flat cam portion.
As a result, a state in which torque can be transmitted between the inner and outer rings of the bearing is changed to a state where torque is not transmitted between the inner and outer rings of the bearing. As described above, after the system abnormality occurs and the lock mechanism 40 shifts to the locked state, when the abnormality is resolved, the lock mechanism 40 can be returned to the normal unlocked state.

  In the present embodiment, the first planetary speed reduction mechanism 20a constitutes a first stage planetary roller mechanism, the second planetary speed reduction mechanism 20b constitutes a second stage planetary roller mechanism, and the steering input shaft 15 serves as a steering input shaft. The steering output shaft 16 constitutes a steering output shaft, and the motor 1 constitutes a rotating means. Further, the lock mechanism 40 constitutes a steering ratio fixing means, the flat cam portion 41b constitutes a wedge portion, the groove 41a constitutes a relative rotation restricting portion, the slide pin 45 constitutes a pressing member, and the cage 44 And the sliding pin 45 comprises a moving means.

(Effects of the first embodiment)
(1) A lock mechanism that can restrain relative rotation between the carrier of the first planetary reduction mechanism and the carrier of the second planetary reduction mechanism is provided. With this lock mechanism, the variable rudder angle mechanism can be stopped and the torque transmission ratio from the steering input shaft to the steering output shaft can be set to 1: 1.
Therefore, by setting the lock mechanism to the locked state at the time of emergency occurrence when a system abnormality occurs or an unusually large load is input, the variable steering angle mechanism can be stopped and shifted to manual steering, It is possible to prevent idling caused by abnormal operation of the variable steering angle mechanism and reversibility of the system.
Further, since the carriers of the first planetary speed reduction mechanism and the second planetary speed reduction mechanism are connected to each other, a lock mechanism can be realized in the variable steering angle mechanism, and the mountability can be improved.

(2) The lock mechanism is provided between the bearing inner ring formed integrally with the carrier of the first planetary reduction mechanism, the bearing outer ring formed integrally with the carrier of the second planetary reduction mechanism, and the bearing inner ring and the bearing outer ring. A mechanical lock is realized by moving the ball from the first rolling path to the second rolling path.
Therefore, since the carrier of the planetary speed reduction mechanism is applied to the bearing portion that constitutes the lock mechanism, space saving can be realized, and mountability can be improved. In addition, the variable rudder angle mechanism can function normally, and the variable rudder angle mechanism can be reliably stopped by moving the ball when an abnormality occurs. Furthermore, the steering performance can be improved without increasing the moment of inertia of the steering.

  (3) Since the ball rolling path (second rolling path) when the lock mechanism is operated has a planar cam portion in which the ball acts as a wedge with respect to relative rotation between the bearing inner ring and the bearing outer ring. The carrier of the first planetary speed reduction mechanism and the carrier of the second planetary speed reduction mechanism can be mechanically coupled. Therefore, torque can be transmitted between the carriers of the first planetary speed reduction mechanism and the second planetary speed reduction mechanism, and the steering input for the steering input shaft can be directly transmitted to the steering output shaft.

(4) The ball rolling path (first rolling path) when the lock mechanism is inactive has a groove for restricting relative rotation between the ball and the bearing inner ring, and the ball revolving movement with respect to the bearing outer ring. While making it possible, the revolving motion of the ball with respect to the inner ring of the bearing is restricted.
Therefore, the carrier of the first planetary speed reduction mechanism and the carrier of the second planetary speed reduction mechanism are connected in a relatively rotatable state, and torque transmission between the carriers of the first planetary speed reduction mechanism and the second planetary speed reduction mechanism is not performed. Thus, the variable rudder angle mechanism can function.
Moreover, since the relative positional relationship of the ball with respect to the bearing inner ring can be fixed, by adjusting the arrangement of the groove and the flat cam portion, the ball and the flat cam portion do not interfere when an abnormality occurs. The ball can be smoothly moved from the first rolling path to the second rolling path.

  (5) A pressing member capable of pressing the cage in the steering axis direction is provided, and the cage is pressed in the steering axis direction by the pressing member. Therefore, when an abnormality occurs, the cage can be slid by the pressing force in the steering axis direction by the pressing member, and the ball can be slid in the axial direction accordingly. As a result, the ball can be reliably moved from the first rolling path to the second rolling path.

(6) Since the opposing surfaces of the cage and the sliding pin are inclined, when the sliding pin moves in the direction perpendicular to the steering axis, the sliding pin and the cage come into contact with each other with a wedge effect. Therefore, the sliding pin in which the displacement in the steering axis direction is restrained moves the cage in the steering axis direction, and the ball can be reliably moved from the first rolling path to the second rolling path.
(7) By switching from the state where torque transmission between the carriers of the first planetary speed reduction mechanism and the second planetary speed reduction mechanism is restricted to the state where torque transmission is possible, the steering input to the steering input shaft is changed to the steering output shaft. Since direct transmission is possible, it is possible to realize manual steering by operating the variable rudder angle mechanism during normal operation and stopping the variable rudder angle mechanism when abnormality occurs.

(8) By switching from the state where torque transmission between the carriers of the first planetary speed reduction mechanism and the second planetary speed reduction mechanism is restricted to the state where torque transmission is possible, the steering input from the steering wheel is changed to the steering wheel of the vehicle. Therefore, the stability of the steering wheel of the vehicle when an abnormality occurs can be increased, and a stable steering operation can be performed.
(9) Since the lock method of the variable rudder angle steering device that mechanically couples the first planetary speed reduction mechanism and the second planetary speed reduction mechanism so as to restrain relative rotation between the carriers is adopted, the steering input to the steering input shaft It is possible to reliably stop the variable rudder angle mechanism that changes the torque and transmits it to the steering output shaft.

(Application examples)
In the first embodiment, the case where the steering input side end portion of the retainer 44 and the tip end portion of the slide pin 45 are wedge-shaped has been described, but the slide pin 45 is perpendicular to the retainer 44. If the pressing force in the axial direction from the steering input side to the steering output side is generated from the sliding pin 45 to the retainer 44 when pressed in the direction, the end of the steering input side of the retainer 44 and the sliding Only one of the tip portions of the pins 45 can be formed in a wedge shape.
Also in this case, when the sliding pin 45 is moved toward the center of the steering shaft, the retainer 44 can be slid to the steering output side. In addition, since only one of the cage 44 and the slide pin 45 is formed in a wedge shape, the number of parts processing steps can be reduced.

(Second Embodiment)
Next, a second embodiment of the present invention will be described.
(Constitution)
In the second embodiment, the movement of the ball from the first rolling path to the second rolling path is performed using a cam plate.
FIG. 5 is a diagram illustrating a detailed configuration of the lock mechanism 40 of the second embodiment. Moreover, FIG.5 (b) is the DD 'arrow line view in Fig.5 (a). FIG. 5 shows the unlocked state of the lock mechanism 40.

