JP2014054916A - Steering gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering gear that can improve antitheft performance by a simple configuration.SOLUTION: A vehicle steering gear 10 comprises: a steering wheel 12 for steering a vehicle; a turning actuator 24 for turning a wheel; a back-up clutch 20 constituted to enable mechanical connection between the steering wheel 12 and the turning actuator 24; and an end regulation mechanism 13 constituted to enable regulation of an operation range of the steering wheel 12. When an ignition switch of the vehicle is in an OFF state, the back-up clutch 20 is set to mechanically interconnect the steering wheel 12 and the turning actuator 24, and the end regulation mechanism 13 is set to regulate the operation range of the steering wheel 12 to a predetermined range.

Description

    The present invention relates to a vehicle steering apparatus, and more particularly to a steer-by-wire steering apparatus.

  In recent years, various systems relating to steering of automobiles, so-called steer-by-wire systems, have been developed for practical use. Conventional vehicles generally have a steering wheel and steered wheels mechanically coupled through a mechanism such as a rack and pinion. However, in the steer-by-wire system, there is no such mechanical connection, and the input from the driver, for example, the torque and the steering angle are detected by a sensor, and in addition to the information from other vehicle sensors, A suitable steering angle is obtained, the steering angle command value is sent to the steering actuator, and the wheels are actually steered.

  Steering devices that employ a steer-by-wire system usually have a backup clutch between the steering wheel and the steered wheel, and even if the system fails, the steering wheel and the steerer are mechanically connected. Steering performance can be secured.

  In addition, a steering device that employs a steer-by-wire system usually has a function of restricting the steering wheel to a set operation range for the convenience of steering operation because the steering wheel and the steering device are not mechanically connected. Hereinafter, an end restriction mechanism for realizing an “end restriction function” as appropriate is provided.

  Further, in addition to such an end regulating mechanism, a function for prohibiting the operation of the steering wheel (hereinafter referred to as appropriate) from the viewpoint of preventing theft when the vehicle is not being used, that is, when the ignition switch is turned off. A steering device is known in which a steering lock mechanism that realizes a “steering lock function” includes a steering device (see, for example, Patent Document 1).

JP 2010-173592 A

  In the steering system described in Patent Document 1, an end restriction mechanism and a steering lock mechanism are separately provided in order to realize both an end restriction function and a steering lock function. Therefore, the steering device having such a structure has room for improvement from the viewpoint of the simplicity of the structure.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a steering apparatus that can improve theft prevention with a simple configuration.

  In order to solve the above problems, a steering apparatus according to an aspect of the present invention mechanically connects a steering member that steers a vehicle, a steering mechanism that steers wheels, and the steering member and the steering mechanism. A clutch configured to be capable of being controlled; and an end regulating mechanism configured to be able to regulate the operation range of the steering member. When the vehicle ignition switch is in the OFF state, the clutch is set to mechanically connect the steering member and the steering mechanism, and the end regulating mechanism regulates the operation range of the steering member to a predetermined range. Set to do.

  According to this aspect, when the ignition switch is in the OFF state, even if an attempt is made to operate the steering member to move the vehicle, the operation range of the steering member is limited by the end regulating mechanism. As a result, a sufficient turning angle for moving the vehicle cannot be obtained, so that a steering lock function can be achieved and the antitheft property of the vehicle can be improved.

  When the ignition switch is in the ON state, the clutch is set to release the connection between the steering member and the steering mechanism, and the end regulating mechanism regulates the operation range of the steering member to a predetermined range. It may be set.

  When a failure occurs in the steering device, the clutch is set to mechanically connect the steering member and the steering mechanism, and the end restriction mechanism releases the restriction of the operation range of the steering member. It may be set to do.

  The steering gear ratio at the time of non-steer-by-wire steering in which the steering member and the steering mechanism are mechanically connected is the steering gear ratio at the time of steer-by-wire steering in which the connection between the steering member and the steering mechanism is released It may be set larger than.

