JP2010100143A - Steering device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering device for a vehicle allowing simplification of a structure when a steering member is made to perform a tilt operation or a telescopic operation by using an electric motor generating steering force. <P>SOLUTION: Rotation of the first and second electric motors 26 and 27 for steering assistance is reduced in speed by first speed reduction mechanisms 28 and 29 and a second speed reduction mechanism 30, and is transmitted to a steering mechanism 11. In a state in which the first speed reduction mechanism 28 is stopped during stopping of the vehicle, a regulation by a regulation means 58 is released to drive the first electric motor 27. A first motor body 39 rotates around a rotation center C1 of a driven gear 34 of the first speed reduction mechanism 28, and the rotary motion is converted into a motion of an axial direction X1 of an upper tube 12 of a steering column 5 via a link mechanism 57. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle steering apparatus.

As a vehicle steering device, a steering driving device including a power transmission mechanism that is a mechanism capable of selectively transmitting power from a motor to any one of a telescopic driving mechanism, a tilt driving mechanism, and a steering assist mechanism has been proposed ( For example, see Patent Document 1).
JP 2007-15576 A (see paragraph [0029], FIG. 1)

However, a differential mechanism combining a large number of bevel gears is used, and the structure is complicated.
The present invention has been made in view of the above problems, and an object of the present invention is for a vehicle capable of simplifying a structure when a tilt operation or a telescopic operation is performed using the power of an actuator that generates a steering force. It is to provide a steering device.

  In order to solve the above problem, the first invention is an actuator (26, 27) for generating a steering force, a first speed reduction mechanism (28, 29) connected to the actuator, and the first speed reduction. A second reduction mechanism (30) connected to the mechanism, and a steering mechanism (11) connected to the second reduction mechanism, wherein the actuator includes an actuator body (39, 41) and the actuator An output shaft (40, 42) rotatably supported by the main body, and the power movement of the actuator is changed to the movement of the steering column for tilting or telescopically moving the steering member through the movement of the actuator main body. A motion conversion mechanism (37, 37A, 38) for conversion is provided.

  When the tilt adjustment or telescopic adjustment is performed, since the vehicle is stopped, the first reduction mechanism connected to the steering mechanism via the second reduction mechanism is also stopped. With the first deceleration mechanism stopped in this manner, the actuator body is displaced by the power movement of the actuator for generating the steering force, thereby causing the steering member to be tilted or telescopically operated. Therefore, when the tilting operation or the telescopic operation is performed using the power of the actuator that generates the steering force, the structure is simplified compared to the vehicle steering apparatus of Patent Document 1 that uses a differential mechanism having a large number of bevel gears. can do.

  In a second aspect based on the first aspect, the actuator includes at least two electric motors including first and second electric motors (26, 27), and the first electric motor serves as a first actuator body. The steering column includes an upper tube (12) and a lower tube (13) that are slidable relative to each other in the axial direction. The first speed reduction mechanism includes a driven member (34) that can be driven according to the rotation of the first rotation shaft and has a rotation center (C1) parallel to the first rotation shaft. The motion conversion mechanism includes a first motion conversion mechanism (37) for causing the steering member to telescopically operate, and the first motion conversion mechanism is rotatable around the rotation center and is a first motor body. A link mechanism (57) that includes a main drive link (55) that is rotatably supported around the rotation center, and that converts the rotation of the first motor body around the rotation center into the axial movement of the upper tube. And a regulating member (58) capable of regulating the rotation of the main link around the rotation center, and when the regulation of the rotation of the main link by the regulating member is released, the power of the first electric motor The steering member is telescopically moved by rotating the main link around the rotation center.

  In the present invention, when the first electric motor is driven by releasing the rotation restriction of the main link by the restriction member in a state where the first speed reduction mechanism is stopped while the vehicle is stopped, the first motor main body is Rotates (revolves) around the rotation center of the driven member of the speed reduction mechanism 1. This rotational movement is converted into an axial movement of the upper tube of the steering column via the link mechanism, and as a result, the steering member is telescopically adjusted.

  According to a third invention, in the first invention, the actuator includes at least two electric motors including the first and second electric motors, and the first electric motor includes a cylindrical first as an actuator body. A motor main body (39A) and a first rotation shaft (40A) as an output shaft, and the motion conversion mechanism (37A) is accompanied by the rotation of the first motor main body around the first rotation shaft. And a winding transmission member (80) that can be wound around the first motor body and movable along with the upper tube of the steering column, and the rotation of the first motor body about the first rotation axis. A restriction member (81) for restriction, and when the restriction of the rotation of the first motor main body around the first rotation axis by the restriction member is released, the first electric motor is driven by the first power. motor By rotating the body in a first rotational axis, characterized in that the steering member are so as to telescopic movement.

In the present invention, when the first reduction mechanism is stopped while the vehicle is stopped, when the restriction by the restriction member is released and the first electric motor is driven, the first motor body becomes the first rotating shaft. Rotate around. This rotational motion is converted into the axial motion of the upper tube of the steering column via the winding transmission member, and as a result, the steering member is telescopically adjusted.
According to a fourth invention, in the second or third invention, the second electric motor (27) includes a second motor body (41) as an actuator body and a second rotating shaft (42) as an output shaft. The motion conversion mechanism includes a second motion conversion mechanism (38) for tilting the steering member, and the second motion conversion mechanism uses the second motor body as the first speed reduction mechanism. An arm (68) that is rotatably supported around the rotation center of the driven member, and a regulating member (69) that can regulate the rotation of the arm around the rotation center. The arm is provided on the vehicle body. A first end portion (68a) rotatably supported around the first fulcrum (P1) and a second end portion (68b) coupled to be able to move together with the rotation center of the driven member. Around the center of rotation by the restriction member When the restriction on the rotation of the arm is released, the second end of the arm rotates while rotating the first end of the arm around the first fulcrum by the power of the second electric motor. By rotating the steering column about the second fulcrum (P2) as a tilt fulcrum by rotating around the center, the steering member is tilted.

