JP2010188930A - Steering input device and steering control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering input device and steering control device, capable of reducing the size of a reaction force motor and a clutch. <P>SOLUTION: The reaction force motor 8 as a reaction force applying mechanism adds a steering load to a steering handle 2. A first deceleration means 9 as a transmission mechanism decelerates the output rotation speed of the reaction force motor 8 for its transmission to a steering shaft 5. A clutch mechanism 10 as a disconnection mechanism disconnects the transmission of torque between the transmission mechanism and a steering shift mechanism 15. A steering shift motor 13 as a steering shift force applying mechanism adds a steering shift force to the steering shift mechanism. A control section 30 regulates the reaction force motor 8 and a steering shift motor 13 in response to the operation status of a vehicle, while it disconnects the clutch mechanism 10 when the reaction force motor 8 or the steering shift motor 13 can be properly driven and connects the clutch mechanism 10 when either of them cannot be properly driven. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention mechanically separates the steering mechanism from the steering handle by a connection / disconnection mechanism that switches between connection and disconnection of the input shaft and output shaft, and switches between transmission / non-transmission of power, and the steering mechanism is changed according to the steering amount. The present invention relates to a steer-by-wire steering input device and a steering control device.

  In steer-by-wire steering input devices and steering control devices that have a clutch mechanism as a connecting / disconnecting mechanism between the steering handle and the steering mechanism, this clutch mechanism is released during normal system operation, but the system fails Sometimes a clutch mechanism is engaged so that the steering wheel operation is directly transmitted to the steering mechanism to change the direction of the steering wheel. Thereby, the safety | security of a vehicle is securable. In addition, when the steering mechanism reaches the stroke end, the clutch mechanism is engaged and the stroke end of the steering mechanism is presented to the driver so that the driver cannot turn the steering handle in an increasing direction. Can do. This can prevent the cable reel installed on the steering handle from being broken.

  A reaction force side gear that is arranged on a rotating shaft between the steering unit and the clutch and accelerates output rotation to the clutch, and a clutch that can reduce the torque capacity of the clutch mechanism of the steering input device and the steering control device There is known a vehicle equipped with a steered side gear that is disposed on a rotating shaft between the steering unit and decelerates output rotation to the steered unit (see, for example, Patent Document 1).

JP 2007-8337 A

  However, in the thing of patent document 1, although size reduction of a clutch is examined, size reduction of the reaction force motor which presents the road surface reaction force which a tire receives to a handle is not examined. In order to output a large force with a reaction force motor, the motor becomes large. When the reaction force motor is large, not only the vehicle mountability is deteriorated but also the power consumption of the motor is increased, which is not preferable from the viewpoint of energy saving.

  An object of the present invention is to provide a steering input device and a steering control device capable of miniaturizing a reaction force motor and a clutch.

(1) In order to solve the above-described object, the present invention is provided between a reaction force applying mechanism that applies a steering load to a steering handle, a steering shaft connected to the steering handle, and the reaction force applying mechanism. A transmission mechanism that decelerates an output rotational speed of the reaction force application mechanism and transmits the output rotation speed to the steering shaft; and a steering mechanism that transmits rotation of the steering shaft to a steered wheel and the reaction force application mechanism, or A connection / disconnection mechanism that is provided between the steering mechanism and the speed change mechanism and parallel to the reaction force applying mechanism, and that connects / disconnects transmission of rotational force between the speed change mechanism and the steering mechanism; It is intended to provide.
With this configuration, the reaction force motor and the clutch can be reduced in size.

  (2) In the above (1), preferably, a reduction mechanism provided on the steering mechanism side of the connection / disconnection mechanism is provided.

  (3) In the above (2), preferably, the speed reduction mechanism decelerates so that a ratio of a rotation angle of the steering wheel to a rotation angle of the steered wheel falls within a range of 12-22.

(4) In the above (2), preferably, the speed reduction ratio of the speed reduction mechanism is such that the speed increase of the speed change mechanism is canceled.
(5) In the above (1), preferably, the reaction mechanism imparting speed increased by the speed change mechanism and the rotational speed of the connecting / disconnecting mechanism are decelerated by the steering mechanism.

  (6) In the above (1), preferably, a steering angle detecting means for detecting a steering angle of the steering handle is provided between the transmission mechanism and the connection / disconnection mechanism.

  (7) In the above (1), preferably, the speed change mechanism, the reaction force application mechanism, and the connection / disconnection mechanism are accommodated in the same case.

  (8) In the above (2), preferably, the speed change mechanism and the speed reduction mechanism are constituted by a plurality of gears, and at least one gear made of resin is used.

(9) In order to solve the above object, the present invention provides a reaction force applying mechanism that applies a steering load to a steering handle, and a steering shaft connected to the steering handle and the reaction force applying mechanism. A speed change mechanism that decelerates the output rotation speed of the reaction force application mechanism and transmits it to the steering shaft; and a steering mechanism that transmits the rotation of the steering shaft to the steered wheels and the reaction force application mechanism. Or a connecting / disconnecting mechanism that is provided between the turning mechanism and the speed change mechanism and in parallel with the reaction force applying mechanism, and connects / disconnects transmission of rotational force between the speed change mechanism and the turning mechanism. A steering force applying mechanism that applies a steering force to the steering mechanism, and the reaction force applying mechanism and the steering force applying mechanism according to a driving state of the vehicle, and the reaction force applying mechanism or When the steering force applying mechanism can be driven normally Cutting the Kidan connection mechanism is obtained by such a control unit for connecting the disengaging mechanism when not properly performed.
With this configuration, the reaction force motor and the clutch can be reduced in size.

  (10) In the above (9), preferably, a deceleration mechanism is provided on the turning mechanism side of the connection / disconnection mechanism.

  (11) In the above (9), preferably, the turning force applying mechanism is provided between the connection / disconnection mechanism and the speed reduction mechanism.

  (12) In the above (9), preferably, the speed change mechanism and the speed reduction mechanism are composed of a plurality of gears, and at least one of them is made of a resin gear.

(13) Further, in order to solve the above object, the present invention provides a reaction force application mechanism that applies a steering load to a steering handle, and a steering shaft connected to the steering handle and the reaction force application mechanism. A transmission mechanism that decelerates and transmits the output rotational speed of the reaction force application mechanism to the steering shaft; and an output shaft opposite to the transmission mechanism of the reaction force application mechanism; or the reaction force application mechanism Is connected to the output shaft of the speed change mechanism in parallel, and includes a connection / disconnection mechanism for switching permission or restriction of rotation of the input shaft.
With this configuration, the reaction force motor and the clutch can be reduced in size.

  (14) In the above (13), preferably, the output side member to which the speed change mechanism or the reaction force application mechanism of the connection / disconnection mechanism is not connected is fixed directly or indirectly to the vehicle.

  (15) In the above (13), preferably, the output side member to which the speed change mechanism or the reaction force applying mechanism of the connection / disconnection mechanism is not connected is fixed to the vehicle via an elastic member.

  (16) In the above (13), preferably, the connection / disconnection mechanism is connected in an energized state.