  Another aspect of the present invention is also a steering device. The apparatus includes a steering member for steering a vehicle, a steering mechanism for steering wheels, a clutch configured to mechanically connect the steering member and the steering mechanism, and an operation range of the steering member. And an end regulating mechanism configured to be capable of regulating. The clutch releases the connection between the steering member and the steering mechanism when the ignition switch of the vehicle is turned on, and when a failure occurs in the steering device and when the ignition switch is turned off. The steering member and the steering mechanism are set to be connected, and the end regulating mechanism releases the regulation of the operation range of the steering member when a failure occurs in the steering device, and otherwise The operation range of the steering member is set to be restricted to a predetermined range.

  According to this aspect, when the ignition switch is in the OFF state, even if an attempt is made to operate the steering member to move the vehicle, the operation range of the steering member is limited by the end regulating mechanism. As a result, a sufficient turning angle for moving the vehicle cannot be obtained, so that a steering lock function can be achieved and the antitheft property of the vehicle can be improved.

  ADVANTAGE OF THE INVENTION According to this invention, the steering device which can improve antitheft with a simple structure can be provided.

It is a figure for demonstrating schematic structure of the vehicle steering device which concerns on embodiment of this invention. It is sectional drawing perpendicular | vertical to the axis | shaft of a backup clutch. It is sectional drawing perpendicular | vertical to the axis | shaft of a backup clutch. It is sectional drawing of the end control mechanism in the state in which the operation range of a steering wheel is controlled. It is sectional drawing of an end control mechanism in the state where the operation range of a steering wheel is not controlled. It is a functional block diagram for demonstrating the structure of the vehicle steering apparatus which concerns on this embodiment. It is a figure which shows the table | surface for demonstrating control of the end control mechanism according to a vehicle state, and a backup clutch.

  The best mode for carrying out the present invention will be described below in detail with reference to the drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and repeated descriptions are omitted as appropriate.

  FIG. 1 is a diagram for explaining a schematic configuration of a vehicle steering apparatus according to an embodiment of the present invention. The vehicle steering apparatus 10 according to the present embodiment is a steering apparatus that employs a steer-by-wire system.

  The vehicle steering apparatus 10 includes a steering wheel 12, an end regulating mechanism 13, a steering angle sensor 14, a steering torque sensor 16, a steering shaft 17, a steering reaction force actuator 18, a backup clutch 20, and a pinion shaft 21. The steering torque sensor 22, the steering actuator 24, the steering angle sensor 26, the steering ECU 30, the power source 32, and the sub power source 33 are provided.

  The steering wheel 12 is disposed on the driver's seat side in the vehicle interior and functions as a steering member that is rotated by the driver to input a steering amount. A steering shaft 17 as a steering shaft is connected to the steering wheel 12. The steering shaft 17 is rotatably supported on the vehicle body side.

  An end regulating mechanism 13, a steering angle sensor 14, a steering torque sensor 16, and a steering reaction force actuator 18 are provided on the steering shaft 17.

  The end regulating mechanism 13 is configured to be able to regulate the operation range of the steering wheel 12 to a predetermined range (hereinafter referred to as “set operation range” as appropriate). It can be said that the end regulating mechanism 13 regulates the rotation range of the steering shaft 17 to the set operation range. The end regulating mechanism 13 regulates and cancels the operating range of the steering wheel 12 based on an instruction from the steering ECU 30.

  The steering angle sensor 14 detects the rotation angle of the steering shaft 17, that is, the steering angle of the steering wheel 12 input from the driver. The steering angle of the steering wheel 12 detected by the steering angle sensor 14 is output to the steering ECU 30. The steering torque sensor 16 detects the rotational torque of the steering shaft 17, that is, the steering torque of the steering wheel 12 input by the driver. The steering torque of the steering wheel 12 detected by the steering torque sensor 16 is output to the steering ECU 30.

  The steering ECU 30 includes, for example, a CPU, a ROM, a RAM, and a data bus that interconnects them, and operates according to a program stored in the ROM. The steering ECU 30 calculates a steering reaction force to be applied to the steering wheel 12 based on the input steering angle information. The steering ECU 30 controls the steering reaction force actuator 18 so as to apply the calculated steering reaction force to the steering wheel 12.

