JP2010167914A - Steering operation device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering operation device having an end regulation function and a lock function and a compact and simple structure, with high practicality. <P>SOLUTION: An end regulation-lock device 24 is constituted to have an annular flange 60 fixed to a steering shaft 22 and having a plurality of recessed parts 62 and projecting parts 64 in an outer peripheral part, a lock mechanism part 66 for fitting a first engaging pin 74 into any one of the recessed parts 62 to achieve a state in which a steering operation is inhibited, and an end regulation mechanism part 68 for making a second engaging pin 106 abut on the projecting parts 64 to achieve a state in which an operation range of the steering operation is regulated. By the end regulation-lock device 24 constituted in this way, the steering operation device can be made to have the compact and simple structure. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a steering operation device used in a steer-by-wire type steering system.

  Nowadays, as a steering system provided in a vehicle, a so-called steer-by-wire steering system, that is, a rolling operation under electrical control regardless of an operation force applied to a steering operation member (such as a steering wheel) provided in a steering operation device. A steering system in which the wheels are steered according to the operation of the steering operation member by the power of the power source provided in the rudder device has been studied. In this steering system, since the steering operation member and the steering device are usually not mechanically connected, for the convenience of steering operation, the steering operation device has a function of restricting the steering operation within the operation range of the steering operation member. (Hereinafter, it may be simply referred to as “end regulation function”.) Is provided with an end regulation mechanism, and Patent Document 1 below describes an example of the end regulation mechanism. Further, from the viewpoint of preventing theft in a state where the vehicle is not used, that is, in a state where the ignition is turned off, the steering operation device has a function for prohibiting the operation of the steering operation member (hereinafter simply referred to as “lock function”). There is a case where a lock mechanism is realized, and Patent Document 2 below describes an example of the lock mechanism.

JP 2004-291747 A JP 2003-320945 A

  In the steering system described in the above patent document, the end restriction mechanism has only an end restriction function, and the lock mechanism has only a lock function. When such an end restricting mechanism and a lock mechanism are assumed, in order to obtain a steering operation device in which the above two functions are realized, both the end restricting mechanism and the lock mechanism must be provided separately. The steering operation device having such a structure leaves much room for improving practicality in terms of compactness and simplicity of structure. In view of such a situation, an object of the present invention is to provide a steering operation device having an end regulation function and a lock function and having high practicality.

  In order to solve the above problems, a steering operation device according to the present invention is a steering operation device used in a steer-by-wire type steering system, and includes (A) a steering operation member operated by a driver, and (B) one end. A steering shaft that holds the steering operation member at the portion and is rotatably held by the vehicle body, and (C) a plurality of fixedly fitted externally fitted to the steering shaft, each of which is radially recessed on its outer periphery. An annular flange having a concave portion and a convex portion projecting in the radial direction; and (D) a steering shaft disposed so as to be able to approach and separate in the radial direction of the steering shaft, and a tip portion engageable with the flange. One engagement pin and (E) a first engagement pin that allows the distal end of the first engagement pin to be fitted into one of the plurality of recesses of the flange. A first engagement pin moving device that selectively moves to a position and a non-engagement position in which the tip portion does not fit into any of the plurality of recesses and does not contact the projection of the flange; ) A second engagement pin that is disposed so as to be able to approach and separate in the radial direction with respect to the steering shaft, and whose front end portion can engage with the convex portion of the flange; and (G) the second engagement pin; An engagement position where the front end portion of the flange does not fit into the concave portion of the flange and the convex portion of the flange is allowed to contact the front end portion, and a non-engagement position where the convex portion does not contact the front end portion A second engagement pin moving device that selectively moves, and (a) a state in which the operation of the steering operation member is prohibited in a state where the first engagement pin is located at the engagement position is realized, (b) The first engagement pin is in the non-engagement position and the second engagement pin is in the engagement position In a state where the operation range of the steering operation member is restricted, and a state in which the operation of the steering operation member is allowed is realized, and (c) the first engagement pin is located in the non-engagement position; When the second engagement pin is located at the non-engagement position, a state in which the operation of the steering operation member is permitted in a state where the restriction of the operation range of the steering operation member is released is realized.