(17) In order to solve the above object, the present invention provides a reaction force applying mechanism that applies a steering load to a steering handle, and a steering shaft connected to the steering handle and the reaction force applying mechanism. A transmission mechanism that decelerates and transmits the output rotational speed of the reaction force application mechanism to the steering shaft; and an output shaft opposite to the transmission mechanism of the reaction force application mechanism; or the reaction force application mechanism Are connected to the output shaft of the speed change mechanism in parallel, and a connecting / disconnecting mechanism for switching permission or restriction of rotation of the input shaft, and a connecting / disconnecting mechanism connected to a steered wheel and mechanically separated from the connecting / disconnecting mechanism. A steering force imparting mechanism that imparts a steering force to the rudder mechanism, and the reaction force imparting mechanism and the steered force imparting mechanism according to the driving state of the vehicle, and according to the steering angle of the steered wheels Allow the input shaft to rotate or It is obtained as a control unit for controlling switching of the control.
With this configuration, the reaction force motor and the clutch can be reduced in size.

  (18) In the above (17), preferably, the control unit switches connection / disconnection of the connection / disconnection mechanism in accordance with a turning angle of the steered wheel.

  (19) In the above (17), preferably, the control unit is configured to connect the connection / disconnection mechanism when the steered wheel is equal to or larger than a predetermined steered angle.

  (20) In the above (17), preferably, the control unit is configured to connect the connection / disconnection mechanism when the steering input device is in a system OFF state.

  According to the present invention, the reaction force motor and the clutch can be miniaturized.

Hereinafter, the configuration and operation of the steering input device and the steering control device according to the first embodiment of the present invention will be described with reference to FIGS.
First, the configuration of the vehicle steering device including the steering input device and the steering control device according to the present embodiment will be described with reference to FIG.
FIG. 1 is a block diagram illustrating a configuration of a vehicle steering apparatus including a steering input device and a steering control device according to a first embodiment of the present invention.

  The steering handle 2 is gripped by the driver and steered in the direction in which the vehicle is to be advanced. The vehicle steering device 1 includes a steering actuator 17, a steering actuator 3, and a control unit 30. The steering actuator 17 provided on the steering handle 2 side and the steering actuator 3 provided on the steered wheel 4 side are mechanically separated by a clutch mechanism 10. The left and right steered wheels 4 are steered according to the steering amount of 2. The steering actuator 17 and the steering actuator 3 are each housed in a case (not shown).

  The steering actuator 17 detects the steering amount of the steering handle 2 and applies a force acting on the steered wheel 4 to the steering handle 2 as a steering reaction force. The steered actuator 3 steers the steered wheel 4 according to the steering amount of the steering handle 2. The control unit 30 includes a reaction force control unit 32, a clutch control unit 34, and a turning force control unit 36, and controls the steering actuator 17 and the turning actuator 3 based on signals from various sensors.

  The steering actuator 17 includes a steering shaft 5, a steering angle sensor 6, a torque sensor 7, a reaction force motor 8, a first reduction means 9, a connecting shaft 16, and a clutch mechanism 10. The steering shaft 5 is an input shaft connected to the steering handle 2. The steering angle sensor 6 is a steering angle detection unit that detects the steering angle of the steering handle 2. The reaction force motor 8 is a reaction force application mechanism that generates a steering reaction force (reaction force torque) with respect to the steering handle 2. The first reduction means 9 is a speed change mechanism that increases the torque of the reaction force motor 8. The torque sensor 7 detects the steering torque input from the steering handle 2 by the driver. The clutch mechanism 10 is a connecting / disconnecting mechanism that fastens and releases the steering side that is the steering handle 2 side and the steered side that is the steered wheel 4 side.

  The steered actuator 3 includes a steered shaft 11, a steered angle sensor 12, a steered motor 13, a second speed reducer 14, and a rack and pinion mechanism 15. The connecting shaft 16 connects the reaction force motor 8 and the clutch mechanism 10. The turning shaft 11 connects the turning actuator 3 and the clutch mechanism 10. The turning angle sensor 12 detects the turning angle of the turning wheel 4. The steered motor 13 is a power source that steers the left and right steered wheels 4 and is a steered force applying mechanism that drives the steered shaft 11. The second reduction means 14 enlarges the torque of the steered motor 8 and transmits power to the steered shaft 11. The rack and pinion mechanism 15 converts the rotational motion of the steered shaft 11 into linear motion. The link mechanism 26 includes a tie rod and a knuckle arm that are connected to the rack and pinion mechanism 15 and change the direction of the steered wheels 4. Note that the rack and pinion mechanism 15 and the link mechanism 26 described above are turning mechanisms.

  Here, the steering shaft 5, the reaction force motor 8, the first reduction means 9, and the clutch mechanism 10 constitute a steering input device of the present embodiment. Moreover, the steering control apparatus of this embodiment is comprised by adding the steering motor 13 and the control part 30 to the structure of a steering input device.

  The turning actuator 3 is provided with a mechanical rotation restricting mechanism that restricts the turning range of the turning wheel 4. The mechanical rotation restricting mechanism of the steered actuator 3 is, for example, a stopper provided at the rack end of the rack and pinion mechanism 15, but other mechanisms may be used as long as the same effect can be obtained. In addition, the edge part of this steering range is called a stroke end.

  There are the following four drive patterns of the reaction force motor 8 that applies reaction force to the steering handle 2 operated by the driver. In the first case, the reaction motor 8 is rotated in the direction opposite to the steering direction of the steering handle 2, and the driver feels a resistance force from the steering handle 2. The second is a case where the reaction force motor 8 is rotated in the same direction as the steering direction, and the driver returns the steering handle 2 to the neutral position (the position of the steering handle 2 where the vehicle goes straight). The driver can feel the assist force from the steering handle 2. Third, the reaction motor 8 generates a force corresponding to a so-called self-aligning torque that acts when the driver releases his hand from the state in which the steering handle 2 is turned off, and the steering handle 2 is automatically set to the neutral position. return. Fourthly, the steering handle 2 is stopped and held at an arbitrary angle. As described above, the driver can receive the force generated by the reaction force motor 8 from the steering handle 2.

Here, the configuration of the reaction force motor 8 used in the steering input device and the steering control device according to the present embodiment will be described with reference to FIG.
FIG. 2 is a block diagram showing a configuration of a reaction force motor used in the steering input device and the steering control device according to the first embodiment of the present invention.

  The reaction force motor 8 is a double-shaft type electric motor. As shown in FIG. 2, shafts 8a and 8b are provided up and down from the motor body, and the driving force of the reaction motor 8 can be transmitted to the shafts 8a and 8b. Further, the shafts 8a and 8b rotate at the same speed.

  A first speed reduction means 9 is connected to the shaft 8 a on the steering handle 2 side of the reaction force motor 8. The first speed reduction means 9 has an output shaft 9a.

  As shown in FIG. 1, the steering handle 2 is attached to the output shaft of the first reduction means 9 via the steering shaft 5. The clutch mechanism 10 is connected to the shaft 8 b (FIG. 2) on the steered wheel 4 side of the reaction force motor 8 via a connecting shaft 16. When the gear ratio of the first reduction means 9 is N1 (N1> 1) and the rotational speed of the output shaft 9a is ω1, the rotational speed ω2 of the shafts 8a and 8b of the reaction motor 8 is N1 × ω1, and the steering handle 2 The shafts 8a and 8b of the reaction force motor 8 and the connecting shaft 16 connected to the clutch mechanism 10 are rotated at a higher speed than the number of rotations of the steering shaft 5 rotated by.