  The steering reaction force actuator 18 includes, for example, a steering reaction force motor and a resolver that detects the rotation angle of the motor. The steering reaction force actuator 18 applies a steering reaction force to the steering wheel 12 via the steering shaft 17 based on an instruction from the steering ECU 30.

  A backup clutch 20 is provided at the wheel side end of the steering shaft 17. The backup clutch 20 is disposed between the steering shaft 17 and the pinion shaft 21 and is configured to mechanically connect and disconnect the steering shaft 17 and the pinion shaft 21 based on an instruction from the steering ECU 30. .

  A steering torque sensor 22 is provided on the pinion shaft 21. The turning torque sensor 22 detects the rotational torque of the pinion shaft 21.

  A steering actuator 24 serving as a steering mechanism is connected to the wheel side end of the pinion shaft 21. The steering actuator 24 includes a rack and pinion mechanism. The steered actuator 24 is configured to be capable of rotationally driving the pinion shaft 21, and is configured to be able to move the steering rack 29 in the vehicle width direction in accordance with an instruction from the steering ECU 30 via a rack and pinion mechanism. . Steering wheels (not shown) are connected to both ends of the steering rack 29 via tie rods (not shown), and the steered wheels are steered according to the movement of the steering rack 29.

  The steered angle sensor 26 detects the amount of displacement of the steered actuator 24, that is, the steered angle of the steered wheels, and outputs the detected value to the steering ECU 30.

  The steering ECU 30 calculates the turning angle of the steered wheel according to the steering angle of the steering wheel 12, and controls the steered actuator 24 so as to give the steered wheel the steered angle.

  The power supply 32 supplies power to the steering ECU 30 when the ignition switch is turned on by the driver. The electric power supplied from the power supply 32 is supplied to various sensors and actuators of the vehicle steering apparatus 10 via the steering ECU 30. When the ignition switch is turned off, the power supply from the power supply 32 to the steering ECU 30 is stopped. On the other hand, the sub power source 33 supplies power to the steering ECU 30 when the power source 32 cannot supply power due to a system failure.

  In the vehicle steering apparatus 10 configured as described above, when the system is normal, the steering shaft 17 and the pinion shaft 21 are mechanically separated by the backup clutch 20 (clutch disengaged state). Since the steering shaft 17 is connected to the steering wheel 12 and the pinion shaft 21 is connected to the steering actuator 24, the steering wheel 12 and the steering actuator 24 are separated. It can also be said that the steering wheel 12 and the steered wheel are separated. When the driver operates the steering wheel 12 in this state, the steering angle sensor 14 detects the steering angle of the steering wheel 12. The steering ECU 30 calculates a turning angle corresponding to the steering angle, and controls the turning motor 23 based on the calculated turning angle. Thereby, the turning angle of the steered wheels can be changed according to the steering angle of the steering wheel 12. Further, the steering ECU 30 calculates a steering reaction force according to the detected steering angle of the steering wheel 12, and controls the steering reaction force actuator 18 based on the steering reaction force. Thereby, a steering reaction force is applied to the steering wheel 12, and the driver can feel the steering reaction force. Hereinafter, the normal steering control as described above is referred to as “steer-by-wire control”.

  On the other hand, when a failure occurs in the system, the steering shaft 17 and the pinion shaft 21 are mechanically connected by the backup clutch 20 (clutch connection state). That is, it can be said that the steering wheel 12 and the steering actuator 24 are connected, and the steering wheel 12 and the steered wheels are connected. When the driver operates the steering wheel 12 in this state, the rotational force of the steering shaft 17 is directly transmitted to the pinion shaft 21, and the steered wheels can be directly steered by operating the steering wheel 12. Hereinafter, the emergency steering control as described above is referred to as “non-steer-by-wire control”.