  In the present invention, when the rotation of the arm by the restriction member is released and the second electric motor is driven with the first reduction mechanism stopped while the vehicle is stopped, the first end of the arm is The second end portion of the arm and the second motor main body rotate around the rotation center of the driven member while rotating around one fulcrum. Thereby, the steering column can be swung around the second fulcrum as a tilt fulcrum, and the steering member can be tilted.

  In a fifth aspect based on the first aspect, the actuator includes an electric motor having a motor main body as an actuator main body and a rotary shaft as an output shaft, and the first reduction mechanism is in response to rotation of the rotary shaft. An arm that is drivable and includes a driven member having a center of rotation parallel to the rotation axis, and the motion conversion mechanism supports the motor body so as to be able to rotate together with the rotation center of the driven member of the first reduction mechanism. And a restricting member capable of restricting the rotation of the arm around the rotation center, wherein the arm is supported by the first end portion rotatably supported around the first fulcrum provided on the vehicle body and the follower. A second electric motor having a second end connected to the rotation center of the member so as to be able to move together, and when the restriction of the rotation of the arm around the rotation center by the restriction member is released. of By rotating the first end portion of the arm around the first fulcrum by force and rotating the second end portion of the arm around the rotation center, the second fulcrum serving as the tilt fulcrum is used as the steering column. The steering member is tilted so that the steering member is tilted.

  In the present invention, when the rotation of the arm by the regulating member is released and the electric motor is driven in a state where the first speed reduction mechanism is stopped while the vehicle is stopped, the first end of the arm becomes the first fulcrum. The second end of the arm and the motor body rotate around the rotation center of the driven member while rotating around. Thereby, the steering column can be swung around the second fulcrum as a tilt fulcrum, and the steering member can be tilted.

  In the above description, the alphanumeric characters in parentheses represent reference numerals of corresponding components in the embodiments described later, but the scope of the claims is not limited by these reference numerals.

Preferred embodiments of the present invention will be described with reference to the accompanying drawings.
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic view schematically showing a configuration of an electric power steering apparatus as a vehicle steering apparatus according to an embodiment of the present invention.
Referring to FIG. 1, an electric power steering apparatus 1 includes a steering shaft 3 connected to a steering member 2 such as a steering wheel, a steering column 5 fixed to a vehicle body 4 and rotatably supporting the steering shaft 3. The intermediate shaft 7 connected to the steering shaft 3 via the universal joint 6, the pinion shaft 9 connected to the intermediate shaft 7 via the universal joint 8, and the rack 10 a that meshes with the pinion 9 a provided on the pinion shaft 9. And a rack shaft 10 as a turning shaft extending in the left-right direction of the automobile. The pinion shaft 9 and the rack shaft 10 constitute a steering mechanism 11 composed of a rack and pinion mechanism.

Although not shown, both ends of the rack shaft 10 are connected to corresponding steered wheels via corresponding tie rods and knuckle arms, respectively.
The steering column 5 has an upper tube 12, a lower tube 13 fitted to the upper tube 12 so as to be slidable relative to the upper and lower sides in the axial direction X 1 of the steering shaft 3, and a sensor housing 14 connected to the lower tube 13. A gear housing 15 connected to the sensor housing 14 is sequentially provided.

  A pair of support shafts 16 (only one support shaft 16 is shown in FIG. 1) projecting to both sides of the upper tube 12 (in a direction orthogonal to the paper surface) are fixed to the upper tube 12. On the other hand, a pair of side plates 18 of the fixing bracket 17 fixed to the vehicle body 4 is formed with a support hole 19 formed of a long hole extending substantially parallel to the axial direction X1 of the steering shaft 3. However, since the center of the support shaft 16 is the second support point P2 as a tilt support point at the time of tilt adjustment, the longitudinal direction of the support hole 19 is in the axial direction X1 of the steering shaft 3 after the tilt adjustment. In some cases, it may tilt.

  Each support shaft 16 fixed to the upper tube 12 is supported by a corresponding support hole 19 of the fixing bracket 17 so as to be rotatable and slidable in the longitudinal direction of the support hole 19. Specifically, the support shaft 19 and the support hole 19 slide relative to each other as the upper tube 12 and the lower tube 13 slide relative to each other when telescopic adjustment is performed and when an impact is absorbed during a vehicle collision.

When the steering member 2 is operated and the steering shaft 3 is rotated, this rotation is converted into a linear motion in the axial direction of the rack shaft 10 (direction perpendicular to the paper surface) by the pinion 9a and the rack 10a. Thereby, the turning of a steered wheel is achieved.
The steering shaft 3 includes an input-side upper shaft 3 a that is continuous with the steering member 2, and an output-side lower shaft 3 b that is continuous with the pinion shaft 9. The upper shaft 3 a and the lower shaft 3 b are connected to the torsion bar 20. Are connected to each other so as to be relatively rotatable on the same axis. The torsion bar 20 generates torsion according to the torsion torque applied to the steering member 2.

  Further, the upper shaft 3 a is connected to, for example, a hollow first shaft 21 connected to the steering member 2, so as to be able to rotate with the first shaft and to be relatively slidable, and to be able to rotate with one end of the torsion bar 20. It has the 2nd axis | shaft 22 connected. The first shaft 21 and the second shaft 22 slide relative to each other in the axial direction at the time of telescopic adjustment and when absorbing an impact at the time of a vehicle collision.