  The first speed reduction means 9 is a speed reduction mechanism using a planetary gear, a parallel shaft gear train, and the like, and may be other if the same effect can be obtained. Further, the first reduction means 9 may not be coaxial with the reaction force motor 8 and the steering shaft 5. The reaction force motor 8 and the first reduction means 9 are fixed to a vehicle-side frame (not shown).

  The torque sensor 7 detects torque acting on the steering shaft 5 by detecting the twist angle of the steering shaft 5.

  The clutch mechanism 10 is a mechanism for fastening (connecting) and releasing (disconnecting) the connecting shaft 16 and the steered shaft 11, and is a mechanism for connecting and disconnecting the steering side and the steered side of the vehicle steering device 1. Although the clutch mechanism 10 is normally released when the system is operating, the clutch mechanism 10 is engaged when the system fails, and the operation of the steering handle 2 is directly transmitted to the steering actuator 3 so that the direction of the steered wheels 4 can be changed. . Thereby, the safety | security of a vehicle is securable. Further, when the steering actuator 3 reaches the stroke end, the clutch mechanism 10 is engaged and the stroke end of the steering actuator 3 is presented to the driver so that the steering handle 2 cannot be turned in the direction of increasing. . This is to prevent a cable reel (not shown) installed on the steering handle 2 from breaking. The cable reel has a reel structure in which the cable can be pulled out and taken up. The cable of the switches installed on the steering handle 2 can be pulled out and taken up by the operation of the steering handle 2. It is.

  Note that when the steering actuator 3 reaches the stroke end, the clutch mechanism 10 is not engaged and a large torque is generated by the reaction force motor 8 to transmit the stroke end position to the driver. This is not preferable because the motor 8 is increased in size and cost.

  The clutch mechanism 10 is released when energized and is engaged when de-energized. This is because the clutch mechanism 10 is securely engaged even when the power supply or the power supply line fails. At the time of system stop such as ignition OFF, the clutch mechanism 10 is in a non-energized state, and the clutch mechanism 10 can be engaged. Thereby, since the driver cannot move the steering handle 2 when the system is stopped, it is possible to prevent displacement of the steering handle 2 and the steered wheels 4 when the system is stopped.

  Further, during normal system operation, the steering side of the steering handle 2 and the steered side of the steered wheel 4 are separated by the clutch mechanism 10, so that the steered amount of the steered wheel 4 with respect to the steered amount of the steering handle 2 is set to the vehicle. It is also possible to change the direction of the steered wheels 4 by driving the steered actuator 3 without steering input from the steering handle 2. Thus, in the vehicle steering apparatus 1, the direction of the steered wheels 4 can be flexibly changed by the steered actuator 3 in accordance with the traveling state of the vehicle such as the speed of the vehicle, the degree of turning of the vehicle, and the presence or absence of acceleration / deceleration.

  As described above, the steering actuator 3 is driven by the steering motor 13 during normal system operation, and is driven by the steering handle 2 via the clutch mechanism 10 when the system fails.

  The steered motor 13 that is a power source for steering the steered wheels 4 is an electric motor, and power is transmitted to the steered shaft 11 via the second speed reduction means 14. The turning motor 13 can be reduced in size by the installation of the second reduction means 14. The second speed reduction means 14 is a speed reduction mechanism using a parallel shaft gear train, a worm gear, or the like, and may be other as long as the same effect can be obtained.

In the control unit 30, the reaction force control unit 32 controls the reaction force motor 8 that is an actuator so that a reaction force corresponding to the steering torque detected by the torque sensor 7 and the driving torque of the turning motor 13 is generated. . The clutch control unit 34 controls the steered motor 13 based on the steering angle detected by the steering angle sensor 6. The turning force control unit 36 includes information on the turning angle sensor 12, vehicle speed, vehicle running state information such as turning degree of the vehicle and presence / absence of acceleration / deceleration, abnormality information of the vehicle steering device 1 and device stop information. The clutch mechanism 10 controls the switching of the engagement / disengagement of the clutch mechanism 10 based on the above, etc. The clutch mechanism 10 is a dead band when the steering handle 2 is instantly engaged at the time of system failure and the steering handle 2 is rotated counterclockwise from the clockwise direction. It is preferable that there is little (again). Further, it is desirable that the clutch mechanism 10 has a compact structure and low power consumption in consideration of vehicle mountability. Considering these, it is preferable that the clutch mechanism 10 performs a fastening / release operation depending on whether or not a roller called a two-way clutch is engaged with a wedge portion formed by an input shaft and an output shaft. The present invention is not limited to this, and may be other as long as the same effect can be obtained.
The clutch mechanism 10 needs to be designed so as not to be damaged even when a large torque is applied to the input shaft or the output shaft. When the clutch mechanism 10 is a two-way clutch as described above, the contact stress when the roller contacts the input shaft or the output shaft must be designed to be smaller than the allowable stress of the material. Although details are omitted, in order to reduce the contact stress, the input shaft diameter, the output shaft diameter, the roller diameter, etc. must be increased, leading to an increase in the size of the two-way clutch.
Therefore, in the steering input device and the steering control device of the present embodiment, the torque acting on the clutch mechanism 10 is reduced in order to reduce the size of the clutch mechanism 10. At this time, considering the downsizing of the reaction force motor 8 and not increasing the mechanical elements, the reaction force motor 8 is a double-axis motor, and the first reduction means 9 is provided on the steering handle 2 side of the reaction force motor 8. Is installed. As a result, the output torque of the reaction force motor 8 is increased by the first reduction means 9 and transmitted to the steering shaft 5, so that the reaction force motor 8 can be reduced in size. On the other hand, as will be described later with reference to FIG. 3, the output torque of the reaction force motor 8 is directly transmitted to the clutch mechanism 10 without passing through the speed reduction means, so that the input torque of the clutch mechanism 10 can be reduced. Can be miniaturized.

Next, the reason why the torque acting on the clutch mechanism 10 is reduced in the steering input device and the steering control device according to the present embodiment will be described with reference to FIG.
FIG. 3 is an explanatory diagram illustrating the reason why the torque acting on the clutch mechanism 10 becomes small in the steering input device and the steering control device according to the first embodiment of the present invention.

The gear ratio of the first speed reduction means 9 is N1, the gear ratio of the second speed reduction means 14 is N2, and the gear ratio until transmission from the rack and pinion mechanism 15 to the steered wheels 4 via the link mechanism 26 (hereinafter referred to as “rack N3 is referred to as “and-pinion mechanism / steering wheel gear ratio”. Here, the mechanical efficiency of each speed reduction mechanism is set to 1 for simple consideration. Further, as shown in FIG. 3, the first speed reduction means 9 increases in speed from the steering shaft 5 in the direction of the reaction force motor 8, and the second speed reduction means 14 increases in speed in the direction from the steering shaft 11 to the steering motor 13. Like to do. The gear ratio between the rack and pinion mechanism and the steered wheels is set so as to decelerate from the rack and pinion mechanism 15 toward the steered wheels 4. That is, the connecting shaft 16 and the steered shaft 11 connected to the clutch mechanism 10 have a higher rotational speed (the steered angle in the case of the steered wheels 4) than the steering handle 2 and the steered wheels 4.
Assuming that the rotation speed of the steering handle 2 is ω1 and the applied torque is T1, the rotation speed is N1 · ω1 and the applied torque is T1 / N1 on the connecting shaft 16, the clutch mechanism 10 and the steered shaft 11, and acts on the clutch mechanism 10. Therefore, the clutch mechanism 10 can be made smaller. At this time, since the torque of the reaction force motor 8 is also T1 / N1, when the reaction force motor 8 presents a reaction force to the steering handle 2, a small output motor is sufficient. Therefore, the clutch mechanism 10 and the reaction force motor 8 can be realized by installing the first speed reduction means 9.