  Next, the structure of the backup clutch 20 will be described in detail. FIG. 2 is a cross-sectional view perpendicular to the axis of the backup clutch 20.

  The backup clutch 20 includes an annular steering wheel side housing 35, an annular wheel side housing 36, and a plurality of engaging portions provided in the wheel side housing 36 so as to be movable in the radial direction of the wheel side housing 36. And a lock bar 37.

  In the steering wheel side housing 35, a plurality of lock grooves 38 are formed in the circumferential direction at intervals on the inner peripheral surface. The wheel side housing 36 is provided so as to be coaxial with the steering wheel side housing 35, and is arranged so that at least a part thereof overlaps the steering wheel side housing 35 when viewed from the side of the backup clutch 20.

  The steering wheel side housing 35 is connected to the steering shaft 17 (see FIG. 1), and rotates in conjunction with the rotation of the steering wheel 12. The wheel side housing 36 is connected to the pinion shaft 21 (see FIG. 1), and rotates in conjunction with the turning of the steered wheels. The backup clutch 20 further includes an advance / retreat mechanism 40 that advances and retracts the lock bar 37 in a direction toward the lock groove 38. Details of the advance / retreat mechanism 40 will be described later.

  In the backup clutch 20 according to the present embodiment, six lock bars 37 are arranged radially. Each lock bar 37 is slidably supported by an opening 36 a formed on the peripheral surface of the annular wheel-side housing 36.

  A spring receiving member 41 is fixed to the wheel side housing 36. On the outer peripheral surface of the spring receiving member 41, a plurality of convex portions are radially arranged so as to correspond to the lock bars 37. The convex portion supports one end thereof so that the spring 42 as the biasing member does not shift. The other end of the spring 42 is supported by a recess formed in a portion of the lock bar 37 facing the spring receiving member 41. The spring 42 is compressed in the state shown in FIG.

  The advance / retreat mechanism 40 controls the advance / retreat of the lock bar 37 by acting on the rotary bar as an actuator driven by electricity, the spring 42 for urging the lock bar 37 toward the lock groove 38, and the lock bar 37. A pin 43 and a turntable 44 to which the pin 43 is fixed are provided.

  In the rotary solenoid, the shaft 45 rotates in the direction of the arrow R3 shown in FIG. 2 when energized (when the clutch is released), and is shown in FIG. 2 due to the action of an internal return spring when not energized (when the clutch is engaged). The shaft 45 is configured to rotate in the direction of the arrow R4.

  The pin 43 engages with the lock bar 37 in a state where the pin 43 enters a notch groove 37 a provided from the central portion of the lock bar 37 toward the side surface. Further, the pin 43 contacts the notch groove 37a of the lock bar 37 in the clutch released state shown in FIG. 2, and retracts from the notch groove 37a of the lock bar 37 in the clutch connected state described later.

  The turntable 44 is fixed to a rotary solenoid shaft 45, and rotates clockwise or counterclockwise depending on the energization state of the rotary solenoid. At that time, the pin 43 also rotates clockwise or counterclockwise, and the position changes.

  Next, the operation of the backup clutch 20 will be described. As shown in FIG. 2, when the backup clutch 20 is released, that is, when the rotary solenoid is energized, the lock bar 37 and the lock groove 38 are not engaged at all. Therefore, the steering shaft 17 and the pinion shaft 21 are separated from each other, and no rotational force is transmitted between them.

  More specifically, when the rotary solenoid is energized, the rotary disc 44 rotates in the direction of the arrow R3 shown in FIG. 2 together with the rotary solenoid shaft 45. At this time, the lock bar 37 is gradually pulled into the wheel side housing 36 by finally entering the rear side of the notch groove 37a while the pin 43 is in contact with the side wall 37a1 of the notch groove 37a. The lock bar 37 is restricted to a position where the clutch 20 is released.

  FIG. 3 is a cross-sectional view perpendicular to the axis of the backup clutch 20 (clutch connected state).