  The lock mechanism 40 of the present embodiment is different from the lock mechanism 40 of the first embodiment described above in that the shape of the cage 44 that supports the ball 43 of the bearing portion and the method of moving the ball 43 when an abnormality occurs are different. Except for this, it has the same configuration as the locking mechanism 40 in the first embodiment shown in FIGS. Therefore, portions having the same configuration as the lock mechanism 40 in the first embodiment are denoted by the same reference numerals, and description will be made focusing on portions having different configurations.

  A plurality of balls 43 of the bearing portion are provided between the bearing inner ring 41 and the bearing outer ring 42, and these balls 43 are arranged by the cylindrical cage 51 arranged on the same axis as the sun roller 2 and having a flange portion 51 a. It is held at regular intervals. The size of the cage 51 is set such that a slight gap is provided between the ball 43 and the bearing outer ring 42 as in the cage 44 in the first embodiment described above.

In this embodiment, twelve balls 43 are provided between the bearing inner ring 41 and the bearing outer ring 42.
The cage 51 is urged toward the steering input side by the elastic spring 46 attached to the steering output side end of the bearing inner ring 41, and the wall on which the steering input side end surface of the cage 51 is formed on the bearing inner ring 41. The displacement in the steering axis direction is constrained by being in contact with the portion. Further, the flange 51a of the retainer 51 is formed with a fitting groove 51b for fitting a projection 52a formed integrally with a cam plate 52 described later.

  The cam plate 52 is disposed opposite the steering input side end of the cage 51 in the steering axis direction. An insertion hole is formed in the central portion of the cam plate 52. The cam plate 52 is disposed on the same axis as the sun roller 2 with the first carrier and the sun roller 2 being inserted into the insertion hole, and has one end thereof. The support pin 53 supports the case 20c on which the variable rudder angle mechanism 20 is mounted so as to be able to swing around the steering axis direction (around the axis parallel to the steering axis). The other end of the cam plate 52 that faces the steering shaft in the direction perpendicular to the axis is supported by a sliding pin 54 and an elastic spring 55 that are arranged to face each other in the direction perpendicular to the steering shaft. The cam plate 52 is assumed to be restrained from displacement in the steering axis direction.

The sliding pin 54 is slidable toward the elastic spring 55 when a command signal from the electronic control device 30 is output to the driving device 54a, and is normally contracted as shown in FIG. It has become a state.
Further, one end of the elastic spring 55 is fixed to the case 20c on which the variable rudder angle mechanism 20 is mounted, and the other end is brought into contact with the end portion of the cam plate 52 so that the cam plate 52 is attached to the sliding pin 54 side. It is fast. As a result, the swinging of the cam plate 52 around the support pin 53 is restricted.

  On the outer periphery of the insertion hole of the cam plate 52, a protrusion 52a is integrally formed over the entire periphery of the insertion hole on the surface facing the flange 51a of the retainer 51, and is formed on the protrusion 52a and the flange 51a. The fitted groove 51b is fitted. At this time, it is assumed that there is a slight gap between the protruding portion 52a and the fitting groove 51b, or contact is made so that no pressure is applied.

  In this state, the spherical groove that restrains the ball 43 in the revolution direction is formed in the contact portion with the ball 43 on the outer peripheral surface of the bearing inner ring 41 in the same manner as the first rolling path of the first embodiment described above. 41a is formed in the same number as the balls 43 (12 in this embodiment), and the grooves 41a and the balls 43 are engaged so that the displacement of the balls 43 relative to the bearing inner ring 41 is restrained. It has become.

FIG. 6 is a cross-sectional view in the steering shaft direction showing the locked state of the lock mechanism 40. Moreover, FIG.6 (b) is the EE 'arrow directional view in Fig.6 (a).
In this locked state, a command signal is output from the electronic control device 30 to the driving device 54a of the sliding pin 54, and the sliding pin 54 has protruded toward the elastic spring 55 facing the steering shaft direction. It becomes. At this time, the cam plate 52 swings about the support pin 53 by the stroke of the sliding pin 54 in the clockwise direction in FIG.

When the slide pin 54 pops out and the cam plate 52 rotates, the fitting between the projection 52a formed on the cam plate 52 and the fitting groove 51b formed on the retainer 51 is released, so the projection 52a. Is in contact with the flat surface of the flange portion 51a of the cage 51.
At this time, since the cam plate 52 is restrained from displacement in the steering axis direction, a pressing force in a direction (steering output side) against the urging force of the elastic spring 46 is applied to the cage 51. 51 is slid to the steering output side.

In this state, the number of the balls 43 on the outer peripheral surface of the bearing inner ring 41 in contact with the balls 43 is the same as the number of balls 43 (12 in this embodiment), as in the second rolling path of the first embodiment described above. Only the flat cam portion 41b is formed. That is, the shape of the outer peripheral surface of the bearing inner ring 41 at the contact portion between the bearing inner ring 41 and the ball 43 is, as shown in FIG. is a polygonal shape with the edges (a line perpendicular to a line connecting the center point O ₂ of the center point O ₁ and the sun roller 2 of the ball 43) a line contact with the bottom of the groove 41a formed in the bearing inner race 41.
When relative rotation occurs in the bearing inner and outer rings from this state, the balls 43 bite into the bearing inner and outer rings due to the wedge effect, and the bearing inner ring 41 and the bearing outer ring 42 are rotated together.

(Operation)
Next, the operation of the second embodiment of the present invention will be described.
Now, it is assumed that the steering operation is performed by the driver at a normal time when no system abnormality has occurred. In this case, the electronic control unit 30 calculates the target steering angle based on the vehicle speed V and the steering angle θ of the host vehicle, and controls the rotation speed of the motor 1 so that the actual steering angle becomes the target steering angle. .

Since the steering input shaft 15 and the carrier 4 of the first planetary speed reduction mechanism 20a are coupled without rotating relative to each other, the input torque from the steering input shaft 15 is generated by the carrier 4 (first carrier of the first planetary speed reduction mechanism 20a). 4a) is transmitted as it is.
At this time, the slide pin 54 is in a contracted state as shown in FIG. 5, and the protrusion 52 a formed on the cam plate 52 is fitted into the fitting groove 51 b formed on the flange 51 a of the cage 51. The lock mechanism 40 is in an unlocked state.

  That is, the ball 43 is constrained so as not to revolve with respect to the bearing inner ring 41 by being engaged with the groove 4 a formed in the bearing inner ring 41 located in the first rolling path. Therefore, when the first carrier 4a (bearing inner ring 41) rotates, the ball 43 also rotates integrally with the bearing inner ring 41 by the action of the groove 4a. At this time, since a slight gap is formed between the ball 43 and the bearing outer ring 42 (second carrier 4b), torque transmission is not performed between the bearing inner and outer rings.