  Since the steered shaft 11 side of the clutch mechanism 10 can be decelerated by the gear ratio N3 between the rack and pinion mechanism and the steered wheel, when the applied torque at the steering handle 2 is T1, the torque at the steered wheel 4 is T1 · (N3 / N1). When setting so that N3> N1, the steered wheel 4 can be easily steered by the steering handle 2.

  Further, the gear ratio of the turning angle of the steered wheels 4 with respect to the rotation of the steering handle 2 when the first speed reduction means 9 is not installed is N3 '. Since the gear ratio of the turning angle of the steered wheel 4 with respect to the rotation of the steering handle 2 when the first speed reduction means 9 is installed is N3 / N1, this gear ratio is constant regardless of the presence or absence of the first speed reduction means 9. In this case, N3 ′ <N3. That is, by installing the first speed reduction means 9 on the steering handle 2 side of the reaction force motor 8, the steered shaft 11 rotates at a higher speed than when the first speed reduction means 9 is not installed. Therefore, since the gear ratio of the second reduction means 14 can be reduced and the output of the steering motor 13 can be reduced, the second reduction means 14 and the steering motor 13 can be reduced in size. The overall size can be reduced.

  Contrary to the above, when the applied torque T2 acts on the steered wheel 4, the torque acting on the clutch mechanism 10 is T2 / N3. Considering the same as above, since N3 ′ <N3, the torque acting on the clutch mechanism 10 is reduced by the installation of the first reduction means 9.

  Since the torque acting on the clutch mechanism 10 can be reduced as described above, the clutch mechanism 10 can be reduced in size.

  In this example, the connecting shaft 16 and the steered shaft 11 connected to the clutch mechanism 10 accelerated by the first speed reducing means 9 are decelerated by the rack and pinion mechanism 15 and the link mechanism 26. The reduction ratio of the rack and pinion mechanism 15 and the link mechanism 26 is such that the ratio of the rotation angle of the steering handle 2 to the rotation angle of the steered wheel 4 (so-called overall gear ratio) is in the range of 12-22. . As a result, the driver can easily steer the steered wheels 4 by steering the steering handle 2.

  As described above, according to this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism. Can be realized.

Next, the configuration and operation of the steering input device and the steering control device according to the second embodiment of the present invention will be described with reference to FIG.
FIG. 4 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to the second embodiment of the present invention.

  The vehicle steering device 1 of the present embodiment is different from the vehicle steering device 1 shown in FIG. The reaction force motor 8 in FIG. 4 is a single-axis type electric motor and has one output shaft. The output shaft of the first speed reduction means 9 enables the reaction force motor 8 and the clutch mechanism 10 to be connected in parallel.

  In FIG. 4, a parallel shaft gear train is used as the first reduction means 9 to connect the reaction force motor 8 and the clutch mechanism 10 above and below the output shaft. It doesn't matter. The configuration other than the above is the same as in the first embodiment.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of the steering input device and the steering control device according to the third embodiment of the present invention will be described with reference to FIG.
FIG. 5 is a block diagram illustrating a configuration of a vehicle steering apparatus including a steering input device and a steering control device according to a third embodiment of the present invention.

  The vehicle steering apparatus 1 according to the present embodiment is different from the vehicle steering apparatus 1 shown in FIG. 1 in that the third reduction means 24 is installed between the turning angle sensor 12 and the rack and pinion mechanism 15. . In the embodiment shown in FIG. 1, the speed increased by the first speed reducer 9 is reduced by the rack and pinion mechanism 15 and the link mechanism 26. However, in the present embodiment, the third speed reducer 24 and the rack and pinion are used. The mechanism 15 and the link mechanism 26 decelerate the speed increase of the first speed reduction means 9.

In order to allow the driver to easily steer the steered wheel 4 by steering the steering handle 2, the ratio of the rotational angle of the steering handle 2 to the rotational angle of the steered wheel 4 (overall gear ratio) is 12 It is necessary to set so as to be in the range of 22 to 22. The third decelerating means 24 is provided because of the ratio of the rotation angle of the steering handle 2 to the rotation angle of the steered wheel 4 by the rack and pinion mechanism 15 and the link mechanism 26 due to space restrictions on the vehicle side (overall gear ratio). This is because it may not be possible to set the range of 12 to 22. Therefore, the ratio of the rotation angle of the steering handle 2 to the rotation angle of the steered wheel 4 (overall gear ratio) is in the range of 12 to 22 by the third reduction means 24, the rack and pinion mechanism 15 and the link mechanism 26. Decided to set. The speed reduction ratio of the third speed reduction means 24 may be a speed reduction ratio that cancels out the speed increase of the first speed reduction means 9.
Further, the third deceleration means 24 is installed between the steering angle sensor 12 and the rack and pinion mechanism 15 because the steering wheel 4 is installed by installing the steering angle sensor 12 on the steering shaft 11 having a high rotational speed. This is because the steering angle sensor 12 can detect even a slight movement of the above. As a result, the steered angle sensor 12 having a coarser resolution can be used, so that the cost can be reduced.
The steering actuator 17 includes a steering shaft 5, a steering angle sensor 6, a torque sensor 7, a reaction force motor 8, a first reduction means 9, a connecting shaft 16, and a clutch mechanism 10. The turning actuator 3 includes a turning shaft 11, a turning angle sensor 12, a turning motor 13, a second reduction means 14, a third reduction means 24, and a rack and pinion mechanism 15. The steering actuator 17 and the steering actuator 3 are housed in cases (not shown).
The first speed reduction means 9, the second speed reduction means 14, and the third speed reduction means 24 are composed of a plurality of gears as described above. As the gear trains of the first speed reduction means 9, the second speed reduction means 14, and the third speed reduction means 24, at least one gear may be made of resin. Thereby, the noise reduction of the 1st deceleration means 9, the 2nd deceleration means 14, and the 3rd deceleration means 24 can be achieved. The configuration other than the above is the same as in the first embodiment.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

  Further, the overall gear ratio can be easily set in the range of 12 to 22.

Next, the configuration and operation of the steering input device and the steering control device according to the fourth embodiment of the present invention will be described with reference to FIG.
FIG. 6 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a fourth embodiment of the present invention.

  The present embodiment is different from the vehicle steering apparatus 1 shown in FIG. 4 in that the third reduction means 24 is installed between the turning angle sensor 12 and the rack and pinion mechanism 15. The effect of installing the third reduction means 24 is the same as that of the third embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

  Further, the overall gear ratio can be easily set in the range of 12 to 22.