  When the backup clutch 20 is not energized due to a system failure or the like, the rotary disk 44 that has previously restricted the lock bar 37 by the action of the return spring of the rotary solenoid moves in the direction of the arrow R4 shown in FIG. Rotate to. As a result, the position of the pin 43 in the cutout groove 37a of the lock bar 37 changes, and the pin 43 is retracted from the cutout groove 37a. As a result, the lock bar 37 whose position is regulated by the pin 43 can move toward the lock groove 38 of the steering wheel side housing 35.

  As described above, each of the lock bars 37 is subjected to a force that moves in the radial direction of the wheel side housing 36 toward the lock groove 38 of the steering wheel side housing 35 due to the biasing force of the spring 42, but as shown in FIG. The backup clutch 20 is not configured so that all the lock bars 37 enter the lock grooves 38 as they are.

  That is, depending on the positional relationship between each lock bar 37 (hereinafter sometimes referred to as lock bars 37_1 to 37_6 as appropriate) and each lock groove 38, that is, the positional relationship between the steering wheel side housing 35 and the wheel side housing 36, The combination of the lock bars that enter the lock groove 38 can be variously changed. In the backup clutch 20 shown in FIG. 3, the lock bars 37_1 to 37_3 that enter the lock groove 38 and the lock bars 37_4 to 37_6 that do not enter the lock groove 38 and are in contact with the upper surface of the protrusion 46 between the lock grooves 38. Will exist.

  The state shown in FIG. 3 is a case where the backup clutch 20 is completely engaged, but this state is not always reached at the same time as the energization of the rotary solenoid is released. In the following, the operation until the backup clutch 20 is completely engaged by the normal operation of the steering wheel 12 will be described in more detail.

  For example, when the steering wheel side housing 35 is slightly rotated in the direction of arrow R4 from the state shown in FIG. 3 (the wheel side housing 36 remains in the state shown in FIG. 3), the lock bars 37_2 and 37_3 are locked grooves. 38, the lock bars 37_1, 37_4 to 37_6 are in contact with the upper surface of the protrusion 46 on the inner peripheral wall of the steering wheel side housing 35. In this case, neither of the lock bars 37_2 and 37_3 entering the lock groove 38 is in contact with the side surfaces 38a and 38b of the lock groove 38. Therefore, play exists in the rotational direction between the steering wheel side housing 35 and the wheel side housing 36.

  When the steering wheel side housing 35 is rotated in the arrow R3 direction from this state, the lock bar 37_1 enters the lock groove 38 when the lock bar 37_3 comes into contact with and engages with one side surface 38a of the lock groove 38. The other side surface 38b of the groove 38 is engaged. As a result, as shown in FIG. 3, the steering wheel side housing 35 includes the lock bar 37_1 that enters the lock groove 38_1 and engages the side surface 38b, and the lock bar 37_3 that enters the lock groove 38_3 and engages the side surface 38a. There is almost no play in the rotational direction between the vehicle and the wheel side housing 36 (locked state), and the rotational force of the steering shaft 17 can be reliably transmitted to the pinion shaft 21.

  Thus, in the backup clutch 20 according to the present embodiment, when the plurality of lock bars 37 are moved toward the plurality of lock grooves 38 by the advance / retreat mechanism 40 including the rotary solenoid, the steering wheel side housing 35 and the wheel side Regardless of the rotational phase difference with respect to the housing 36, the lock bar 37_3 that enters one of the plurality of lock grooves 38_3, and the counterclockwise rotation direction with the lock bar 37_3 entering the lock groove 38_3 ( When moving to the side surface 38a on the one rotational direction (arrow R4 direction) side of the two side surfaces 38a and 38b of the lock groove 38_3, the lock is different from the lock groove 38_3. And a lock bar 37_1 entering the groove 38_1. When the lock bar 37_1 enters the lock groove 38_1, the lock bar 37_1 is configured to engage with the side surface 38b on the other rotational direction (arrow R3 direction) side of the two side surfaces 38a and 38b of the lock groove 38_1.