  A torque sensor 23 is provided for detecting a steering torque based on a relative rotational displacement amount between the upper shaft 3a and the lower shaft 3b via the torsion bar 20, and a torque detection result of the torque sensor 23 is an ECU (Electronic Control Unit) 24. Given to. In the ECU 24, the first electric motor 26 and the second electric motor 26 as actuators for generating a steering force (a steering assist force in the present embodiment) based on a torque detection result, a vehicle speed detection result given from the vehicle speed sensor 25, and the like. The electric motor 27 is driven and controlled.

The output rotations of the first and second electric motors 26 and 27 are transmitted to the second reduction mechanism 30 via the corresponding first reduction mechanisms 28 and 29, respectively, and the lower shaft 3b and the pinion shaft 9 are further transmitted. And converted into a linear motion of the rack shaft 10 to assist steering.
First and second electric motors 26 and 27, first speed reduction mechanisms 28 and 29, and a housing 31 that houses the first and second electric motors 26 and 27 and the first speed reduction mechanisms 28 and 29 The sub-assembly SA is configured as a single unit including

The second speed reduction mechanism 30 is a worm shaft 32 as a drive member rotatably supported by a housing 31, and a worm shaft 32. The second speed reduction mechanism 30 is a driven member connected to the lower shaft 3b so as to be coaxially rotatable. A worm wheel 33 is provided.
The first speed reduction mechanisms 28 and 29 have a driven gear 34 as a common driven member that is coaxially connected to the worm shaft 32 so as to be able to rotate together. One first speed reduction mechanism 28 is driven by a first electric motor 26 and has a first drive gear 35 that meshes with the common driven gear 34. The other first speed reduction mechanism 29 has a second drive gear 36 that is driven by the second electric motor 27 and meshes with the common driven gear 34. That is, one first reduction mechanism 28 is constituted by a first drive gear 35 and a driven gear 34, and the other first reduction mechanism 29 is constituted by a second drive gear 36 and a driven gear 34. Has been.

  The feature of the present embodiment is that the electric power steering device 1 converts the power movement of the first electric motor 26 for assisting steering into the movement of the steering column 5 for causing the steering member 2 to telescopically operate. A first motion converting mechanism 37 and a second motion converting mechanism 38 for converting the power motion of the steering assisting second electric motor 27 into the motion of the steering column 5 for tilting the steering member 2. It is in the point to have.

  As shown in FIG. 2, each of the 1st and 2nd electric motors 26 and 27 consists of a biaxial motor, for example. That is, the first electric motor 26 as an actuator has a first motor main body 39 as an actuator main body and a first rotating shaft 40 as an output shaft. Projecting to both sides of the first motor body 39. The second electric motor 27 as an actuator has a second motor main body 41 as an actuator main body and a second rotation shaft 42 as an output shaft. 2 projecting on both sides of the motor body 41.

  A pair of first drive gears 35 of one first reduction mechanism 28 are provided. The pair of first drive gears 35 are coupled to the first rotary shaft 40 so as to be able to rotate together on both sides of the first motor main body 39 of the first electric motor 26. A pair of the driven gears 34 of one of the first speed reduction mechanisms 28 is provided so as to mesh with each of the pair of first drive gears 35 and can be driven according to the rotation of the first rotating shaft 40. It is.

  A pair of second drive gears 36 of the other first speed reduction mechanism 29 is provided. The pair of second drive gears 36 are coupled to the second rotary shaft 42 so as to be able to rotate together on both sides of the second motor main body 41 of the second electric motor 27. A pair of second drive gears 36 mesh with the corresponding driven gears 34 and can be driven in accordance with the rotation of the second rotation shaft 42.

  The first rotating shaft 40 of the first electric motor 26 and the second rotating shaft 42 of the second electric motor 27 and the worm shaft 32 are arranged in parallel. The worm shaft 32 has a worm 320 and thin shaft portions 321 projecting coaxially on both sides of the worm 320. A pair of driven gears 34 common to the first speed reduction mechanism 28 and the first speed reduction mechanism 29 are coupled to the thin shaft portions 321 on both sides of the worm shaft 32 with the worm 320 interposed therebetween so as to be able to rotate together. That is, the driven gear 34 has a rotation center C1 parallel to the first and second rotation shafts 40 and 42.

As shown in FIG. 3, the worm wheel 33 of the second speed reduction mechanism 30 has an annular cored bar 33a coupled to the lower shaft 3b so as to be able to rotate along with the cored bar 33a, and teeth are formed on the outer periphery. And a synthetic resin member 33b.
The housing 31 of the subassembly SA accommodates the first and second electric motors 26 and 27 and the first speed reduction mechanisms 28 and 29 and also accommodates a part of the worm wheel 33.

  The gear housing 15 and the subassembly SA housing 31 having an inverted Ω-shaped cross section have opposing plates 43 and 44 facing each other. Between the opposing plates 43 and 44, for example, both opposing plates 43 and 44 are connected by a bolt 46 so as to be relatively movable in the axial direction of the bolt 46 with an elastic body 45 such as a rubber plate interposed. The housing 31 of the subassembly SA is elastically supported by the gear housing 15 via the elastic body 45.

  Specifically, as the elastic body 45, a rubber material along the entire surface of the opposing plates 43 and 44 may be used, or an annular member surrounding each bolt 46 may be used. In that case, as the elastic body 45, for example, an annular rubber plate as shown in FIG. 4 may be used, an O-ring may be used, or a spring washer may be used. A composite washer in which a rubber material is sandwiched between two metal washers may be used. The housing 31 and the gear housing 15 may be fastened by using a tightening band wound around the housings 31 and 15.