Next, the configuration and operation of the steering input device and the steering control device according to the fifth embodiment of the present invention will be described with reference to FIG.
FIG. 7 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a fifth embodiment of the present invention.

  The present embodiment is a vehicle steering device 1 having a so-called pinion assist type steering actuator 3 as in the vehicle steering device 1 shown in FIG. Steering shaft 5, steering angle sensor 6, torque sensor 7, first speed reduction means 9, reaction force motor 8, coupling shaft 16, clutch mechanism 10, steered shaft 11, steered motor 13, second speed reducer 14, steering The angle sensor 12 and the rack and pinion mechanism 15 are housed in a single case (not shown). Other than the above, the second embodiment is the same as the first embodiment shown in FIG.

  Unlike FIG. 7, only the steering angle sensor 6 may have a separate structure on the steering handle 2 side.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of the steering input device and the steering control device according to the sixth embodiment of the present invention will be described with reference to FIG.
FIG. 8 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a sixth embodiment of the present invention.

  The present embodiment is a vehicle steering apparatus 1 having a so-called pinion assist type steering actuator 3 as in the vehicle steering apparatus 1 shown in FIG. Steering shaft 5, steering angle sensor 6, torque sensor 7, first speed reduction means 9, reaction force motor 8, coupling shaft 16, clutch mechanism 10, steered shaft 11, steered motor 13, second speed reducer 14, steering The angle sensor 12 and the rack and pinion mechanism 15 are housed in a single case (not shown). Other than the above, the second embodiment is the same as the second embodiment shown in FIG.

  Unlike FIG. 8, only the steering angle sensor 6 may have a separate structure on the steering handle 2 side.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of the steering input device and the steering control device according to the seventh embodiment of the present invention will be described with reference to FIG.
FIG. 9 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a seventh embodiment of the present invention.

  The present embodiment is a vehicle steering apparatus 1 having a so-called pinion assist type steering actuator 3 as in the vehicle steering apparatus 1 shown in FIG. Steering shaft 5, steering angle sensor 6, torque sensor 7, first speed reduction means 9, reaction force motor 8, coupling shaft 16, clutch mechanism 10, steered shaft 11, steered motor 13, second speed reducer 14, steering In this structure, the angle sensor 12, the third reduction means 24, and the rack and pinion mechanism 15 are housed in one case (not shown). Other than the above, the third embodiment is the same as the third embodiment shown in FIG.

  Unlike FIG. 9, only the steering angle sensor 6 may have a separate structure on the steering handle 2 side.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

  Further, the overall gear ratio can be easily set in the range of 12 to 22.

Next, the configuration and operation of the steering input device and the steering control device according to the eighth embodiment of the present invention will be described with reference to FIG.
FIG. 10 is a block diagram showing a configuration of a vehicle steering apparatus including a steering input device and a steering control device according to an eighth embodiment of the present invention.

  The present embodiment is a vehicle steering apparatus 1 having a so-called pinion assist type steering actuator 3 in the same manner as the vehicle steering apparatus 1 shown in FIG. Steering shaft 5, steering angle sensor 6, torque sensor 7, first speed reduction means 9, reaction force motor 8, coupling shaft 16, clutch mechanism 10, steered shaft 11, steered motor 13, second speed reducer 14, steering In this structure, the angle sensor 12, the third reduction means 24, and the rack and pinion mechanism 15 are housed in one case (not shown). Other than the above, the fourth embodiment is the same as the fourth embodiment shown in FIG.

  Unlike FIG. 10, only the steering angle sensor 6 may be a separate structure on the steering handle 2 side.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

  Further, the overall gear ratio can be easily set in the range of 12 to 22.

Next, the configuration and operation of the steering input device and the steering control device according to the ninth embodiment of the present invention will be described with reference to FIG.
FIG. 11 is a block diagram showing a configuration of a vehicle steering apparatus including a steering input device and a steering control device according to a ninth embodiment of the present invention.

  The vehicle steering apparatus 1 shown in FIG. 11 has a so-called rack assist type steering actuator 3. The steering shaft 5, the steering angle sensor 6, the torque sensor 7, the first speed reducing means 9, the reaction force motor 8, the connecting shaft 16, and the clutch mechanism 10 are housed in a case (not shown) and installed near the steering handle 2. The steered shaft 11, the steered motor 13, the second reduction means 14, the steered angle sensor 12, and the rack and pinion mechanism 15 are housed in one case (not shown). Other than the above, the second embodiment is the same as the first embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of the steering input device and the steering control device according to the tenth embodiment of the present invention will be described with reference to FIG.
FIG. 12 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a tenth embodiment of the present invention.

  The vehicle steering apparatus 1 shown in FIG. 12 has a so-called rack assist type steering actuator 3. The steering shaft 5, the steering angle sensor 6, the torque sensor 7, the first speed reducing means 9, the reaction force motor 8, the connecting shaft 16, and the clutch mechanism 10 are housed in a case (not shown) and installed near the steering handle 2. The steered shaft 11, the steered motor 13, the second reduction means 14, the steered angle sensor 12, and the rack and pinion mechanism 15 are housed in one case (not shown). Other than the above, the second embodiment is the same as the second embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of the steering input device and the steering control device according to the eleventh embodiment of the present invention will be described with reference to FIG.
FIG. 13 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to an eleventh embodiment of the present invention.

  The vehicle steering apparatus 1 shown in FIG. 13 has a so-called rack assist type steering actuator 3. The steering shaft 5, the steering angle sensor 6, the torque sensor 7, the first speed reduction means 9, the reaction force motor 8, the coupling shaft 16, the clutch mechanism 10, and the third speed reduction means 24 are housed in a case (not shown) near the steering handle 2. It is installed. The steered shaft 11, the steered motor 13, the second reduction means 14, the steered angle sensor 12, and the rack and pinion mechanism 15 are housed in one case (not shown).

  Since the rack assist type steering actuator 3 directly applies a steering force to the rack by the steering motor 13, the third reduction means 24 is provided between the clutch mechanism 10 and the rack and pinion mechanism 15. Other than the above, the third embodiment is the same as the third embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

  Further, the overall gear ratio can be easily set in the range of 12 to 22.

Next, the configuration and operation of a steering input device and a steering control device according to a twelfth embodiment of the present invention will be described with reference to FIG.
FIG. 14 is a block diagram showing a configuration of a vehicle steering apparatus including a steering input device and a steering control device according to a twelfth embodiment of the present invention.

  The vehicle steering apparatus 1 shown in FIG. 14 has a so-called rack assist type steering actuator 3. The steering shaft 5, the steering angle sensor 6, the torque sensor 7, the first speed reduction means 9, the reaction force motor 8, the coupling shaft 16, the clutch mechanism 10, and the third speed reduction means 24 are housed in a case (not shown) near the steering handle 2. It is installed. The steered shaft 11, the steered motor 13, the second reduction means 14, the steered angle sensor 12, and the rack and pinion mechanism 15 are housed in one case (not shown). Similar to the eleventh embodiment shown in FIG. 13, the third reduction means 24 is provided between the clutch mechanism 10 and the rack and pinion mechanism 15. Other than the above, the fourth embodiment is the same as the fourth embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

  Further, the overall gear ratio can be easily set in the range of 12 to 22.