  Thereby, the backup clutch 20 retracts each lock bar 37 from the lock groove 38 by the advance / retreat mechanism 40, so that the vehicle steering apparatus 10 is in a separated state in which no rotational force is transmitted between the steering shaft 17 and the pinion shaft 21. (Clutch release state). On the other hand, in the state where the steering wheel side housing 35 and the wheel side housing 36 are connected by the advance / retreat mechanism 40 (locked state), the backup clutch 20 has one rotation direction (for example, the direction of the arrow R3). , The lock bar 37_3 is engaged with the side surface 38a on the other rotation direction (arrow R4 direction) side of the two side surfaces of the lock groove 38_3. It can be transmitted to the side housing 36. Further, when the steering wheel side housing 35 rotates in the other rotation direction (for example, the direction of the arrow R4), the side surface 38b of the lock bar 37_1 on the one rotation direction (the direction of the arrow R3) of the two side surfaces of the lock groove 38_1. Therefore, the rotational force can be transmitted to the wheel side housing 36 with little play.

  Further, the backup clutch 20 retracts the lock bar 37 from the lock groove 38 with a force larger than the urging force of the spring 42 by the operation when the rotary solenoid is energized, and the spring when the rotary solenoid is not energized. The lock bar 37_2 and the lock bar 37_3 are configured to enter the lock groove 38 by the urging force of 42. As a result, in an emergency when the energization of the rotary solenoid is not performed, the lock bar 37_2 and the lock bar 37_3 enter the lock groove 38, whereby the steering wheel side housing 35 and the wheel side housing 36 are immediately connected. .

  Here, a “deviation angle” is defined as a parameter representing the characteristics of the backup clutch 20. This is the maximum rotation angle required to achieve the clutch engagement state. Whatever the relative phase between the steering wheel side housing 35 and the wheel side housing 36, the clutch engagement state can be achieved by rotating one of the steering wheel side housing 35 and the wheel side housing 36 with respect to the other. The shift angle is determined by the number, width, and pitch of the lock grooves 38, the number, width, and pitch of the lock bars 37. For example, in the backup clutch 20 shown in FIGS. 2 and 3, the deviation angle is about 5 degrees. If the deviation angle is set to be small, the steering shaft 17 and the pinion shaft 21 are mechanically connected by a slight operation of the steering wheel 12 even when the system fails, and the fail-safe response of the vehicle steering apparatus 10 is achieved. Is improved.

  Next, the structure of the end regulating mechanism 13 will be described in detail. FIG. 4 is a cross-sectional view (a cross-sectional view perpendicular to the rotation axis of the steering shaft 17) of the end regulating mechanism 13 in a state where the operation range of the steering wheel 12 is regulated. The steering shaft 17 is formed with a convex portion 48 protruding in the radial direction. The width of the convex portion 48 is set in consideration of the setting operation range of the steering wheel 12.

  The end regulating mechanism 13 includes a mechanism main body 49, a lid 50, and a clamp member 51 rotatably attached to the mechanism main body 49, and the mechanism main body 49 and the clamp member 51 are fastened by a bolt 52. By doing so, the housing 53 of the vehicle steering device 10 is gripped and fixed by them. Further, the end regulating mechanism 13 has a rotating member 54 and a second engagement pin 55 that is connected to the rotating member 54 and has a generally cylindrical shape in an internal space surrounded by the mechanism main body 49 and the lid 50. . The mechanism body 49 is provided with a guide hole 56 extending in the radial direction of the steering shaft 17, and the housing 53 is provided with a hole 57. The second engagement pin 55 is movable in the radial direction of the steering shaft 17 in a state where the second engagement pin 55 can be inserted into the housing 53 through the hole 57. Therefore, the tip of the second engagement pin 55 (the end near the steering shaft 17) can be engaged with the side surface of the convex portion 48 in the housing 53.