  The steering operation device of the present invention can realize both an end regulating function and a lock function by engaging two engaging pins with one flange, that is, one engaged member. It is said that. Therefore, according to the steering device of the present invention, a steering operation device having a compact and simple structure is realized, and the practicality of the steering operation device used in the steer-by-wire type steering system can be improved.

1 is a diagram illustrating an overall configuration of a steering system provided with a steering operation device according to an embodiment of the present invention. FIG. 5 is a cross-sectional view of the end regulating mechanism and the lock mechanism of the steering operating device in a state where the steering operation is prohibited and the steering operation range is not regulated. It is sectional drawing of a 1st engagement pin. It is sectional drawing of the AA view in FIG. FIG. 3 is a cross-sectional view of an end regulating mechanism and a lock mechanism of a steering operating device in a state where a steering operation is not prohibited and a steering operation range is regulated. FIG. 5 is a cross-sectional view of the end regulating mechanism and the lock mechanism of the steering operating device in a state where the steering operation is not prohibited and the steering operation range is not regulated.

  Hereinafter, as an embodiment for carrying out the present invention, an embodiment of a steering apparatus of the present invention will be described in detail with reference to the drawings. Note that the steering operation device of the present invention is not limited to the following embodiments, and can be implemented in various forms with various modifications and improvements based on the knowledge of those skilled in the art.

A. Overview of Steer-by-Wire Type Steering System FIG. 1 shows an overall configuration of a steer-by-wire type steering system in which a steering operation device 10 according to an embodiment (hereinafter simply referred to as “operation device 10”) is provided. In the present system, the operating device 10 and the steering device 12 are mechanically separated, regardless of the operating force applied to the steering wheel 14 (a kind of steering operation member) operated by the driver. In addition, the steered wheels 16 (hereinafter sometimes simply referred to as “wheels 16”) are steered by the power of the power source provided in the steered device 12. Note that this system enables the wheel 16 to be steered by an operating force applied to the steering wheel 14 when the electric system fails, etc., so that the operating force can be transmitted to the steering device 12 with the operating device 10. A connecting device 18 that connects the steering device 12 is also provided.

  The operating device 10 is fixed to a part of the vehicle body, specifically to the reinforcement of the instrument panel. The operating device 10 includes a housing 20 having a generally cylindrical shape, and a steering shaft 22 is rotatably held in the housing 20. The steering shaft 22 has an end on the vehicle rear side protruding from the housing 20, and a steering wheel 14 is attached to the end. An end regulating / locking device 24 for realizing both an end regulating function and a locking function is attached to an intermediate portion of the housing 20. In addition, a reaction force application motor 26 that applies a reaction force to the rotation operation of the steering wheel 14, that is, an operation reaction force, is disposed inside the housing 20. The operation device 10 includes an operation amount sensor 28 that detects an operation angle of the steering wheel 14, that is, an operation amount θ.

  The steered device 12 is fixed to the vehicle body and reciprocates the steered rod 30 in the axial direction. Although illustration of the inside is omitted, the steered device 12 includes a steered motor 32 as a power source, and the steered motor 32 is rotationally driven to move the steered rod 30 in the axial direction. Has been. Each end of the steered rod 30 is connected to a tie rod 36 via a ball joint 34, and the other end of the tie rod 36 is a steering that holds the wheel 16 rotatably via another kind of ball joint 38. It is connected to a knuckle arm 42 that is a part of the knuckle 40. With such a connection structure, the wheel 16 is steered by moving the steered rod 30 in the axial direction. The steered device 12 includes a steered amount sensor 44 that detects the amount of movement of the steered rod 30, that is, the steered amount δ.

The present steering system is controlled by an electronic control unit 50 (steering ECU, hereinafter simply referred to as “ECU 50”) included in the steering system. The ECU 50 is configured to include drivers for computers, various motors, various actuators, and the like. Based on the operation amount θ of the steering wheel 14 detected by the operation amount sensor 28, the ECU 50 determines that the turning amount δ of the steered rod 30 detected by the steering amount sensor 44 is a target turning according to the operation amount θ. The steered motor 32 is controlled and driven so that the amount is δ ^* .