Next, the configuration and operation of a steering input device and a steering control device according to a thirteenth embodiment of the present invention will be described with reference to FIG.
FIG. 15 is a block diagram showing a configuration of a vehicle steering apparatus including a steering input device and a steering control device according to a thirteenth embodiment of the present invention.

  The vehicle steering device 1 shown in FIG. 15 has a so-called rack assist type steering actuator 3 in the same manner as the vehicle steering device 1 shown in FIG. Steering shaft 5, steering angle sensor 6, torque sensor 7, first speed reduction means 9, reaction force motor 8, coupling shaft 16, clutch mechanism 10, steered shaft 11, steered motor 13, second speed reducer 14, steering The angle sensor 12 and the rack and pinion mechanism 15 are housed in one case (not shown). Other than the above, this embodiment is the same as the ninth embodiment shown in FIG. Unlike FIG. 15, only the steering angle sensor 6 may have a separate structure on the steering handle 2 side.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of the steering input device and the steering control device according to the fourteenth embodiment of the present invention will be described with reference to FIG.
FIG. 16 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a fourteenth embodiment of the present invention.

  The vehicle steering device 1 shown in FIG. 16 has a so-called rack assist type steering actuator 3 in the same manner as the vehicle steering device 1 shown in FIG. Steering shaft 5, steering angle sensor 6, torque sensor 7, first speed reduction means 9, reaction force motor 8, coupling shaft 16, clutch mechanism 10, steered shaft 11, steering motor 13, second speed reduction means 14, The rudder angle sensor 12 and the rack and pinion mechanism 15 are housed in a single case (not shown). Except for the above, this embodiment is the same as the tenth embodiment shown in FIG. Unlike FIG. 16, only the steering angle sensor 6 may have a separate structure on the steering handle 2 side.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of the steering input device and the steering control device according to the fifteenth embodiment of the present invention will be described with reference to FIG.
FIG. 17 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a fifteenth embodiment of the present invention.

  The vehicle steering device 1 shown in FIG. 17 has a so-called rack assist type steering actuator 3 in the same manner as the vehicle steering device 1 shown in FIG. Steering shaft 5, steering angle sensor 6, torque sensor 7, first deceleration means 9, reaction force motor 8, coupling shaft 16, clutch mechanism 10, third deceleration means 24, steered shaft 11, steered motor 13, second The deceleration means 14, the turning angle sensor 12, and the rack and pinion mechanism 15 are housed in one case (not shown). Other than the above, the configuration is the same as that of the eleventh embodiment shown in FIG. Unlike FIG. 17, only the steering angle sensor 6 may have a separate structure on the steering handle 2 side.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

  Further, the overall gear ratio can be easily set in the range of 12 to 22.

Next, the configuration and operation of the steering input device and the steering control device according to the sixteenth embodiment of the present invention will be described with reference to FIG.
FIG. 18 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a sixteenth embodiment of the present invention.

  The vehicle steering device 1 shown in FIG. 18 has a so-called rack assist type steering actuator 3 in the same manner as the vehicle steering device 1 shown in FIG. Steering shaft 5, steering angle sensor 6, torque sensor 7, first deceleration means 9, reaction force motor 8, coupling shaft 16, clutch mechanism 10, third deceleration means 24, steered shaft 11, steered motor 13, second The deceleration means 14, the turning angle sensor 12, and the rack and pinion mechanism 15 are housed in one case (not shown). Other than the above, this embodiment is the same as the twelfth embodiment shown in FIG. Unlike FIG. 18, only the steering angle sensor 6 may have a separate structure on the steering handle 2 side.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

  Further, the overall gear ratio can be easily set in the range of 12 to 22.

Next, the configuration and operation of a steering input device and a steering control device according to a seventeenth embodiment of the present invention will be described with reference to FIG.
FIG. 19 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a seventeenth embodiment of the present invention.

  The vehicle steering apparatus 1 shown in FIG. 19 has a so-called column assist type steering actuator 3. Steering shaft 5 excluding the rack and pinion mechanism 15, steering angle sensor 6, torque sensor 7, first reduction means 9, reaction force motor 8, connection shaft 16, clutch mechanism 10, turning shaft 11, turning motor 13, first 2 The decelerating means 14 and the turning angle sensor 12 are housed in one case (not shown) and installed near the steering handle 2. Other than the above, the second embodiment is the same as the first embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of a steering input device and a steering control device according to an eighteenth embodiment of the present invention will be described with reference to FIG.
FIG. 20 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to an eighteenth embodiment of the present invention.

  The vehicle steering apparatus 1 shown in FIG. 20 has a so-called column assist type steering actuator 3. Steering shaft 5 excluding the rack and pinion mechanism 15, steering angle sensor 6, torque sensor 7, first reduction means 9, reaction force motor 8, connection shaft 16, clutch mechanism 10, turning shaft 11, turning motor 13, first 2 The decelerating means 14 and the turning angle sensor 12 are housed in one case (not shown) and installed near the steering handle 2. Other than the above, the second embodiment is the same as the second embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of a steering input device and a steering control device according to a nineteenth embodiment of the present invention will be described using FIG.
FIG. 21 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a nineteenth embodiment of the present invention.

  The vehicle steering apparatus 1 shown in FIG. 21 has a so-called column assist type steering actuator 3. Steering shaft 5 excluding the rack and pinion mechanism 15, steering angle sensor 6, torque sensor 7, first reduction means 9, reaction force motor 8, connection shaft 16, clutch mechanism 10, turning shaft 11, turning motor 13, first The two speed reducing means 14, the turning angle sensor 12, and the third speed reducing means 24 are housed in one case (not shown) and are installed in the vicinity of the steering handle 2. Other than the above, the third embodiment is the same as the third embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

  Further, the overall gear ratio can be easily set in the range of 12 to 22.

Next, the configuration and operation of the steering input device and the steering control device according to the twentieth embodiment of the present invention will be described with reference to FIG.
FIG. 22 is a block diagram showing a configuration of a vehicle steering apparatus including a steering input device and a steering control device according to a twentieth embodiment of the present invention.

  The vehicle steering apparatus 1 shown in FIG. 22 has a so-called column assist type steering actuator 3. Steering shaft 5 excluding the rack and pinion mechanism 15, steering angle sensor 6, torque sensor 7, first reduction means 9, reaction force motor 8, connection shaft 16, clutch mechanism 10, turning shaft 11, turning motor 13, first The two speed reducing means 14, the turning angle sensor 12, and the third speed reducing means 24 are housed in one case (not shown) and are installed in the vicinity of the steering handle 2. Other than the above, the fourth embodiment is the same as the fourth embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

  Further, the overall gear ratio can be easily set in the range of 12 to 22.

Next, the configuration and operation of the steering input device and the steering control device according to the twenty-first embodiment of the present invention will be described with reference to FIG.
FIG. 23 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a twenty-first embodiment of the present invention.

  FIG. 23 is different from the vehicle steering device 1 shown in FIG. 1 in that there is no steered shaft 11. Further, a plurality of steering angle sensors 6 and steering angle sensors 12 are provided to provide redundancy. It is also possible to provide a plurality of reaction force motors 8 and steering motors 13 that are actuators.

  In this way, by providing redundancy to the sensors and actuators, even if an abnormality occurs in a part of the system, the steering angle of the steering handle 2 is detected and the steered wheel 4 is reliably turned by the steered actuator 3. You can steer.