  The rotating member 54 is integrally formed including a first arm portion 58, a second arm portion 59, a balance weight portion 60, and a bearing portion 61, and a shaft fixed to the mechanism main body 49 in the bearing portion 61. 62 is rotatably attached. The rotation member 54 will be described in detail. One end of the second engagement pin 55 (the end far from the steering shaft 17) is rotatably connected to the tip of the first arm 58. The distal end of the second arm portion 59 is connected to a solenoid pin 64 that is a mover of the solenoid 63 attached to the mechanism main body 49. The solenoid 63 is a self-holding solenoid, and the solenoid pin 64 operates by energizing the pull side or the push side, respectively, and holds the position when the energization is stopped.

  In the end regulating mechanism 13 configured as described above, when the solenoid 63 is energized to the pull side by the steering ECU 30, the solenoid 63 pulls the solenoid pin 64, so that the turning member 54 is turned (ON state). Accordingly, the second engagement pin 55 is moved so as to approach the steering shaft 17 in the radial direction of the steering shaft 17. On the other hand, when the solenoid 63 is energized to the push side by the steering ECU 30, the solenoid pin 64 is pushed out, so that the rotation member 54 is rotated, and the second engagement pin 55 is in the radial direction of the steering shaft 17. It is moved in a direction away from the steering shaft 17 (OFF state).

  With regard to the operation of the second engagement pin 55, the case where they approach the steering shaft 17 is referred to as forward movement, and the case where they are separated from each other is referred to as reverse movement, the second engagement pin 55 is positioned at the forward end in the state shown in FIG. (ON state). If the position of the second engagement pin 55 is referred to as an engagement position, the side surface of the convex portion 48 is in a position where it can contact the second engagement pin 55 at the engagement position. That is, when the steering shaft 17 is rotated by the operation of the steering wheel 12, the side surface of the convex portion 48 comes into contact with the distal end portion of the second engagement pin 55. Therefore, in this state, the operation range of the steering wheel 12 is restricted.

  FIG. 5 is a cross-sectional view of the end regulating mechanism 13 in a state where the operation range of the steering wheel 12 is not regulated. In the state shown in FIG. 5, the second engagement pin 55 is located at the retracted end. If the position of the second engagement pin 55 is called a non-engagement position, the side surface of the convex portion 48 is in a position where it cannot contact the second engagement pin 55 in the non-engagement position (OFF state). . That is, even if the steering shaft 17 is rotated by the operation of the steering wheel 12, the side surface of the convex portion 48 cannot come into contact with the distal end portion of the second engagement pin 55. Therefore, in this state, the restriction on the operation range of the steering wheel 12 is released.

  FIG. 6 is a functional block diagram for explaining the configuration of the vehicle steering apparatus 10 according to the present embodiment.

  As shown in FIG. 6, the steering ECU 30 has an ON / OFF signal from the ignition switch 72, a steering angle signal from the steering angle sensor 14, a steering torque signal from the steering torque sensor 16, and a steering from the turning torque sensor 22. A torque signal, a turning angle signal from the turning angle sensor 26, and the like are input.

  The steering ECU 30 includes a steering reaction force calculation unit 66, a steering reaction force actuator control unit 67, a turning angle calculation unit 68, a turning actuator control unit 69, a backup clutch control unit 70, and an end restriction mechanism control unit 71. With.

  The steering reaction force calculation unit 66 calculates a steering reaction force to be applied to the steering wheel 12 (see FIG. 1) based on the steering angle signal from the steering angle sensor 14. The steering reaction force actuator control unit 67 controls the steering reaction force actuator 18 so as to apply the steering reaction force calculated by the steering reaction force calculation unit 66 to the steering wheel 12.

  The turning angle calculation unit 68 calculates a turning angle corresponding to the steering angle of the steering wheel 12. The steered actuator controller 69 controls the steered actuator 24 based on the steered angle signal from the steered angle sensor 26 so as to give the steered wheels the steered angle calculated by the steered angle calculator 68. .

  The backup clutch control unit 70 controls the backup clutch 20. As described above, when the backup clutch 20 is energized from the backup clutch controller 70, the backup clutch 20 is disconnected, and the steering wheel 12 and the steering actuator 24 are mechanically separated. On the other hand, when the backup clutch control unit 70 stops energizing the backup clutch 20, the backup clutch 20 is in a connected state, and the steering wheel 12 and the steering actuator 24 are mechanically connected or in a connectable state. In this embodiment, after the ON signal is input from the ignition switch 72, the backup clutch control unit 70 energizes the backup clutch 20 to release the clutch.