  This steering system is a vehicle speed-sensitive steering system, and has a function of increasing an operation reaction force in accordance with the vehicle speed in order to increase the steering operation as the vehicle speed increases. Also do. The vehicle is provided with a vehicle speed sensor 52 (denoted by v in the figure) that detects the speed of the vehicle, and the ECU 50 controls and drives the reaction force applying motor 26 based on the vehicle speed. As a result, an operation reaction force depending on the vehicle speed is applied to the steering wheel 14.

  As will be described in detail later, when the ignition switch 54 (shown as I / G in the figure) is ON, the operation range of the steering wheel 14 is restricted within the set angle range, The restriction is performed by the end restriction / lock device 24. Further, when the ignition switch 54 is turned off, the operation of the steering wheel 14 is prohibited, and the prohibition is also performed by the end regulating / locking device 24. The operation of the end regulation / lock device 24 is performed by the ECU 50 detecting the operation of the ignition switch 54 and determining a command for operating the end regulation / lock device 24 based on the detected signals. This is done by issuing a command to 24.

  Although detailed explanation is omitted, when the electric system fails, the connecting device 18 is operated, and the wheel 16 is steered by the operation force applied to the steering wheel 14. In this case, the restriction on the operation range of the steering wheel 14 is released. The restriction is also released by the end restriction / lock device 24.

  FIG. 2 is a cross-sectional view of the end regulating / locking device 24 (cross-sectional view perpendicular to the rotation axis of the steering shaft 22). A generally annular flange 60 is fixedly fitted on the steering shaft 22. The flange 60 is a component of the end regulating / locking device 24 and can be rotated together with the steering shaft 22. On the outer peripheral portion of the flange 60, eleven concave portions 62 that are recessed in the radial direction and one convex portion 64 that protrudes in the radial direction are formed. The recesses 62 have the same depth and width, and are arranged at equal pitch intervals in the circumferential direction of the flange 60. The height of the convex portion 64 is formed to be substantially equal to the depth of the concave portion 62, and the width of the convex portion 64 is set in consideration of the operation range of the steering wheel 14.

  The end regulating / locking device 24 includes a lock mechanism 66 for realizing the locking function and an end regulating mechanism 68 for realizing the end regulating function. The end regulating mechanism 68, the locking mechanism 66, Are joined to each other at the hinge 69 so as to be pivotable, and the lock mechanism portion 66 and the end regulating mechanism portion 68 are fastened by a bolt 70 so that the housing 20 of the operating device 10 is fixed by them. .

B. Configuration of Lock Mechanism Section The lock mechanism section 66 has a mechanism section main body 72 composed of three parts, and a first engagement pin 74 having a generally cylindrical shape in an internal space provided in the mechanism section main body 72. And a pin holding member 75 that holds the first engagement pin 74. The pin holding member 75 is held by the mechanism unit main body 72. The mechanism main body 72 is provided with a guide hole 76 extending in the radial direction of the steering shaft 22, and the housing 20 is provided with a hole 78. The first engagement pin 74 is movable in the radial direction of the steering shaft 22 in a state where the first engagement pin 74 can be inserted into the housing 20 through the guide hole 76 and the hole 78. Therefore, the first engagement pin 74 can be engaged with the flange 60 provided on the steering shaft 22 in the housing 20. Incidentally, the outer dimension of the first engagement pin 74 in the width direction is slightly smaller than the inner dimension of the recess 62 of the flange 60, and the first engagement pin 74 can be fitted into the recess 62.

  The pin holding member 75 includes a threaded portion 82 having a cylindrical shape and a thread groove 80 formed on the outer periphery, and an extending portion 84 extending to the rear end side (the side far from the steering shaft 22) of the threaded portion 82. It is configured. The extending portion 84 is thinner than the screw portion 82, and the cross-sectional shape thereof is a square. The mechanism body 72 is provided with a guide hole 86 into which the extension portion 84 is fitted. The cross section of the guide hole 86 is also square, and the pin holding member 75 is non-rotatable around its axis and is slidable in the axial direction. Further, as shown in FIG. 3, the screw portion 82 has a hollow structure. In the internal space, the first engagement pin 74 is fitted to the screw portion 82 so as to be able to advance and retract. A compression coil spring 87 is disposed in the internal space, one end of which is fixed to the first engagement pin 74 and the other end is fixed to the screw portion 82 in the internal space. The engagement pin 74 is biased by the elastic reaction force of the compression coil spring 87 and protrudes from the screw portion 82, but has a locked portion 88 so as not to be separated. In other words, the engaging pin 74 is locked in the internal space by the locked portion 88 coming into contact with the locking portion 89 provided in the internal space of the screw portion 82.