  23 has a configuration in which an output shaft that is not on the steering handle 2 side of the clutch mechanism 10 is connected to the vehicle body. The output shaft that is not on the steering handle 2 side of the clutch mechanism 10 may be directly connected to the vehicle main body, or may be indirectly connected via another member.

  The vehicle steering apparatus 1 of the present embodiment is configured to fasten the clutch mechanism 10 in accordance with the turning angle detected by the turning angle sensor 12. The control unit 30 is configured to engage the clutch mechanism 10 when the steered wheel 4 becomes equal to or larger than a preset steered angle. This set angle is an angle indicating that the steering actuator 3 has reached the vicinity of the stroke end. In this embodiment, it is not necessary to fasten the clutch mechanism 10 and connect the steering handle 2 to the steered actuator 3 when the system fails. However, the clutch mechanism 10 is fastened when the steered actuator 3 reaches the vicinity of the stroke end. Thus, the stroke end of the steered actuator 3 can be presented to the driver. Thereby, the rotation of the steering handle 2 can be stopped by installing the clutch mechanism 10 with low power consumption without installing the large reaction force motor 8, so that the cord reel is not damaged.

  As described above, the clutch mechanism 10 is released when energized and is engaged when de-energized. At the time of system stop such as ignition OFF, the clutch mechanism 10 is in a non-energized state, and the clutch mechanism 10 can be engaged. Thereby, since the driver cannot move the steering handle 2 when the system is stopped, it is possible to prevent displacement of the steering handle 2 and the steered wheels 4 when the system is stopped.

  In the first to twentieth embodiments, the clutch is released by energization so that the clutch can be securely engaged when the system fails. However, in the system with redundancy shown in FIG. 23, the clutch mechanism 10 is used for presenting the stroke end of the steered actuator 3, so that the power consumption can be suppressed by engaging the clutch when energized. . In this case, the steering handle 2 is locked by another mechanism (not shown) when the system is stopped. The configuration other than the above is the same as that of the first embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of the steering input device and the steering control device according to the twenty-second embodiment of the present invention will be described with reference to FIG.
FIG. 24 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a twenty-second embodiment of the present invention.

  FIG. 24 is different in that the vehicle steering apparatus 1 shown in FIG. 23 and the output shaft that is not on the steering handle 2 side of the clutch mechanism 10 are connected to the vehicle body via an elastic member 25. By installing the elastic member 25, it is possible to mitigate the impact on the vehicle steering device 1 and the vehicle body when the steering actuator 3 reaches the stroke end. The elastic member 25 uses a spring or rubber, but other members may be used as long as the same effect can be obtained. Other configurations are the same as those in the twenty-first embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of a steering input device and a steering control device according to a twenty-third embodiment of the present invention will be described with reference to FIG.
FIG. 25 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a twenty-third embodiment of the present invention.

  The vehicle steering apparatus 1 shown in FIG. 25 is different from the vehicle steering apparatus 1 shown in FIG. The reaction force motor 8 is a single-axis type electric motor and has one output shaft. The output shaft of the first speed reduction means 9 enables the reaction force motor 8 and the clutch mechanism 10 to be connected in parallel. In FIG. 25, a parallel shaft gear train is used as the first speed reduction means 9 to connect the reaction force motor 8 and the clutch mechanism 10 above and below the output shaft. It does not matter. The configuration other than the above is the same as that of the twenty-first embodiment shown in FIG.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of the steering input device and the steering control device according to the twenty-fourth embodiment of the present invention will be described with reference to FIG.
FIG. 26 is a block diagram showing a configuration of a vehicle steering device including a steering input device and a steering control device according to a twenty-fourth embodiment of the present invention.

  The vehicle steering apparatus 1 shown in FIG. 26 is different from the vehicle steering apparatus 1 shown in FIG. 25 in that the output shaft that is not on the steering handle 2 side of the clutch mechanism 10 is connected to the vehicle body via the elastic member 25. . By installing the elastic member 25, it is possible to mitigate the impact on the vehicle steering device 1 and the vehicle body when the steering actuator 3 reaches the stroke end. Other configurations are the same as those in the twenty-second embodiment shown in FIG.

  Although a plurality of embodiments of the steering input device and the steering control device have been described as described above, these are commonly used on the shaft accelerated by the first reduction means 9 that increases the rotational speed of the steering shaft 5. A reaction force motor 8 and a clutch mechanism 10 are installed. Thereby, the torque which acts on the clutch mechanism 10 and the required output of the reaction force motor 8 can be reduced. The vehicle steering apparatus 1 shown in FIGS. 1 and 4 to 26 can be selected according to the size of the vehicle, the mounting space, and the system of the steer-by-wire system.

  Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

Next, the configuration and operation of a steering input device and a steering control device according to a twenty-fifth embodiment of the present invention will be described with reference to FIG.
FIG. 27 is a block diagram showing a configuration of a vehicle steering apparatus including a steering input device and a steering control device according to a twenty-fifth embodiment of the present invention.

  In this embodiment, the installation position of the steering angle sensor 6 is installed between the reaction force motor 8 and the clutch mechanism 10 to detect the rotation angle of the connecting shaft 16. Except for the installation position of the steering angle sensor 6, it is the same as the vehicle steering apparatus 1 shown in FIG.

  In the vehicle steering apparatus 1 shown in FIG. 27, since the rotational speed of the connecting shaft 16 is faster than the steering shaft 5, even the slight movement of the steering handle 2 can be detected by the steering angle sensor 6. Therefore, since the steering angle sensor 6 having a coarser resolution 5 can be used, the cost can be reduced. In the vehicle steering apparatus 1 shown in FIGS. 4 to 26, the same effect can be obtained by detecting the rotation angle of the connecting shaft 16 with the steering angle sensor 6.

Also in this embodiment, the rotational speed of the reaction force motor and the clutch mechanism can be made faster than that of the input shaft by arranging one speed reduction mechanism, so that the reaction force motor and the clutch mechanism can be reduced in size.

1 is a block diagram illustrating a configuration of a vehicle steering apparatus including a steering input device and a steering control device according to a first embodiment of the present invention. It is a block diagram which shows the structure of the reaction force motor used for the steering input device and steering control apparatus by the 1st Embodiment of this invention. It is explanatory drawing of the reason for which the torque which acts on the clutch mechanism 10 becomes small in the steering input device and steering control device by the 1st Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by the 2nd Embodiment of this invention. It is a block diagram which shows the structure of the steering apparatus for vehicles provided with the steering input device and steering control apparatus by the 3rd Embodiment of this invention. It is a block diagram which shows the structure of the steering apparatus for vehicles provided with the steering input device and steering control apparatus by the 4th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by the 5th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by the 6th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by the 7th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by the 8th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by the 9th Embodiment of this invention. It is a block diagram which shows the structure of the steering apparatus for vehicles provided with the steering input device and steering control apparatus by 10th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by 11th Embodiment of this invention. It is a block diagram which shows the structure of the steering apparatus for vehicles provided with the steering input device and steering control apparatus by the 12th Embodiment of this invention. It is a block diagram which shows the structure of the steering apparatus for vehicles provided with the steering input device and steering control apparatus by 13th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by 14th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by 15th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by 16th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by 17th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by 18th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by 19th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by 20th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by 21st Embodiment of this invention. It is a block diagram which shows the structure of the steering apparatus for vehicles provided with the steering input device and steering control apparatus by 22nd Embodiment of this invention. It is a block diagram which shows the structure of the steering apparatus for vehicles provided with the steering input device and steering control apparatus by 23rd Embodiment of this invention. It is a block diagram which shows the structure of the steering apparatus for vehicles provided with the steering input device and steering control apparatus by 24th Embodiment of this invention. It is a block diagram which shows the structure of the steering device for vehicles provided with the steering input device and steering control apparatus by 25th Embodiment of this invention.