  Therefore, the input torque from the steering input shaft 15 is transmitted from the planetary roller 3 of the first planetary reduction mechanism 20a to the sun roller 2 via the carrier 4 of the first planetary reduction mechanism 20a. The torque is transmitted from the sun roller 2 to the planetary roller 3 of the second planetary speed reduction mechanism 20b, and finally transmitted to the steering output shaft 16 via the carrier 4 of the second planetary speed reduction mechanism 20b. At this time, the rotation angle of the steering input shaft 15 is converted and transmitted to the steering output shaft 16 in accordance with the target steering angle.

Thus, at the normal time, the steering angle can be controlled to an arbitrary output angle by controlling the motor 1 in accordance with the driving state of the vehicle.
It is assumed that an abnormality such as an abnormality in energization of the motor 1 has occurred from this normal state. When this abnormality occurs, the abnormality is detected in the electronic control unit 30, and a drive command is output to the drive device 54a of the sliding pin 54. As a result, the sliding pin 54 pops out and the lock mechanism 40 enters the locked state shown in FIG.

  Specifically, when the sliding pin 54 is driven by the driving device 54a, the sliding pin 54 is arranged so as to face the steering shaft in the direction perpendicular to the steering shaft as shown in FIG. 6 from the contracted state shown in FIG. The cam plate 52 jumps out in the direction of the elastic spring 55 and swings the cam plate 52 in the clockwise direction in FIG. 6B by the stroke of the sliding pin 54 around the support pin 53.

  As a result, the protrusion 52a formed on the cam plate 52 is separated from the fitting groove 51b formed on the flange 51a of the retainer 51, and the protrusion 52a contacts the flat surface of the flange 51a. The device 51 slides toward the steering output side by the protrusion of the protrusion 52a (the depth of the groove of the fitting groove 51b). When the cage 51 slides to the steering output side, the ball 43 supported by the cage 51 also slides to the steering output side. At this time, the ball 43 is separated from the spherical groove 41a formed in the bearing inner ring 41 and engages with the flat portion of the flat cam portion 42b.

As described above, similarly to the first embodiment described above, also in this embodiment, the ball 43 is moved from the first rolling path to the second rolling path when an abnormality occurs.
In this locked state, when the input torque from the steering input shaft 15 is transmitted to the carrier 4 (bearing inner ring 41) of the first planetary speed reduction mechanism 20a and the bearing inner ring 41 rotates, relative rotation of the bearing inner and outer rings tends to occur. Thus, the ball 43 bites into the bearing inner and outer rings due to the wedge effect. The larger the torque generated between the bearing inner and outer rings, the greater the effect, and no slippage occurs. Since the inner and outer rings of the bearing are restrained from rotating relative to each other by the wedge action of the balls 43, the bearing outer ring 42 also rotates integrally with the rotation of the bearing inner ring 41, and the torque transmission between the bearing inner and outer rings is 1: 1. Is done.

  Therefore, the input torque from the steering input shaft 15 is transmitted as it is from the carrier 4 of the first planetary speed reduction mechanism 20a to the carrier 4 of the second planetary speed reduction mechanism 20b, and finally transmitted to the steering output shaft 16. At this time, since the torque transmission ratio between the carrier 4 of the first planetary speed reduction mechanism 20a and the carrier 4 of the second planetary speed reduction mechanism 20b is 1: 1, the rotation angle of the steering input shaft 15 is not converted. It is transmitted to the steering output shaft 16 as it is.

  As described above, in this embodiment, similarly to the first embodiment described above, when an abnormality occurs, the carrier 4 of the first planetary speed reduction mechanism 20a and the carrier 4 of the second planetary speed reduction mechanism 20b are connected to each other. By switching from a state where torque transmission is restricted to a state where torque transmission is possible, the function of the variable steering angle mechanism can be switched to manual steering with the function of the variable steering angle mechanism turned off, and It is possible to prevent idling caused by the reversibility of.

Further, when the abnormality is resolved and the normal state is restored, the lock mechanism 40 can be restored from the locked state to the unlocked state, and the function of the variable steering angle mechanism can be restored to the on state. This will be described in detail below.
When the abnormality is resolved after the lock mechanism 40 is locked when an abnormality occurs, the electronic control device 30 outputs a drive command to the drive device 54a of the slide pin 54, and the slide pin 54 is shown in FIG. From the pop-out state shown, the contracted normal state shown in FIG. 5 is restored.

  When the sliding portion 54 a is moved to the normal position, the pressing force of the sliding pin 54 against the elastic spring 55 is released, so that the fixed point of the cam plate 52 is moved toward the sliding pin 54 by the urging force of the elastic spring 55. Pushed back. Along with this, the cam plate 52 swings counterclockwise in FIG. 5B around the support pin 53, and the protrusion 52 a of the cam plate 52 fits into the fitting groove 51 b of the cage 51.

  At this time, the cage 51 is pushed back to the steering input side by the urging force of the elastic spring 46, and slides to a normal position where the end surface of the cage 51 contacts the wall portion formed on the bearing inner ring 41. Then, the ball 43 is separated from the flat surface portion of the flat cam portion 41b formed in the bearing inner ring 41, and engages with a spherical groove 41a formed on the steering input side from the flat cam portion.

As a result, a state in which torque can be transmitted between the inner and outer rings of the bearing is changed to a state where torque is not transmitted between the inner and outer rings of the bearing. As described above, after the system abnormality occurs and the lock mechanism 40 shifts to the locked state, when the abnormality is resolved, the lock mechanism 40 can be returned to the normal unlocked state.
In the above embodiment, the cam plate 52 constitutes a pressing member, and the cage 51, the cam plate 52, the support pin 53, and the slide pin 54 constitute a moving means.

(Effect of 2nd Embodiment)
(1) When the abnormality occurs, the cam plate is swung to release the fitting between the projection of the cam plate and the fitting groove of the cage. The cage can be moved in the direction of the steering axis by the height, and the ball can be reliably moved from the first rolling path to the second rolling path.
(Application examples)
In the second embodiment, the case where the protrusion 52a of the cam plate 52 is formed on the entire outer periphery of the insertion hole has been described. However, the protrusion 52a may be formed only at a predetermined location on the outer periphery of the insertion hole. it can.

  FIG. 7 is a diagram for explaining the operation when the protrusions 52b are provided at two locations on the outer peripheral portion of the insertion hole. Here, FIG. 7A shows an unlocked state of the lock mechanism 40, and FIG. 7B shows a locked state. The protrusions 52b are arranged opposite to each other in the direction perpendicular to the steering axis, and when the lock mechanism 40 is unlocked, the straight line L connecting the two protrusions 52b is predetermined so as not to coincide with the horizontal line H in FIG. It is arranged at an angle and is fitted with a fitting groove 51 b formed in the flange portion 51 a of the cage 51. When the abnormality occurs, the sliding pin 54 pops out and the cam plate 52 swings around the support pin 53, so that the projection 52b is detached from the fitting groove 51b, as shown in FIG. 7B. , Abuts against the flat portion of the flange portion 51a. At this time, the straight line L connecting the two protrusions 52b coincides with the horizontal line H.