  A wheel 90 having the same rotation axis as that of the screw portion 82 is disposed so as to be screwed into the screw groove 80. More specifically, a thread groove is also formed on the inner periphery of the boss portion of the wheel 90, and the wheel 90 is screwed into the thread groove 80 via a bearing ball. The wheel 90 is not movable in the axial direction of the first engagement pin 74 in the internal space of the mechanism main body 72. That is, the wheel 90 and the pin holding member 75 constitute a ball screw mechanism, and the pin holding member 75 holds the first engagement pin 74 in the axial direction by the rotation of the wheel 90. Can move. In addition, a locked plate 91 is fixed to the screw portion 82 of the pin holding member 75, and the movement of the pin holding member 75 is locked by contacting the locked plate 91 with the mechanism portion main body 72. Is limited.

  As can be seen from FIG. 4 showing the AA cross section in FIG. 2, the wheel 90 functions as a worm wheel and meshes with the worm 92 at the outer peripheral portion thereof. The worm 92 is fixed to the motor shaft 96 of the motor 92 fixed to the mechanism unit main body 72. When the motor 94 is rotated, the worm 92 is rotated, and the rotation of the wheel 90 causes the first engagement pin 74 and the pin holding member 75 to move in the axial direction thereof.

  With regard to the operation of the first engagement pin 74, when approaching the steering shaft 22, the first engagement pin 74 is positioned at the forward end in the state shown in FIG. . If the position of the first engagement pin 74 is referred to as an engagement position, the first engagement pin 74 is fitted into the recess 62 of the flange 60 at the engagement position. That is, in this state, the operation of the steering wheel 14 is prohibited. On the other hand, in the state shown in FIG. 5, the first engagement pin 74 is located at the retracted end. If the position of the first engagement pin 74 is called a non-engagement position, the first engagement pin 74 retreats from the concave portion 62 of the flange 60 and does not contact the convex portion 64 at the non-engagement position. . That is, in this state, the prohibition of the operation of the steering wheel 14 is released. Incidentally, when the first engagement pin 74 is in the non-engagement position, the locked portion 88 of the first engagement pin 74 is locked to the locking portion 89 inside the screw portion 82, The first engagement pin 74 is in a state of most protruding from the screw portion 82.

  The lock mechanism portion 66 configured as described above can be considered to have a first engagement pin moving device that selectively moves the first engagement pin 74 between the engagement position and the non-engagement position. Incidentally, the first engagement pin moving device includes a pin holding member 75, a wheel 90, a locked plate 91, a worm 92, a motor 94, and the like.

C. Configuration of End Control Mechanism Unit The end control mechanism unit 68 includes a mechanism unit main body 100 and a lid 102, and a rotating member 104 in an internal space surrounded by the mechanism unit main body 100 and the lid 102. And a second engagement pin 106 that is connected to it and has a generally cylindrical shape. The mechanism body 100 is provided with a guide hole 108 extending in the radial direction of the steering shaft 22, and the housing 20 is provided with a hole 110. The second engagement pin 106 is movable in the radial direction of the steering shaft 22 in a state where the second engagement pin 106 can be inserted into the housing 20 through the hole 110. Therefore, the tip end portion (the end portion on the side close to the steering shaft 22) of the second engagement pin 106 can be engaged with the side surface of the convex portion 64 in the housing 20.

  The rotating member 104 is integrally formed including the first arm portion 114, the second arm portion 116, the balance weight portion 118, and the bearing portion 120, and is fixed to the mechanism body 100 at the bearing portion 120. The rotary shaft 122 is rotatably attached. The rotation member 104 will be described in detail. One end of the second engagement pin 106 (the end far from the steering shaft 22) is rotatably connected to the tip of the first arm 114. Further, the distal end portion of the second arm portion 116 is connected to a solenoid pin 126 that is a mover of the solenoid 124 attached to the mechanism portion main body 100.