As shown in FIG. 4, the annular elastic body 45 is sandwiched between the opposing plate 43 of the gear housing 15 and the opposing plate 44 of the housing 31, and is inserted into the bolt insertion hole 47 of the opposing plate 43. Bolts 46 are screwed into the bolt holes 48 of the counter plate 44.
Referring again to FIG. 2, the housing 31 includes a front plate 49, a rear plate 50, and a pair of side plates 51 and 52. First and second end portions 32 a and 32 b (corresponding to end portions of the thin shaft portion 321) of the worm shaft 32 are first and second bearings 53 and 52 held by a pair of side plates 51 and 52 of the housing 31. 54 is rotatably supported. As the first and second bearings 53 and 54, a slide bearing may be used, or a rolling bearing may be used.

  Referring to FIGS. 2 and 5, a first motion conversion mechanism 37 for telescopically moving the steering member 2 using the power motion of the first electric motor 26 is a main link 55 that is rotatably connected to each other. And a link mechanism 57 including the driven link 56, and a regulating member 58 that can regulate the movement of the link mechanism 57 by regulating the rotation of the main drive link 55, for example.

  The main link 55 is rotatable around the thin shaft portion 321 of the worm shaft 32, that is, around the rotation center C1 of the driven gear 34 of the first speed reduction mechanism 28, and the first motor main body 39 is rotated around the rotation center. It is supported so that it can be rotated around C1. That is, when the vehicle is stopped, the driven gear 34 of the second reduction mechanism 30 and the first reduction mechanisms 28 and 29 are stopped, and the rotation of the transmission gear 34 is restricted by the grounding resistance of the tire of the steered wheels. At this time, by releasing the restriction of the main drive link 55 by the restricting member 58, the first drive gear 35 can move around the driven gear 34 according to the power of the first electric motor 26, and the main drive link 55. Can rotate around the rotation center C1, and the first motor body 39 can revolve around the rotation center C1.

  As shown in FIG. 1, the driven link 56 connects the main drive link 55 and the upper tube 12 of the steering column 5 to each other. When the restriction of the main link 55 by the restriction member 58 is released, the link mechanism 57 causes the revolving movement of the first motor body 39 accompanying the power movement of the first electric motor 26 to move in the axial direction of the upper tube 12. Function to convert to.

  The main link 55 has a pair of plate-like main arms 59 having a base end portion 59a and a tip end portion 59b and parallel to each other, a plate-like connecting arm 60 connecting the tip portions 59b of the pair of main arms 59 to each other, And a sub arm 61 made of a bracket fixed to the outer surface of the connecting arm 60. A base end portion 59 a of the pair of main arms 59 constitutes a base end portion of the main drive link 55, and a front end portion of the sub arm 61 forms a front end portion of the main drive link 55.

The base end portions 59 a of the pair of main arms 59 are rotatably supported by the thin shaft portion 321 of the worm shaft 32. The center of the thin shaft portion 321 of the worm shaft 32 is the rotation center C1 of the driven gear 34. The intermediate part of each main arm 59 supports the both ends of the 1st rotating shaft 40 of the 1st electric motor 26 rotatably via the corresponding bearing, respectively.
As shown in FIG. 2, the first motor main body 39 is fixed to the inner surface of the connecting arm 60, so that the first motor main body 39 can rotate around the rotation center C <b> 1 (revolution is possible). It has become.

  Referring to FIGS. 1 and 5, the first end portion 56a of the driven link 56 is rotatably supported around a support shaft 62 supported by the sub arm 61 formed of the bracket. On the other hand, as shown in FIG. 1, the bracket 63 is fixed to the outer periphery of the upper tube 12, and the second end portion 56 b of the driven link 56 is rotatable around the support shaft 64 supported by the bracket 63. It is supported.

  As shown in FIG. 2, the restricting member 58 includes a main body 65 fixed to the inner surface of one main arm 59, and a retractable shaft 66 protruding from the main body 65 through the insertion hole 591 of the one main arm 59. have. Under normal circumstances, the shaft 66 is advanced by the urging force of the spring (not shown) built in the main body 65 and is engaged with an engagement hole 67 formed in the side plate 51 of the housing 31. As a result, normally, the rotation of the main link 55 around the rotation center C1 is restricted. As shown in FIG. 6, a plurality of engagement holes 67 are provided, and the plurality of engagement holes 67 are arranged at equal intervals on an arc centered on the rotation center C1.

  On the other hand, when the telescopic adjustment is performed, the shaft 66 is retracted against the spring to release the engagement with the engagement hole 67 by energizing the solenoid built in the main body 65. Thus, when the restriction of the rotation of the main link 55 around the rotation center C1 by the restriction member 58 is released, the first motor main body 39 is moved around the rotation center C1 by the power of the first electric motor 26. The rotation (revolution movement) is converted into the axial movement of the upper tube 12 by the link mechanism 57. As a result, the steering member 2 is telescopically moved as shown in FIG.

  Specifically, the main link 55 rotates around the rotation center C1 as the first motor main body 39 revolves, and the first end of the driven link 56 rotates along with the rotation of the main link 55. The portion 56a rotates around the rotation center C1 as indicated by the arrow Y1. On the other hand, since the movement direction of the support shaft 16 projecting to both sides of the upper tube 12 is restricted in the longitudinal direction of the support hole 19, the second end portion 56 b of the driven link 56 is in the longitudinal direction of the support hole 19. In a direction parallel to (indicated by arrow Z1). As a result, the upper tube 12 is driven in the axial direction to perform a telescopic operation.