  By adopting such a configuration, the cage 51 can be slid to the steering output side when an abnormality occurs, as in the case where the protrusions of the cam plate 52 are formed on the entire circumference of the outer periphery of the insertion hole. Further, in this case, the lock mechanism 40 can be realized by forming the minimum necessary protrusions on the cam plate 52.

(Third embodiment)
Next, a third embodiment of the present invention will be described.
(Constitution)
In the third embodiment, a steering lock mechanism capable of restraining the rotation of the steering input shaft in the first embodiment described above is provided.
FIG. 8A is a cross-sectional view in the steering shaft direction of the lock mechanism 40 of the third embodiment. Moreover, FIG.8 (b) is a FF 'arrow line view in Fig.8 (a). FIG. 8 shows the unlocked state of the lock mechanism 40.

  The lock mechanism 40 according to the present embodiment rotates the steering input shaft 15 when a predetermined steering lock condition is satisfied in addition to the lock function of the variable steering angle mechanism 20 in the lock mechanism 40 according to the first embodiment described above. Except for the provision of a steering lock function for restraining the vehicle, the configuration is the same as that of the lock mechanism 40 in the first embodiment shown in FIGS. 3 and 4. Therefore, portions having the same configuration as the lock mechanism 40 in the first embodiment are denoted by the same reference numerals, and description will be made focusing on portions having different configurations.

Here, when the steering lock condition is satisfied, it means that the vehicle is parked when the ignition key is removed by the driver.
The carrier 4 (first carrier 4a) of the first planetary speed reduction mechanism 20a has an insertion groove 61 formed in the direction perpendicular to the axis, and the sliding pin 45 can be inserted therein. A plurality (four in this embodiment) of the insertion grooves 61 are formed at equal intervals in the circumferential direction of the first carrier 4a.

FIG. 9 is a cross-sectional view of the sliding pin 45 and the driving device 45a. The sliding pin 45 is constituted by a movable iron core of a solenoid, and operates according to a drive command from the electronic control device 30. In FIG. 9, reference numeral 45b denotes a fixed iron core, 45c denotes a frame, and 45d denotes an exciting coil.
In the vicinity of the sliding pin 45, a stopper 45e capable of adjusting the stroke amount of the sliding pin 45 is provided. The stopper 45e is movable in a direction orthogonal to the sliding direction of the sliding pin 45, and drive control is performed by a solenoid 45f.

  In the present embodiment, the sliding amount of the sliding pin 45 can be adjusted in two stages by the stopper 45e. In the normal state, as shown in FIG. 9A, the sliding pin 45 is stored at a position where the allowance is the smallest, and in the fixed steering ratio state, a current flows through the exciting coil 45d. ), The sliding pin 45 is stroked until it comes into contact with the stopper 45e, and the position is restrained (corresponding to the first stroke).

Further, in the steering lock state, as shown in FIG. 9C, the stroke of the sliding pin 45 is restricted by driving the solenoid 45f to slide the stopper 45e away from the center of the axis of the sliding pin 45. Is released. As a result, the slide pin 45 slides to a position where the allowance is the largest and is restrained in position (corresponding to the second stroke).
The sliding pin 45 and the fixed iron core 45b are connected by a spring 45g, and the spring 45g biases the sliding pin 45 toward the fixed iron core 45b.
Here, the fixed iron core 45b, the frame 45c, the exciting coil 45d, the stopper 45e, the solenoid 45f, and the spring 45g constitute a driving device 45a.

FIG. 10A is a cross-sectional view in the direction of the steering axis showing the fixed steering ratio of the lock mechanism 40. Moreover, FIG.10 (b) is a GG 'arrow line view in Fig.10 (a).
In this steering ratio fixed state, a command signal is output from the electronic control unit 30 to the driving device 45a of the sliding pin 45, whereby the pair of sliding pins 45 move in the direction perpendicular to the steering axis, respectively. It will be in a state of jumping out one step toward the center. At this time, the end on the steering shaft center side of the sliding pin 45 and the end on the steering input side of the cage 44 are in contact with each other.

As a result, the retainer 44 slides to the steering output side and stops at a position where the biasing force of the elastic spring 46 and the pressing force of the sliding pin 45 are balanced, as shown in FIG. .
At this time, since the ball 43 moves from the first rolling path to the second rolling path, when relative rotation occurs in the bearing inner and outer rings from this state, the ball 43 bites into the bearing inner and outer rings due to the wedge effect, and the bearing inner ring 41 And the bearing outer ring 42 are rotated together.

FIG. 11A is a cross-sectional view in the steering axis direction showing the steering lock state of the lock mechanism 40. Moreover, FIG.11 (b) is a HH 'arrow line view in Fig.11 (a).
In this steering lock state, a command signal is output from the electronic control unit 30 to the drive device 45a of the slide pin 45, so that the pair of slide pins 45 are respectively in the direction perpendicular to the steering axis from the aforementioned steering ratio fixed state. It will be in the state which protruded further toward the steering shaft center. At this time, the sliding pin 45 is inserted into the insertion groove 61 provided in the first carrier 4a.

Thereby, the relative rotation of the first carrier 4a and the sliding pin 45 is restrained. Since the steering input shaft 15 is connected to the first carrier 4a so as not to rotate relative to the first carrier 4a, the relative rotation between the first carrier 4a and the sliding pin 45 is restricted. The relative rotation between the steering input shaft 15 and the case 20c on which the variable steering angle mechanism 20 is mounted is restricted.
Therefore, in this state, the steering input shaft 15 is fixed with respect to the vehicle member, and the steering wheel 21 cannot be rotated.

Next, a lock mechanism control process for controlling lock / unlock of the lock mechanism 40 executed by the electronic control unit 30 will be described.
FIG. 12 is a flowchart showing a lock mechanism control processing procedure. First, in step S1, the electronic control unit 30 determines whether or not a key is inserted. When the key is inserted, the process proceeds to step S2, and when the key is not inserted, the determination in step S1 is repeated. .

In step S2, the electronic control unit 30 transmits a signal for authenticating the key and proceeds to step S3.
In step S3, the electronic control unit 30 determines whether or not an authentication signal has been received. If the authentication signal has been received, the electronic control unit 30 proceeds to step S4. If the authentication signal has not been received, the electronic control unit 30 proceeds to step S1. Transition.

In step S4, the electronic control unit 30 determines whether or not the received authentication signal is a regular authentication signal. If it is not a regular authentication signal, the process proceeds to step S5, the ignition warning lamp is turned on, the key authentication failure is informed to the driver, and the lock mechanism control process is terminated.
When the electronic control unit 30 determines in step S4 that the received signal is a regular authentication signal, the process proceeds to step S6, and a drive signal for releasing the steering lock is sent to the drive unit 45a for the sliding pin 45. Output for.