DESCRIPTION OF SYMBOLS 1 ... Vehicle steering apparatus 2 ... Steering handle 3 ... Steering actuator 4 ... Steering wheel 5 ... Steering shaft 6 ... Steering angle sensor 7 ... Torque sensor 8 ... Reaction force motor 8a, 8b ... Shaft 9 ... 1st deceleration means 9a ... output shaft 10 ... clutch mechanism 11 ... steering shaft 12 ... steering angle sensor 13 ... steering motor 14 ... second reduction means 15 ... rack and pinion mechanism 16 ... connecting shaft 17 ... steering actuator 24 ... third reduction means 25 ... elastic member 26 ... link mechanism 30 ... control unit 32 ... reaction force control unit 34 ... clutch control unit 36 ... steering force control unit

Claims (20)

A reaction force application mechanism that applies a steering load to the steering handle;
A speed change mechanism that is provided between a steering shaft connected to the steering handle and the reaction force application mechanism, and that decelerates an output rotation speed of the reaction force application mechanism and transmits the output rotation speed to the steering shaft;
Between the steering mechanism that transmits the rotation of the steering shaft to the steered wheel and the reaction force applying mechanism, or between the steering mechanism and the speed change mechanism, and provided in parallel with the reaction force applying mechanism. And a connecting / disconnecting mechanism for connecting / disconnecting transmission of rotational force between the speed change mechanism and the steering mechanism. The steering input device according to claim 1, wherein
A steering input device comprising a speed reduction mechanism provided on the steering mechanism side of the connection / disconnection mechanism. The steering input device according to claim 2, wherein
The speed reduction mechanism decelerates so that the ratio of the rotation angle of the steering wheel to the rotation angle of the steered wheel falls within a range of 12 to 22. The steering input device according to claim 1, wherein
A steering input device, wherein the steering mechanism decelerates the rotational speed of the reaction force applying mechanism and the connecting / disconnecting mechanism increased by the speed change mechanism by the steering mechanism. The steering input device according to claim 2, wherein
The steering input device according to claim 1, wherein a speed reduction ratio of the speed reduction mechanism is such that an increase in speed of the speed change mechanism is canceled. The steering input device according to claim 1, wherein
A steering input device comprising steering angle detection means for detecting a steering angle of the steering handle between the transmission mechanism and the connection / disconnection mechanism. The steering input device according to claim 1, wherein
A steering input device characterized in that the speed change mechanism, the reaction force applying mechanism, and the connection / disconnection mechanism are accommodated in the same case. The steering input device according to claim 2, wherein
The speed change mechanism and the speed reduction mechanism are composed of a plurality of gears, and at least one of the gears made of resin is used. A reaction force application mechanism that applies a steering load to the steering handle;
A speed change mechanism that is provided between a steering shaft connected to the steering handle and the reaction force application mechanism, and that decelerates an output rotation speed of the reaction force application mechanism and transmits the output rotation speed to the steering shaft;
Between the steering mechanism that transmits the rotation of the steering shaft to the steered wheel and the reaction force applying mechanism, or between the steering mechanism and the speed change mechanism, and provided in parallel with the reaction force applying mechanism. A connection / disconnection mechanism for connecting / disconnecting transmission of rotational force between the transmission mechanism and the steering mechanism;
A turning force applying mechanism for applying a turning force to the turning mechanism;
The reaction force application mechanism and the turning force application mechanism are controlled according to the driving state of the vehicle, and the connection / disconnection mechanism is disconnected when the reaction force application mechanism or the steering force application mechanism can be driven normally. And a control unit that connects the connecting / disconnecting mechanism when it cannot be normally performed. The steering control device according to claim 9, wherein
A steering control device comprising a speed reduction mechanism on the steering mechanism side of the connection / disconnection mechanism. The steering control device according to claim 9, wherein
The steering control device is characterized in that the turning force applying mechanism is provided between the connection / disconnection mechanism and the speed reduction mechanism. The steering control device according to claim 10, wherein
The speed change mechanism and the speed reduction mechanism are composed of a plurality of gears, and at least one of the gears made of resin is used. A reaction force application mechanism that applies a steering load to the steering handle;
A speed change mechanism that is provided between a steering shaft connected to the steering handle and the reaction force application mechanism, and that decelerates an output rotation speed of the reaction force application mechanism and transmits the output rotation speed to the steering shaft;
The output shaft of the reaction force applying mechanism opposite to the speed change mechanism, or the reaction force applying mechanism is connected in parallel to the output shaft of the speed change mechanism, and the switching to allow or restrict the rotation of the input shaft is switched. A steering input device comprising a contact mechanism. The steering input device according to claim 13, wherein
The steering input device, wherein the output side member to which the speed change mechanism or the reaction force application mechanism of the connection / disconnection mechanism is not connected is fixed directly or indirectly to the vehicle. The steering input device according to claim 13, wherein
The steering input device, wherein the output side member to which the speed change mechanism or the reaction force application mechanism of the connection / disconnection mechanism is not connected is fixed to the vehicle via an elastic member. The steering control device according to claim 13, wherein
The steering control device, wherein the connection / disconnection mechanism is connected in an energized state. A reaction force application mechanism that applies a steering load to the steering handle;
A speed change mechanism that is provided between a steering shaft connected to the steering handle and the reaction force application mechanism, and that decelerates an output rotation speed of the reaction force application mechanism and transmits the output rotation speed to the steering shaft;
The output shaft of the reaction force applying mechanism opposite to the speed change mechanism, or the reaction force applying mechanism is connected in parallel to the output shaft of the speed change mechanism, and the switching to allow or restrict the rotation of the input shaft is switched. Contact mechanism,
A turning force applying mechanism that applies a turning force to the turning mechanism that is connected to the turning wheels and mechanically separated from the connection and disconnection mechanism;
A control unit that controls the reaction force application mechanism and the turning force application mechanism in accordance with the driving state of the vehicle, and switches and controls the permission or restriction of the rotation of the input shaft in accordance with the turning angle of the steered wheels. A steering control device comprising: The steering control device according to claim 17, wherein
The said control part switches connection / disconnection of the said connection / disconnection mechanism according to the steering angle of the said steering wheel, The steering control apparatus characterized by the above-mentioned. The steering control device according to claim 17, wherein
The said control part connects the said connection / disconnection mechanism when the said steering wheel is more than a predetermined turning angle, The steering control apparatus characterized by the above-mentioned. The steering input device according to claim 17, wherein
The said control part connects the said connection / disconnection mechanism, when a steering input device is a system OFF state, The steering control apparatus characterized by the above-mentioned.

Images