  2 and 5, the second motion conversion mechanism 38 for tilting the steering member 2 using the power motion of the second electric motor 27 includes the narrow shaft portion 321 and the support of the worm shaft 32. An arm 68 to which the shaft 74 is connected and the second motor main body 41 is fixed, and a restricting member 69 capable of restricting relative rotation of the arm 68 and the housing 31 around the rotation center C1 are included.

The arm 68 is rotatable around the thin shaft portion 321 of the worm shaft 32, that is, around the rotation center C1 of the driven gear 34 of the first speed reduction mechanism 29, and the second motor main body 41 is rotated around the rotation center C1. It is supported so that it can rotate around.
The arm 68 has a pair of plate-like main arm elements 70 having a base end portion 70a and a tip end portion 70b and parallel to each other, and a plate-like connecting arm element 71 connecting the tip portions 70b of the pair of main arm elements 70 to each other. And a sub arm element 72 made of a bracket fixed to the outer surface of the connecting arm element 71. A base end portion 70 a of the pair of main arm elements 70 constitutes a second end portion 68 b of the arm 68, and a distal end portion of the sub arm element 72 constitutes a first end portion 68 a of the arm 68.

  The base end portions 70 a of the pair of main arm elements 70 are rotatably supported by the thin shaft portion 321 of the worm shaft 32. The center of the thin shaft portion 321 of the worm shaft 32 is the rotation center C1 of the driven gear 34. The intermediate portion of each main arm element 70 rotatably supports both ends of the second rotating shaft 42 of the second electric motor 27 via corresponding bearings. The second motor main body 41 is fixed to the inner surface of the connecting arm element 71. As a result, like the first motor main body 39, the rotation of the driven gear 34 is caused by the ground resistance of the tire of the steered wheels when the vehicle is stopped. Is restricted, the second motor body 41 can rotate around the rotation center C1.

  The distal end portion of the sub arm element 72 is rotatably supported around a support shaft 74 supported by the vehicle body side member 73. Thus, the first end 68a of the arm 68 is rotatably supported around the support shaft 74 supported by the vehicle body side member 73, and the second end 68b of the arm 68 is supported by the rotation center C1. A thin shaft portion 321 having a shaft is rotatably supported. The center of the support shaft 74 is the first support point P1.

  As shown in FIG. 2, the restricting member 69 includes a main body 75 fixed to the inner surface of one main arm element 70, and a reciprocating shaft protruding from the main body 75 through the insertion hole 701 of the one main arm element 70. 76. Under normal circumstances, the shaft 76 is advanced by the biasing force of the spring (not shown) built in the main body 75, and the advanced shaft 76 is centered on the side plate 52 of the housing 31 about the rotation center C <b> 1. It engages with one of a plurality of engagement holes 77 arranged in an arc shape (in the same arrangement manner as the engagement holes 67 in FIG. 6). As a result, in a normal case, the relative rotation of the arm 68 and the housing 31 around the rotation center C1 is restricted.

  On the other hand, when adjusting the tilt, by energizing the solenoid built in the main body 75, the shaft 76 moves backward against the spring and the engagement with the engagement hole 77 is released. Thus, when the restriction of the relative rotation of the arm 68 and the housing 31 around the rotation center C1 by the restriction member 69 is released, the first end portion 68a of the arm 68 is moved by the power of the second electric motor 27. The second end portion 68b of the arm 68 is rotated about the rotation center C1 while rotating around the support shaft 74 having the first fulcrum P1 (substantially, the main drive link 55, the driven gear 34, and the housing 31). Is rotated around the rotation center C1 that is movable around the first fulcrum P1), and the steering column 5 is swung around the support shaft 16 having the second fulcrum P2 as a tilt fulcrum. As shown in FIG. 8, the steering member 2 is tilted.

  Specifically, since the rotation of the main link 56 of the link mechanism 57 for telescopic operation around the rotation center C1 is restricted by the restriction member 58, the first end 68a of the arm 68 is the first fulcrum. When rotating around the spindle 74 having P1, the housing 31 and the steering column 5 are rotated around the spindle 16 having the second fulcrum P2, and as a result, the steering member 2 is tilted. Become.

It can also be said that the link mechanism is constituted by the first link formed of the arm 68 and the simulated second link 100 connecting the rotation center C1 and the second fulcrum P2. When the tilt is adjusted, the support shaft 16 may move slightly in the axial direction X1 of the steering shaft 3, which is the longitudinal direction of the support hole 19.
According to the present embodiment, the following operational effects are obtained. That is, when the tilt adjustment or telescopic adjustment is performed, the vehicle is stopped, so the first reduction mechanisms 28 and 29 (driven gear 34) connected to the steering mechanism 11 via the second reduction mechanism 30 are also stopped. At the same time, the rotation of the driven gear 34 is restricted by the grounding resistance of the tire of the steered wheels. In the state where the rotation of the driven gear 34 is regulated in this way, the first motor main body 39 is displaced by the power movement of the first electric motor 26 for generating the steering force, thereby the steering member 2 is moved. Telescopic operation.

Further, the second electric motor for generating the steering force in a state where the first speed reduction mechanisms 28 and 29 (driven gear 34) are stopped and the rotation of the driven gear 34 is restricted by the ground resistance of the steered wheel tire. The second motor main body 41 is displaced by the power movement of the motor 27, and thereby the steering member 2 is tilted.
Therefore, when the tilting operation or the telescopic operation is performed using the steering assist electric motor, the structure is simplified as compared with the vehicle steering apparatus of Patent Document 1 using a differential mechanism having a large number of bevel gears. Can do.