Next, in step S7, the electronic control unit 30 performs a start check of the variable steering angle mechanism 20 (VGR system) and determines whether there is an abnormality. If there is no abnormality, the process proceeds to step S8. If an abnormality is detected, the process proceeds to step S12 described later.
In step S8, the electronic control unit 30 outputs a drive signal for releasing the VGR lock (releasing the steering ratio fixed state) to the drive unit 45a of the sliding pin 45, and proceeds to step S9.

In step S9, the electronic control unit 30 maintains the sliding pin 45 in the normal position shown in FIG.
In step S10, the electronic control unit 30 monitors the state of the variable steering angle mechanism 20, and determines whether a failure or abnormality has occurred. If any abnormality such as an abnormality in energization of the motor 1 has occurred, the process proceeds to step S11. If no abnormality has occurred, the process proceeds to step S13 described later.

In step S11, the electronic control unit 30 outputs a drive signal for executing the VGR lock to set the steering ratio fixed state to the drive unit 45a of the sliding pin 45, and proceeds to step S12.
In step S12, the electronic control unit 30 turns on the VGR warning lamp, informs the driver that an abnormality has occurred in the variable steering angle mechanism 20, and then proceeds to step S13.

In step S13, the electronic control unit 30 determines whether or not the key has been removed. When it is determined that the key has been removed, the process proceeds to step S14, and when it is determined that the key has been inserted, the determination in step S13 is repeated. .
In step S14, the electronic control unit 30 outputs a signal for releasing the stopper 45e that restricts the stroke of the sliding pin 45 to the solenoid 45f, and proceeds to step S15.
In step S15, the electronic control unit 30 causes the sliding pin 45 to further protrude toward the center of the steering shaft, thereby executing the steering lock, and then ends the lock mechanism control process.

(Operation)
Next, the operation of the third embodiment of the present invention will be described.
Now, it is assumed that the variable steering angle mechanism 20 is in an unlocked state in which the first carrier 4a and the second carrier 4b are connected so as to be rotatable relative to each other at a normal time when no system abnormality has occurred. In this case, the slide pin 45 is in a state where the allowance is the smallest as shown in FIG. 9A, and is separated from the cage 44 as shown in FIG.

  If it is assumed that an abnormality such as an abnormality in energization of the motor 1 has occurred from this normal state, the electronic control unit 30 determines in step S10 in FIG. 12 that there is an abnormality in the VGR system state. To execute VGR lock. That is, the electronic control unit 30 outputs a drive command to the drive unit 45a of the slide pin 45, and slides the slide pin 45 toward the steering shaft center as shown in FIG. 9B. Thus, the sliding pin 45 is brought into contact with the cage 44, and the lock mechanism 40 is brought into the steering ratio fixed state shown in FIG.

  Therefore, the input torque from the steering input shaft 15 is transmitted as it is from the carrier 4 of the first planetary speed reduction mechanism 20a to the carrier 4 of the second planetary speed reduction mechanism 20b, and finally transmitted to the steering output shaft 16. At this time, since the torque transmission ratio between the carrier 4 of the first planetary speed reduction mechanism 20a and the carrier 4 of the second planetary speed reduction mechanism 20b is 1: 1, the rotation angle of the steering input shaft 15 is not converted. It is transmitted to the steering output shaft 16 as it is.

  Thereafter, when the vehicle is stopped and the driver removes the ignition key, the electronic control unit 30 determines YES in step S13 of FIG. 12, and proceeds to step S14 to release the stopper 45e. That is, the electronic control unit 30 outputs a drive command to the drive unit 45a of the slide pin 45 and drives the solenoid 45f, thereby moving the stopper 45e to the slide pin 45 as shown in FIG. The stroke is moved from a position where the stroke is restricted to a position where the stroke is not restricted. Thereby, the sliding pin 45 strokes to the position where the allowance is the largest.

  At this time, the sliding pin 45 is inserted into the insertion groove 61 provided in the first carrier 4a. Since the sliding pin 45 is fixed to the case 20c on which the variable rudder angle mechanism 20 is mounted, the relative rotation between the steering input shaft 15 and the vehicle member is caused by inserting the sliding pin 45 into the insertion groove 61. Be bound. In this way, the lock mechanism 40 is brought into the steering lock state shown in FIG.

  By the way, in recent years, electronic key locks have been promoted for the purpose of preventing theft. However, this electronic key lock has a large number of accessory parts and tends to be larger in size than a mechanical key lock, so that it is not easily mounted on a vehicle. In addition, there are many cases where the electric key lock is functionally mounted on the steering column. However, a variable steering angle steering device and an electronic key lock device are mounted on the steering column equipped with the electric tilt, electric telescopic, electric power steering functions, etc. It is difficult to space.

In contrast, in the present embodiment, the lock mechanism and the steering lock mechanism (key lock mechanism) of the variable steering angle steering device are configured using the same actuator, so that space saving can be realized and the design can be realized. The degree of freedom can be improved.
If it is assumed that the driver has inserted the ignition key in order to start the vehicle from the vehicle stop state, the electronic control unit 30 determines YES in step S1 of FIG. When the ignition key is authenticated and the key authentication is established, the electronic control unit 30 outputs a drive signal for releasing the steering lock to the drive unit 45a of the sliding pin 45 in step S6.

As a result, the current flowing for the exciting coil 45d to slide the sliding pin 45 toward the center of the steering shaft is stopped, and the sliding pin 45 is moved away from the direction of the steering shaft center by the biasing force of the spring 45g. It is pulled back in the opposite direction.
At the same time, the electronic control unit 30 drives the solenoid 45f to move the stopper 45e toward the axial center of the sliding pin 45. Thereby, the stopper 45e is restrained at a position where the stroke of the sliding pin 45 is restricted. Then, when the electronic control unit 30 again supplies a current to the exciting coil 45d, the sliding pin 45 comes into contact with the stopper 45e and the stroke amount is regulated as shown in FIG. The variable rudder angle mechanism 20 is in a steering ratio fixed state.

After that, if it is determined that there is no abnormality as a result of performing the VGR system start-up check with the electronic control unit 30, the process proceeds from step S7 to step S8 in FIG. 12, and the VGR lock is released. To the normal state where VGR control is possible.
Thus, the steering lock state in which the rotation of the steering wheel is restricted can be shifted relatively easily to a state in which the steering wheel can be rotated, that is, a steering ratio fixed state or a normal state in which VGR control is possible.
In the above embodiment, the sliding pin 45 and the insertion groove 61 constitute a steering lock means, and the stopper 45e constitutes a regulating means.

(Effect of the third embodiment)
(1) An insertion groove into which the sliding pin can be inserted is formed in the first carrier, and when the sliding pin is moved in the axial direction, the sliding pin is inserted into the insertion groove, so that the sliding pin and the first carrier The relative rotation with the carrier can be restricted. Therefore, if the sliding pin is driven and inserted into the insertion groove when the ignition key is removed by the driver, the relative rotation between the sliding pin and the steering input shaft, that is, the vehicle member and the steering input shaft is restricted, and the steering lock Since it can be in a state, it is possible to prevent theft of the vehicle.