  In addition, a torsion coil spring 128 is disposed in the bearing portion 120, and the spring reaction force thereof causes the second engagement pin 106 to be separated from the steering shaft 22 in the radial direction of the steering shaft 22. It acts on the rotating member 104.

  In the end regulating mechanism 68 configured as described above, when the solenoid 124 is energized, the solenoid 124 pulls the solenoid pin 126, so that the rotating member 104 is rotated against the reaction force of the torsion coil spring 128. It is done. Accordingly, the second engagement pin 106 is moved so as to approach the steering shaft 22 in the radial direction of the steering shaft 22. On the other hand, when the solenoid 124 is not energized, the rotating member 104 is rotated by the reaction force of the torsion coil spring 128, and the second engagement pin 106 is separated from the steering shaft 22 in the radial direction of the steering shaft 22. Moved in the direction.

  With regard to the operation of the second engagement pin 106, the case where the second engagement pin 106 approaches the steering shaft 22 is referred to as advance, and the case where the second engagement pin 106 moves away is referred to as reverse. In the state shown in FIG. To do. If the position of the second engagement pin 106 is referred to as the engagement position, the second engagement pin 106 does not fit into the recess 62 and can contact the side surface of the projection 64 at the engagement position. It is in. That is, when the flange 60 is rotated by the operation of the steering wheel 14, the side surface of the convex portion 64 comes into contact with the distal end portion of the second engagement pin 106. Therefore, in this state, the operation of the steering wheel 14 is restricted. On the other hand, in the state shown in FIG. 2, the second engagement pin 106 is located at the retracted end. If the position of the second engagement pin 106 is called a non-engagement position, the side surface of the convex portion 64 is in a position where it cannot contact the second engagement pin 106 in the non-engagement position. That is, even if the flange 60 is rotated by the operation of the steering wheel 14, the side surface of the convex portion 64 cannot come into contact with the distal end portion of the second engagement pin 106. Therefore, in this state, the restriction on the operation of the steering wheel 14 is released.

  The end restriction mechanism 68 configured as described above can be considered as a second engagement pin moving device that selectively moves the second engagement pin 106 between the engagement position and the non-engagement position. Incidentally, the second engaging pin moving device includes the rotating member 104, the solenoid 124, and the like.

D. Operation of Lock Mechanism Part and End Restriction Mechanism Part The lock mechanism part 66 and the end restriction mechanism part 68 are respectively connected to the first engagement pin 74 and the second engagement mechanism according to a command issued by the ECU 50 based on whether the ignition switch 54 is OFF or ON. The combination pin 106 is moved. More specifically, when the vehicle is in a normal traveling state and the ignition switch 54 is turned on, as shown in FIG. 5, the first engagement engagement pin 74 is positioned at the non-engagement position. Thus, the operation of the steering wheel 14 is allowed, the second engagement pin 106 is positioned at the engagement position, and the operation range of the steering wheel 14 is in a restricted state.

  When the ignition switch 54 is switched from ON to OFF, the first engagement pin 74 and the second engagement pin 106 are moved to the state shown in FIG. That is, in the lock mechanism portion 66, the first engagement pin 74 is moved forward to be positioned at the engagement position, and is fitted into any of the recesses 62 of the flange 60. Therefore, the steering shaft 22 is locked and the operation of the steering wheel 14 is prohibited. In this case, in the end regulating mechanism portion 68, the second engagement pin 106 is retracted and is positioned at the non-engagement position. Therefore, the restriction on the operation range of the steering wheel 14 is released.

  Incidentally, when the first engagement pin 74 is moved forward, when the first engagement pin 74 abuts between the two recesses 62 of the flange 60, it does not fit into any of the recesses 62. Become. At this time, the compression coil spring 87 is compressed, and the first engagement pin 74 is pushed into the internal space of the screw portion 82. Even in this case, when the steering wheel 14 is operated to rotate the steering shaft 22, the first engagement pin 74 is pushed out from the internal space of the screw portion 82 by the compression reaction force of the compression coil spring 87. It fits into one of the recesses 62. That is, by operating the steering wheel 14, the engagement pin 72 is positioned at the engagement position, and at that time, a locked state in which the operation of the steering wheel 14 is prohibited is realized.