  Further, the first and second electric motors 26 and 27, the first speed reduction mechanisms 28 and 29, the housing 31 for housing them, and the like are unitized as a subassembly SA. Therefore, for example, the specification of the unit can be easily changed by making the electric motors 26 and 27 common and changing the reduction ratio of the first reduction mechanisms 28 and 29. Thereby, the unit can be easily applied to the electric power steering apparatus 1 having various characteristics.

By sharing the electric motors 26 and 27 having high manufacturing costs, the overall cost when manufacturing various units can be reduced. Since the size of the electric motors 26 and 27 can be reduced, the weight of the subassembly SA as a whole can be reduced, and the weight of the electric power steering device 1 as a whole can be reduced.
In particular, by combining the small and high-rotation type electric motors 26 and 27 with the first reduction mechanisms 28 and 29 having a high reduction ratio, a high output can be obtained even with a small size. Further, since the plurality of electric motors 26 and 27 and the first speed reduction mechanisms 28 and 29 can be assembled in advance as the subassembly SA, the assemblability is good.

  The first speed reduction mechanisms 28 and 29 include first and second drive gears 35 and 36 and a driven gear 34, and the first and second rotating shafts 40 of the first and second electric motors 26 and 27. , 42 and the rotation center C1 of the driven gear 34 are parallel to each other. That is, since the first and second drive gears 35 and 36 and the driven gear 34 can be arranged at the same position with respect to the axial direction of the rotary shafts 40 and 42 of the electric motors 26 and 27, the rotary shafts 40 and 42 are provided. With respect to the axial direction, the subassembly SA can be reduced in size, and as a result, the electric power steering apparatus 1 can be reduced in size.

  Since the transmission system of the first reduction mechanisms 28 and 29 is gear transmission, power transmission is reliable. The drive gears 35 and 36 and the driven gear 34 may be spur gears that mesh with each other, angle gears that mesh with each other, or helical gears that mesh with each other. In particular, when a helical tooth is used, the meshing rate of the tooth can be increased, which is preferable for transmitting a high output.

  In addition, first and second electric motors 26 and 27 are provided as actuators for generating a steering force, and each of the plurality of drive gears 35 and 36 of the first speed reduction mechanisms 28 and 29 corresponds to the corresponding electric motor 26, 27 are respectively connected to the rotary shafts 40 and 42 and coupled to the driven gear 34 so as to be capable of transmission. Therefore, there are the following advantages. That is, the plurality of electric motors 26 and 27 are arranged side by side, and the drive gears 35 and 36 and the driven gear 34 connected to the rotation shafts 40 and 42 of the corresponding electric motors 26 and 27 are connected to the rotation shafts 40 and 27. It can arrange | position in the same position regarding 42 axial directions. Therefore, the subassembly SA can be further reduced in size with respect to the axial direction of the rotary shafts 40 and 42 of the electric motors 26 and 27, and the electric power steering apparatus 1 can be further reduced in size.

  Further, since the elastic body 45 is interposed between the opposing plates 43 and 44 of the gear housing 15 and the housing 31 of the subassembly SA, and the direct contact between the opposing plates 43 and 44 is avoided, the following advantages are obtained. is there. That is, from the housing 31 of the subassembly SA that supports the electric motors 26 and 27, the first speed reduction mechanisms 28 and 29, and the worm shaft 32, to the gear housing 15 that supports the worm wheel 33 and the steering shaft 3. It is possible to prevent vibration and noise from being transmitted.

Further, the amount of backlash between the worm 320 and the worm wheel 33 can be adjusted and managed by setting the distance between the opposing plates 43 and 44 of the gear housing 15 and the housing 31.
In addition, since the electric motors 26 and 27, the first speed reduction mechanisms 28 and 29, and the subassembly SA that supports the worm shaft 32 are elastically supported, the second speed reduction mechanism 30 when starting the steering operation is supported. The starting torque can be reduced, and as a result, the steering feeling can be improved.

Further, since power is transmitted to the worm shaft 32 via a pair of driven gears 34 provided on both sides of the worm shaft 32 with the worm 320 interposed therebetween, the worm shaft 32 can be driven stably.
In the above-described embodiment, either one of the first motion conversion mechanism 37 and the second motion conversion mechanism 38 may be eliminated, and only one of tilt adjustment and telescopic adjustment may be performed. .

  Next, FIG. 9 shows another embodiment of the present invention. Referring to FIG. 9, this embodiment is mainly different from the implementation in FIG. 1 in place of the first motion conversion mechanism 37 using the link mechanism 57 of the embodiment in FIG. 1. This is in that a first motion conversion mechanism 37A using a wire 80 as a transmission member is provided. Instead of the wire 80, a belt such as a toothed belt or a chain may be used as the winding transmission member.

  In the present embodiment, the arm 55 </ b> A that supports the first electric motor 26 </ b> A is fixed to the housing 31. The arm 55 </ b> A of the present embodiment corresponds to the main drive link 35 of the embodiment of FIG. 1 configured so as not to rotate around the rotation center C <b> 1 of the driven gear 34. That is, the first motor body 39A of the first electric motor 26A does not rotate around the rotation center C1. The first motor body 39A is rotatable around the first rotating shaft 40A of the first electric motor 26A.