(2) The stroke amount of the sliding pin can be adjusted. When the stroke amount of the sliding pin is the first stroke, the steering ratio fixing means is activated, and the stroke amount of the sliding pin is greater than that of the first stroke. When the stroke is a large second stroke, the steering lock means is activated.
Therefore, the steering lock mechanism can be operated using the same actuator as the lock mechanism of the variable rudder angle mechanism, so that the number of parts can be reduced and space saving can be realized, and the vehicle mountability can be improved. In addition, the degree of freedom in design can be improved.
(3) A restricting means for restricting a stroke change of the sliding pin from the first stroke to the second stroke is provided. Therefore, it is possible to prevent an accidental transition from the steering ratio fixed state to the steering lock state due to a malfunction of the sliding pin.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described.
(Constitution)
In the fourth embodiment, a steering lock mechanism capable of restraining the rotation of the steering input shaft in the second embodiment described above is provided.
FIG. 13 is a cross-sectional view in the steering axis direction of the lock mechanism 40 of the fourth embodiment. Moreover, FIG.13 (b) is the II 'arrow view figure in Fig.13 (a). FIG. 13 shows the unlocked state of the lock mechanism 40.

  The lock mechanism 40 according to the present embodiment rotates the steering input shaft 15 when a predetermined steering lock condition is satisfied in addition to the lock function of the variable steering angle mechanism 20 in the lock mechanism 40 according to the second embodiment described above. Except for the provision of a steering lock function for restraining the steering wheel, it has the same configuration as the locking mechanism 40 in the second embodiment shown in FIGS. Therefore, portions having the same configuration as the lock mechanism 40 in the second embodiment are denoted by the same reference numerals, and description will be made focusing on portions having different configurations.

The carrier 4 (first carrier 4a) of the first planetary speed reduction mechanism 20a has an insertion groove 61 formed in the direction perpendicular to the axis, and an insertion projection 52c provided on the cam plate 52 can be inserted. A plurality (four in this embodiment) of the insertion grooves 61 are formed at equal intervals in the circumferential direction of the first carrier 4a.
The sliding pin 54 of this embodiment has the same configuration as the sliding pin 45 of the third embodiment described above, and the stroke in the steering axis direction can be adjusted in two stages.

FIG. 14A is a cross-sectional view in the direction of the steering shaft showing the steering ratio fixed state of the lock mechanism 40. Moreover, FIG.14 (b) is a JJ 'arrow line view in Fig.14 (a).
In this fixed steering ratio state, a command signal is output from the electronic control unit 30 to the driving device 54a of the sliding pin 54, whereby the pair of sliding pins 54 move in the direction perpendicular to the steering axis, respectively. It will be in a state of jumping out one step toward the center. At this time, the cam plate 52 swings by the stroke of the sliding pin 54 around the support pin 53, and the projection 52a and the flat portion of the flange portion 51a of the cage 51 are in contact with each other.

As a result, the retainer 44 slides to the steering output side and stops at a position where the urging force of the elastic spring 46 and the pressing force of the sliding pin 45 are balanced, as shown in FIG. .
At this time, since the ball 43 moves from the first rolling path to the second rolling path, when relative rotation occurs in the bearing inner and outer rings from this state, the ball 43 bites into the bearing inner and outer rings due to the wedge effect, and the bearing inner ring 41 And the bearing outer ring 42 are rotated together.

FIG. 15A is a cross-sectional view in the direction perpendicular to the steering axis showing the steering lock state of the lock mechanism 40. Moreover, FIG.15 (b) is a KK 'arrow line view in Fig.15 (a).
In this steering lock state, a command signal is output from the electronic control unit 30 to the drive device 54a of the slide pin 54, so that the pair of slide pins 54 are respectively in the direction perpendicular to the steering axis from the aforementioned steering ratio fixed state. It will be in the state which protruded further toward the steering shaft center. At this time, the cam plate 52 further swings around the support pin 53.
The insertion protrusion 52c is formed in a phase that is closest to the first carrier 4a when the cam plate 52 rotates, so that the slide pin 54 has the largest protrusion and the cam plate 52 has the largest rotation angle. When it becomes larger, the insertion protrusion 52c is inserted into the insertion groove 61 provided in the first carrier 4a.

Thereby, the relative rotation of the first carrier 4a and the cam plate 52 is restrained. Since the steering input shaft 15 is connected to the first carrier 4a so as not to rotate relative to the first carrier 4a, the relative rotation between the first carrier 4a and the cam plate 52 is restricted, so that the steering input shaft 15 and the cam plate 52 are Relative rotation between the steering input shaft 15 and the case 20c on which the variable steering angle mechanism 20 is mounted is restricted.
Therefore, in this state, the steering input shaft 15 is fixed with respect to the vehicle member, and the steering wheel 21 cannot be rotated.

(Operation)
Next, the operation of the fourth embodiment of the present invention will be described.
Now, it is assumed that the variable steering angle mechanism 20 is in an unlocked state in which the first carrier 4a and the second carrier 4b are connected so as to be rotatable relative to each other at a normal time when no system abnormality has occurred. In this case, the sliding pin 45 is in a state where the allowance is the smallest, and the protrusion 52a of the cam plate 52 is a fitting groove formed in the flange portion 51a of the cage 51 as shown in FIG. 51b is fitted.

  Assuming that an abnormality such as an abnormality in energization of the motor 1 has occurred from this normal state, the electronic control unit 30 determines that there is an abnormality in the VGR system state and executes VGR lock. That is, the electronic control device 30 outputs a drive command to the drive device 54a of the slide pin 54 and causes the slide pin 54 to jump out one step in the direction of the steering shaft, thereby moving the cam plate 52 to the slide pin 54. Rotate only the stroke. As a result, the protrusion 52a of the cam plate 52 is separated from the fitting groove 51b formed in the flange 51a of the retainer 51, and the lock mechanism 40 is in the steering ratio fixed state shown in FIG.

  Therefore, the input torque from the steering input shaft 15 is transmitted as it is from the carrier 4 of the first planetary speed reduction mechanism 20a to the carrier 4 of the second planetary speed reduction mechanism 20b, and finally transmitted to the steering output shaft 16. At this time, since the torque transmission ratio between the carrier 4 of the first planetary speed reduction mechanism 20a and the carrier 4 of the second planetary speed reduction mechanism 20b is 1: 1, the rotation angle of the steering input shaft 15 is not converted. It is transmitted to the steering output shaft 16 as it is.

  Thereafter, when the vehicle is stopped and the driver removes the ignition key, the electronic control unit 30 releases the stopper of the sliding pin 54. In other words, the electronic control device 30 outputs a drive command to the drive device 54a of the slide pin 54 and drives the solenoid so that the stroke is not regulated from the position where the stopper regulates the stroke of the slide pin 54. Move to position. Thereby, the sliding pin 54 strokes to the position where the allowance is the largest.