  On the other hand, when the ignition switch 54 is switched from OFF to ON, the first engagement pin 74 and the second engagement pin 106 are moved to the state shown in FIG. In other words, in the lock mechanism portion 66, the first engagement pin 74 is retracted to be positioned at the non-engagement position, retracts from the recess 62 of the flange 60, and the operation of the steering wheel 14 is allowed. In the end regulating mechanism 68, the second engagement pin 106 is advanced and moved to the engagement position. In this state, the operation of the steering wheel 14 is restricted to the operation range, and the operation range is restricted to the set angle range. Specifically, from the rotational angle position of the steering shaft 22 when one of the both side ends of the convex portion 64 is in contact with the second engagement pin 106, the other of the both side ends of the convex portion 64 is the second engagement pin 106. The operation range of the steering wheel 14 is restricted to the range in which the steering shaft 22 is rotated up to the rotational angle position of the steering shaft 22 when it is in contact with the steering wheel 22.

  In the state where the ignition switch 54 is ON, for example, when the electric system fails, the wheel 16 is not steered by the steered motor 32 provided in the steered device 12. In this case, as described above, the coupling device 18 is operated, and the wheel 16 is steered by the operation force applied to the steering wheel 14. In this case, since the solenoid 124 is not energized, the second engagement pin 106 is retracted to the non-engagement position shown in FIG. 6 by the reaction force of the torsion coil spring 128. In a state where the second engagement pin 106 is located at the non-engagement position, the second engagement pin 106 does not contact the convex portion 64 of the flange 60 and the restriction of the operation range of the steering wheel 14 is released. . Furthermore, the operation of the steering wheel 14 in a state where the restriction of the operation range is released is allowed. Since the restriction on the operation range can be released, the ratio of the steering amount of the wheel 16 to the operation amount of the steering wheel 14 can be reduced, and in the steering system, the turning by the driver's operation force can be achieved. The rudder can be facilitated.

  As described above, in the steering operation device 10 according to the present invention, the end regulating mechanism portion having the end regulating function and the locking function are provided by the single flange 60 having the two types of engaged portions of the concave portion 62 and the convex portion 64. An end regulating / locking device integrated with the lock mechanism portion is realized, and the steering operation device 10 can be made compact and simple.

DESCRIPTION OF SYMBOLS 10 Steering operation apparatus 14 Steering wheel 24 End control | locking / locking device 54 Ignition switch 60 Flange 62 Concave part 64 Protrusion part 66 Locking mechanism part 68 End restriction | limiting mechanism part 74 1st engagement pin 106 2nd engagement pin

Claims (1)

A steering operation device used in a steer-by-wire type steering system,
A steering operation member operated by the driver;
A steering shaft that holds the steering operation member at one end and is rotatably held by the vehicle body,
An annular flange that is fixedly fitted to the steering shaft and has a plurality of recesses that are each recessed in the radial direction and a protrusion that protrudes in the radial direction on the outer periphery of the steering shaft;
A first engagement pin that is disposed so as to be able to approach and separate in a radial direction with respect to the steering shaft, and a front end portion of which can be engaged with the flange;
An engagement position that allows the first engagement pin to be fitted into any of the plurality of recesses of the flange, and the tip of the first engagement pin does not fit into any of the plurality of recesses; A first engaging pin moving device that selectively moves to a non-engaging position that does not contact the convex portion of the flange;
A second engagement pin that is disposed so as to be able to approach and separate in a radial direction with respect to the steering shaft, and a front end portion of which can be engaged with a convex portion of the flange;
The second engagement pin has an engagement position in which the front end portion thereof does not fit into the concave portion of the flange and allows the convex portion of the flange to abut on the front end portion, and the convex portion on the front end portion. A second engagement pin moving device that selectively moves to a non-engagement position that does not abut,
With
(a) In a state where the first engagement pin is located at the engagement position, a state in which the operation of the steering operation member is prohibited is realized, and (b) the first engagement pin is in the non-engagement position. And a state in which the operation of the steering operation member is permitted in a state where the operation range of the steering operation member is restricted in a state where the second engagement pin is located at the engagement position. c) When the first engagement pin is located at the non-engagement position and the second engagement pin is located at the non-engagement position, the restriction on the operation range of the steering operation member is released. A steering operation device configured to realize a state in which the operation of the steering operation member is permitted.

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