  In addition, a regulating member 81 capable of regulating the rotation of the first motor main body 39A around the first rotating shaft 40A is provided. As shown in FIG. 10, the restricting member 81 of the present embodiment has the same configuration as the restricting member 58 of FIG. 2 having a main body 65 and a shaft 66, but is attached in the opposite direction to the restricting member 58 of FIG. It has been. That is, the main body 65 of the restricting member 81 is fixed to the inner surface of the main arm 59 of the arm 55A, and the shaft 66 protruding from the main body 65 has the first rotating shaft 40A on the end surface 391 of the first motor main body 39A. It engages with any of a plurality of engagement holes 392 arranged in a circular arc shape in the center (in the same arrangement manner as the engagement holes 67 in FIG. 6).

The wire 80 is endless. As shown in FIG. 9, the wire 80 is wound around a pulley 83 rotatably supported on the side plate 18 of the fixed bracket 17 via a support shaft 82 and an outer periphery 393 of the first motor main body 39A.
As shown in FIG. 10, a plurality of spiral grooves 84 are provided on the outer periphery 393 of the first motor main body 39 </ b> A, and a plurality of intermediate portions of the endless wire 80 extend along the spiral grooves 84. It is wound around. This prevents the wire 80 from slipping in the circumferential direction of the outer periphery 393 of the first motor body 39A. A corresponding portion of the wire 80 may be locked in the middle of the spiral groove 84. When a toothed belt is used as the winding transmission member instead of the wire 80, the first motor main body 39A is attached to the tooth by forming teeth on the outer periphery 393 of the first motor main body 39A. It may be configured as a toothed pulley that meshes with the belt, and the slippage of the toothed belt with respect to the first motor body 39A can be reliably prevented.

  The wire 80 has a first region 85 and a second region 86 between the first motor main body 39A and the pulley 83. Each of the first and second regions 85 and 86 connects between the corresponding ipsilateral portions of the first motor main body 39 </ b> A and the pulley 83. When one of the first and second regions 85 and 86 is wound around the first motor main body 39A, the other is unwound from the first motor main body 39A.

  Further, a locking portion 87 provided in the second region 86 of the wire 80 is engaged with the bracket 63A fixed to the outer periphery of the upper tube 12 of the steering column 5 so as to be able to move along the axial direction X1 of the steering shaft 3. It has been stopped. That is, along with winding and unwinding of the wire 80, the bracket 63A locked to the locking portion 87 moves in the axial direction X1, thereby moving the upper tube 12 of the steering column 5 in the axial direction X1 and steering. The telescopic movement of the member 2 is enabled.

  A tensioner 88 that applies tension to the wire 80 is attached to, for example, the side plate 18 of the fixed bracket 17. The tensioner 88 includes a swing arm 90 that can swing around a support shaft 89 attached to the side plate 18, a tensioner pulley 91 that is rotatably supported at the tip of the swing arm 90, and the swing arm 90. And a biasing spring 92 that elastically biases the tensioner pulley 91 toward the first region 85 of the wire 80.

  When the restriction of the relative rotation between the first motor main body 39A and the housing 31 by the restriction member 81 is released, the first motor main body 39A is driven by the first rotating shaft 40A when the first electric motor 26A is driven. Rotate around. The wire 80 is unwound from the first motor body 39A to the first area 85 (or the second area 86) according to the rotation direction of the first motor body 39A, while the second area 86 (or the second area 86) 1 region 85) of the wire 80 is wound around the first motor body 39A. Thereby, the upper tube 12 (bracket 63 </ b> A) locked to the locking portion 87 of the wire 80 can be slid relative to the lower tube 13. As a result, the steering member 2 is telescopically moved.

When telescopic adjustment or tilt adjustment is performed, the length of the wire 80 between the pulley 83 and the locking portion 87 of the bracket 63A may slightly change, but the swing arm 90 of the tensioner 88 is By swinging, changes in the wire length can be absorbed.
Therefore, when the tilting operation or the telescopic operation is performed using the steering assist electric motor, the structure is simplified as compared with the vehicle steering apparatus of Patent Document 1 using a differential mechanism having a large number of bevel gears. Can do.

In the present embodiment, the arm 55A is eliminated, the first rotating shaft 40A of the first electric motor 26A is supported by the side plate 51 of the housing 31 via a bearing, and the main body 65 of the regulating member 81 is supported by the side plate of the housing 31. You may make it fix to 51.
In each of the above embodiments, both the first motion conversion mechanism 37 or 37A for telescopic adjustment and the second motion conversion mechanism 38 for tilt adjustment are provided, but only one of them is provided. May be.

  Further, in each of the above-described embodiments, the example in which the present invention is applied to the electric power steering apparatus that outputs the output of the electric motor as the steering assist force has been described, but the present invention is not limited thereto. For example, the present invention includes a transmission ratio variable mechanism that can change the ratio of the steered wheel turning angle to the steering angle of the steering member, and uses the output of an electric motor to drive the transmission ratio variable mechanism. The present invention may be applied to a vehicle steering apparatus. In addition, various modifications can be made within the scope of the claims of the present invention.