  At this time, the cam plate 52 further increases the rotation angle around the support pin 53, and the insertion protrusion 52c formed on the cam plate 52 is inserted into the insertion groove 61 provided on the first carrier 4a. Since the cam plate 52 is fixed to the case 20c on which the variable rudder angle mechanism 20 is mounted, the relative rotation between the steering input shaft 15 and the vehicle member is restrained by inserting the insertion protrusion 52c into the insertion groove 61. Is done. In this way, the lock mechanism 40 is brought into the steering lock state shown in FIG.

  From this state, assuming that the driver has inserted the ignition key in order to start the vehicle, the electronic control unit 30 authenticates the ignition key, and when the key authentication is established, the drive signal for releasing the steering lock is slid. It outputs to the drive device 45a of the moving pin 45. As a result, as shown in FIG. 9B, the sliding pin 45 comes into contact with the stopper 45e and the stroke amount is regulated.

At this time, the cam plate 52 rotates counterclockwise in FIG. 14 by the reaction force of the elastic spring 52d generated with respect to the clockwise rotation in FIG. The steering ratio is fixed.
After that, if it is determined that there is no abnormality as a result of performing a start check of the VGR system by the electronic control unit 30, the VGR lock is released, so the state returns from the steering ratio fixed state to the normal state where VGR control is possible.

Thus, the steering lock state in which the rotation of the steering wheel is restricted can be shifted relatively easily to a state in which the steering wheel can be rotated, that is, a steering ratio fixed state or a normal state in which VGR control is possible.
In the above embodiment, the sliding pin 54, the insertion protrusion 52c, and the insertion groove 61 constitute a steering lock means.

(Effect of the fourth embodiment)
(1) An insertion protrusion is formed on the surface of the cam plate facing the first carrier, and an insertion groove into which the insertion protrusion can be inserted is formed in the first carrier, and the cam plate is swung about the axial direction. When the insertion protrusion is inserted into the insertion groove, the relative rotation between the cam plate and the first carrier can be restricted.
Therefore, if the cam plate is rotated and the insertion protrusion is inserted into the insertion groove when the ignition key is removed by the driver, the relative rotation between the cam plate and the steering input shaft, that is, the vehicle member and the steering input shaft is restrained. Therefore, the vehicle can be prevented from being stolen.

(Application examples)
In the third and fourth embodiments, the case where the sliding pin is slid using a solenoid as shown in FIG. 9 has been described. However, the sliding pin is slid using a motor and a cam. It can also be made. The configuration of the sliding pin and the driving device in this case will be described in detail below.
FIG. 16 is a cross-sectional view showing a configuration of a sliding pin using a motor and a cam. The sliding pin 45 slides toward the center of the steering shaft when the motor 45h is driven in accordance with a drive command from the electronic control unit 30. In the normal state, as shown in FIG. 16A, the sliding pin 45 is stored at a position where the allowance is the smallest.

  In the fixed steering ratio state, driving the motor 45h causes the worm gear 45i and the spur gear 45j to rotate, whereby the cam 45k rotates clockwise in FIG. One end of the sliding pin 45 is provided with a spring 45l for urging the sliding pin 45 downward in FIG. 16, and the sliding force as shown in FIG. The moving pin 45 slides in the direction in which the allowance of the sliding pin 45 increases.

At the same time, the solenoid 45m is driven to move the stopper 45n toward the axial center of the sliding pin 45, and the stopper 45n is fitted into the groove 45o provided in the sliding pin 45, so that the stroke of the sliding pin 45 is achieved. Regulate the amount.
In the steering lock state, as shown in FIG. 16C, the stroke of the sliding pin 45 is restricted by driving the solenoid 45m to slide the stopper 45n away from the axial center of the sliding pin 45. Is released. Thereby, the sliding pin 45 slides to the position where the allowance is the largest, and the position is restricted.
In order to release the steering lock state, the motor 45h may be rotated in the reverse direction to rotate the cam 45k counterclockwise in FIG. Thereby, the sliding pin 45 can be returned to the normal position.

  In each of the above embodiments, the bearing inner ring 41 is formed with a groove 41a for restricting relative rotation between the ball 43 and the bearing inner ring 41, and a flat cam portion 41b for restricting relative rotation of the bearing inner and outer rings. As shown in FIG. 17, the bearing outer ring 42 has a groove 42a for restricting relative rotation between the ball 43 and the bearing outer ring 42, and a plane for restricting relative rotation of the bearing inner and outer rings. The cam part 42b can also be formed. Here, FIG. 17A shows the contact state between the bearing inner and outer rings 41 and 42 and the ball 43 when the lock mechanism 40 is in the unlocked state, and FIG. 17B shows the lock mechanism 40 in the locked state. The contact state between the bearing inner and outer rings 41 and 42 and the ball 43 is shown.

With this configuration, as in the first and second embodiments described above, a lock that switches between a state in which the relative rotation of the bearing inner and outer rings is enabled and a state in which the relative rotation of the bearing inner and outer rings is constrained. A mechanism can be realized.
Further, the groove portion and the flat cam portion can be formed on both the outer peripheral surface of the bearing inner ring 41 and the inner peripheral surface of the bearing outer ring 42. Also in this case, the locking mechanism can be realized as in the first and second embodiments described above.

  Further, in each of the above embodiments, the case where the bearing portion is constituted by the bearing inner ring integrally formed with the first carrier 4a and the bearing outer ring integrally formed with the second carrier 4b has been described. However, the bearing carrier is integrally formed with the second carrier 4b. The bearing portion can also be constituted by the bearing inner ring and the bearing outer ring formed integrally with the first carrier 4a. Also in this case, the relative rotation between the first carrier 4a and the second carrier 4b can be achieved by moving the ball provided between the bearing inner ring and the bearing outer ring from the first rolling path to the second rolling path. The lock mechanism can be realized by restraining.