It is a mimetic diagram showing a schematic structure of an electric power steering device as a vehicle steering device of one embodiment of the present invention. It is a schematic sectional drawing of the principal part of an electric power steering device. It is the schematic sectional drawing which cut | disconnected the principal part of the electric power steering apparatus at another angle. It is an expanded sectional view of the principal part of FIG. It is sectional drawing of the subassembly containing an electric motor and a 1st reduction mechanism. It is the schematic of the side plate of the housing provided with the locking hole. It is a mimetic diagram showing a schematic structure of an electric power steering device after telescopic adjustment. It is a schematic diagram which shows schematic structure of the electric power steering apparatus after tilt adjustment. It is a schematic diagram which shows schematic structure of the electric power steering apparatus of another embodiment of this invention. FIG. 10 is a cross-sectional view of a main part of a subassembly including an electric motor and a first reduction mechanism in the embodiment of FIG. 9.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Electric power steering device (vehicle steering device), 2 ... Steering member, 3 ... Steering shaft, 4 ... Vehicle body, 5 ... Steering column, 11 ... Steering mechanism, 12 ... Upper tube, 13 ... Lower tube, 15 ... Gear Housing, 16 ... support shaft, 17 ... fixed bracket, 18 ... side plate, 19 ... support hole, 26, 26A ... first electric motor (actuator), 27 ... second electric motor (actuator), 28,29 ... first DESCRIPTION OF SYMBOLS 1 speed reduction mechanism, 30 ... 2nd speed reduction mechanism, 31 ... Housing, 32 ... Worm shaft (drive member), 33 ... Worm wheel (driven member), 34 ... Driven gear (driven member), 35 ... 1st drive 36, second drive gear, 37, 37A ... first motion conversion mechanism, 38 ... second motion conversion mechanism, 39, 39A ... first motor body, 40, 0A ... first rotating shaft (output shaft), 41 ... second motor main body, 42 ... second rotating shaft, 55 ... main drive link, 55A ... arm, 56 ... driven link, 57 ... link mechanism, 58, 69 , 81 ... restriction member, 68 ... arm, 68a ... first end, 68b ... second end, C1 ... center of rotation, P1 ... first fulcrum, P2 ... second fulcrum, 80 ... wire (winding) (Hanging transmission member), 83 ... pulley, 85 ... first region, 86 ... second region, 87 ... locking portion, 88 ... tensioner

Claims (5)

An actuator for generating a steering force; a first speed reduction mechanism connected to the actuator; a second speed reduction mechanism connected to the first speed reduction mechanism; and a second speed reduction mechanism connected to the second speed reduction mechanism A steering mechanism,
The actuator includes an actuator body, and an output shaft rotatably supported by the actuator body,
A vehicle steering apparatus comprising: a motion conversion mechanism that converts a power motion of the actuator into a motion of a steering column for tilting or telescopically operating a steering member through the motion of the actuator body. 2. The actuator according to claim 1, wherein the actuator includes at least two electric motors including a first electric motor and a second electric motor. The first electric motor includes a first motor main body as an actuator main body and an output shaft. A first rotation axis,
The steering column includes an upper tube and a lower tube that are relatively slidable in the axial direction,
The first reduction mechanism includes a driven member that can be driven according to the rotation of the first rotation shaft and has a rotation center parallel to the first rotation shaft.
The motion conversion mechanism includes a first motion conversion mechanism for causing the steering member to telescopically operate,
The first motion conversion mechanism includes a main link that is rotatable about the rotation center and supports the first motor main body so as to be able to rotate along the rotation center. A link mechanism that converts the rotation of the motor body into an axial movement of the upper tube, and a regulating member that can regulate the rotation of the main link around the rotation center,
When the restriction of rotation of the main link by the restriction member is released, the steering member is telescopically moved by rotating the main link around the rotation center by the power of the first electric motor. A vehicle steering apparatus. 2. The actuator according to claim 1, wherein the actuator includes at least two electric motors including a first electric motor and a second electric motor, and the first electric motor includes a cylindrical first motor main body as an actuator main body, and an output. A first rotation axis as an axis,
The motion conversion mechanism can be wound around the first motor main body with the rotation of the first motor main body about the first rotation axis and can move along with the upper tube of the steering column. A transmission member, and a regulating member that regulates rotation of the first motor body about the first rotation axis,
When the restriction of the rotation of the first motor body about the first rotation axis by the restriction member is released, the first motor body is rotated about the first rotation axis by the power of the first electric motor. Thus, the vehicle steering apparatus is characterized in that the steering member is telescopically moved. In Claim 2 or 3, said 2nd electric motor contains the 2nd motor main part as an actuator main part, and the 2nd axis of rotation as an output axis,
The motion conversion mechanism includes a second motion conversion mechanism for tilting the steering member, and the second motion conversion mechanism moves the second motor body around the rotation center of the driven member of the first speed reduction mechanism. An arm that is supported so as to be able to rotate together with the rotation member, and a regulating member that can regulate the rotation of the arm around the rotation center,
The arm includes a first end portion rotatably supported around a first fulcrum provided on the vehicle body and a second end portion connected to the rotation center of the driven member so as to be able to move together. Have
When the restriction of the rotation of the arm around the rotation center by the restriction member is released, the first end of the arm is rotated around the first fulcrum by the power of the second electric motor. The steering member is tilted by swinging the steering column around the second fulcrum as a tilt fulcrum by rotating the second end around the rotation center. Vehicle steering system. In claim 1, the actuator includes an electric motor having a motor body as an actuator body and a rotating shaft as an output shaft,
The first reduction mechanism includes a driven member that can be driven according to the rotation of the rotation shaft and has a rotation center parallel to the rotation shaft.
The motion conversion mechanism includes an arm that supports the motor body so as to be able to rotate around the rotation center of the driven member of the first reduction mechanism, and a regulating member that can regulate the rotation of the arm around the rotation center,
The arm includes a first end portion rotatably supported around a first fulcrum provided on the vehicle body and a second end portion connected to the rotation center of the driven member so as to be able to move together. Have
When the restriction of the rotation of the arm around the rotation center by the restriction member is released, the steering column is tilted by rotating the arm around the first fulcrum and the rotation center by the power of the electric motor. A vehicle steering apparatus characterized by swinging around a second fulcrum as a fulcrum so as to tilt the steering member.

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