1 is a schematic configuration diagram of a vehicle in an embodiment of the present invention. It is an outline figure showing the whole variable steering angle mechanism 20 composition in a 1st embodiment. It is sectional drawing explaining the unlocking state of the locking mechanism 40 in 1st Embodiment. It is sectional drawing explaining the locked state of the locking mechanism 40 in 1st Embodiment. It is sectional drawing explaining the unlocked state of the locking mechanism 40 in 2nd Embodiment. It is sectional drawing explaining the locked state of the locking mechanism 40 in 2nd Embodiment. It is a figure which shows another example of the locking mechanism 40 in 2nd Embodiment. It is sectional drawing explaining the unlocking state of the locking mechanism 40 in 3rd Embodiment. It is sectional drawing which shows the structure of a sliding pin. It is sectional drawing explaining the steering ratio fixed state of the lock mechanism 40 in 3rd Embodiment. It is sectional drawing explaining the steering lock state of the lock mechanism 40 in 3rd Embodiment. It is a flowchart which shows the locking mechanism control process performed with an electronic controller. It is sectional drawing explaining the unlocking state of the locking mechanism 40 in 4th Embodiment. It is sectional drawing explaining the steering ratio fixed state of the lock mechanism 40 in 4th Embodiment. It is sectional drawing explaining the steering lock state of the lock mechanism 40 in 4th Embodiment. It is a figure which shows another example of the sliding pin in this embodiment. It is a figure which shows another example of the locking mechanism 40 in this embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Motor 2 Sun roller 3 Planetary roller 4 Carrier 5 Ring roller 15 Steering input shaft 16 Steering output shaft 20 Variable steering angle mechanism 20a First planetary reduction mechanism 20b Second planetary reduction mechanism 30 Electronic control unit 40 Lock mechanism 41 Bearing inner ring (first bearing Career)
42 Bearing outer ring (second carrier)
43 Ball 44, 54 Slide pin 45, 51 Cage 52 Cam plate 61 Insertion groove

Claims (14)

A first-stage planetary roller mechanism and a second-stage planetary roller mechanism in which sun rollers are integrally connected; a steering input shaft that is connected to a carrier of the first-stage planetary roller mechanism; In a variable steering angle steering apparatus comprising a steering output shaft coupled to a carrier of a planetary roller mechanism, and a rotating means for rotating a ring roller of the first stage or second stage planetary roller mechanism,
A variable steering angle steering apparatus comprising a steering ratio fixing means capable of restraining relative rotation between the carrier of the first stage planetary roller mechanism and the carrier of the second stage planetary roller mechanism.   The steering ratio fixing means is integrally formed with a bearing inner ring formed integrally with one of the carrier of the first stage planetary roller mechanism and the carrier of the second stage planetary roller mechanism, and with the carrier of the other planetary roller mechanism. A bearing outer ring, a rolling element provided between the bearing inner ring and the bearing outer ring, a first rolling path for restricting torque transmission between the bearing inner and outer rings via the rolling element, and the rolling element Two rolling paths for the rolling element comprising a second rolling path that enables torque transmission between the bearing inner and outer rings via the first rolling path, and the second rolling element from the first rolling path. The variable steering angle steering apparatus according to claim 1, further comprising a moving unit that moves on a road.   3. The variable steering angle steering apparatus according to claim 2, wherein the second rolling path has a wedge portion that the rolling element engages with relative rotation between the bearing inner ring and the bearing outer ring.   4. The variable steering angle according to claim 2, wherein the first rolling path includes a relative rotation restricting portion that restricts relative rotation between the rolling element and any one of the bearing inner ring and the bearing outer ring. Steering device.   The moving means includes a cage that holds the rolling element and determines an axial position of the rolling element, and a pressing member that can press the cage in the axial direction. 5. The variable rudder angle according to claim 2, wherein the rolling element is moved from the first rolling path to the second rolling path by pressing in the axial direction. Steering device.   The pressing member is disposed opposite to the end of the cage opposite to the second rolling path when the rolling element is in the first rolling path in the axial direction, and restrains axial displacement. And is a member that is movable in the axial direction, and when the pressing member is pressed in the axial direction against the cage, the second rolling from the first rolling path side to the cage from the pressing member. 6. The variable steering angle steering device according to claim 5, wherein at least one of the opposing surfaces of the pressing member and the cage is inclined so as to generate an axial pressing force toward the road.   The pressing member is disposed opposite to the end of the cage opposite to the second rolling path when the rolling element is in the first rolling path in the axial direction, and the axial displacement is restricted. A member capable of swinging around an axial direction, wherein a protrusion is formed on a surface of the pressing member facing the retainer and a fitting groove into which the protrusion is fitted is formed in the retainer, 6. The variable steering angle steering device according to claim 5, wherein the fitting is released when the pressing member swings in the axial direction.   An insertion groove into which the pressing member can be inserted is formed in the carrier of the first stage planetary speed reduction mechanism, and when the pressing member is moved in the axial direction, the pressing member is inserted into the insertion groove, The variable steering angle steering apparatus according to claim 6, further comprising a steering lock unit that can restrain relative rotation between the pressing member and the carrier of the first stage planetary reduction mechanism.   An insertion protrusion is formed on a surface of the pressing member facing the carrier of the first-stage planetary speed reduction mechanism, and an insertion groove into which the insertion protrusion can be inserted into the carrier of the first-stage planetary speed reduction mechanism. When the pressing member is swung in the axial direction, the rotation of the pressing member and the carrier of the first stage planetary speed reduction mechanism can be restricted by inserting the insertion protrusion into the insertion groove. The variable steering angle steering apparatus according to claim 7, further comprising steering lock means.   The stroke amount of the pressing member is configured to be adjustable, and when the stroke amount of the pressing member is a first stroke, the carrier of the first stage planetary roller mechanism and the second stage are fixed by the steering ratio fixing means. When the relative rotation of the planetary roller mechanism with the carrier is restrained and the stroke amount of the pressing member is set to a second stroke larger than the first stroke, the steering member locks the pressing member and the first stage planetary deceleration. The variable steering angle steering device according to claim 8 or 9, wherein the rotation of the mechanism relative to the carrier is restricted.   The variable steering angle steering apparatus according to claim 10, further comprising a restricting unit that restricts a change in stroke of the pressing member from a first stroke to a second stroke. Variable steering angle steering having a first stage planetary roller mechanism and a second stage planetary roller mechanism in which the sun rollers are integrally connected, and transmitting a steering input to the steering input shaft to the steering output shaft via the sun roller. A device,
The steering input to the steering input shaft is steered by switching from a state where torque transmission between the carriers of the first stage planetary roller mechanism and the second stage planetary roller mechanism is restricted to a state where the torque transmission is possible. A variable steering angle steering device characterized by being directly transmitted to an output shaft. Variable steering angle steering having a first stage planetary roller mechanism and a second stage planetary roller mechanism in which the sun rollers are integrally connected, and transmitting a steering input to the steering input shaft to the steering output shaft via the sun roller. A car equipped with a device,
By switching from a state where torque transmission between the carriers of the first stage planetary roller mechanism and the second stage planetary roller mechanism is restricted to a state where the torque transmission is possible, the steering input from the steering wheel is transmitted to the vehicle. An automobile characterized in that it is directly transmitted as a steering output with respect to the steering wheel. Variable steering angle steering having a first stage planetary roller mechanism and a second stage planetary roller mechanism in which the sun rollers are integrally connected, and transmitting a steering input to the steering input shaft to the steering output shaft via the sun roller. A method for fixing the steering ratio of the device,
By mechanically connecting the first stage planetary roller mechanism and the second stage planetary roller mechanism to restrain relative rotation between the carriers, the steering input to the steering input shaft is directly connected to the steering output shaft. A steering ratio fixing method for a variable rudder angle steering device, characterized by comprising:

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