  The end restriction mechanism control unit 71 controls the end restriction mechanism 13. As described above, when the end restriction mechanism control unit 71 energizes the end restriction mechanism 13 to the ON side, the end restriction mechanism 13 is turned on, and the operation range of the steering wheel 12 is restricted to the set operation range. On the other hand, when the end restriction mechanism controller 71 supplies power to the end restriction mechanism 13 in the OFF direction, the end restriction mechanism 13 is turned off, and the restriction of the operation range for the steering wheel 12 is released.

  In the present embodiment, as described above, electric power is supplied from the power source 32 to the steering ECU 30 at normal times, and when the power source 32 cannot supply power due to a system failure, electric power is supplied from the sub power source 33 to the steering ECU 30. Accordingly, the end restriction mechanism control unit 71 can control the ON / OFF of the end restriction mechanism 13 even when the power supply 32 cannot be supplied due to failure, that is, can restrict / cancel the operation range of the steering wheel 12. In the present embodiment, the operation range of the steering wheel 12 is not restricted / restricted unless an operation instruction is issued from the end restriction mechanism control unit 71 of the steering ECU 30. Note that the configuration of the end regulation mechanism is not particularly limited as long as the regulation / regulation release switching is performed. For example, it may be configured such that switching between regulation / regulation cancellation is performed without using a sub power supply.

  FIG. 7 is a table for explaining the control of the end regulating mechanism 13 and the backup clutch 20 according to the vehicle state.

  When the ignition switch 72 is in the ON state, as shown in FIG. 7, the end restriction mechanism 13 is set to restrict the operation range of the steering wheel 12 to a predetermined setting operation range (ON state), and the backup clutch 20 is It is set to release the connection between the steering wheel 12 and the steering actuator 24. Thereby, normal steer-by-wire control is performed.

  When a failure occurs in the steer-by-wire system of the vehicle steering apparatus 10, as shown in FIG. 7, the end regulating mechanism 13 is set to release the regulation of the operation range of the steering wheel 12 (OFF state), and the backup clutch 20 is set to mechanically connect the steering wheel 12 and the steering actuator 24. As a result, emergency non-steer-by-wire control is performed.

  When the ignition switch 72 is in the OFF state, as shown in FIG. 7, the end restriction mechanism 13 is set to restrict the operation range of the steering wheel 12 to a predetermined set operation range (ON state), and the backup clutch 20 is The steering wheel 12 and the steering actuator 24 are set to be mechanically connected. Thus, even if the steering wheel 12 is to be operated to move the vehicle, the operation range of the steering wheel 12 is limited by the end restriction mechanism 13. As a result, a sufficient turning angle for moving the vehicle cannot be obtained, so that a steering lock function can be achieved and the antitheft property of the vehicle can be improved.

  To summarize the above control, the backup clutch 20 releases the connection between the steering wheel 12 and the steering actuator 24 when the ignition switch 72 is turned on, and when the vehicle steering apparatus 10 is in failure and the ignition. When the switch 72 is turned off, the steering wheel 12 and the steering actuator 24 are connected. Further, the end regulating mechanism 13 cancels the regulation of the operation range of the steering wheel 12 when a failure occurs in the vehicle steering device 10, and regulates the operation range of the steering wheel 12 to a predetermined setting operation range in other cases. Configured to do.

  In the present embodiment, the steering actuator 24 has a steering gear ratio at the time of non-steer-by-wire steering in which the steering wheel 12 and the steering actuator 24 are mechanically connected. Is set to be larger than the steering gear ratio at the time of steer-by-wire steering in which is released. In other words, the specific stroke of the steering actuator 24 is set so that the rotation speed of the pinion shaft 21 is larger than the rotation speed of the steering wheel 12 by the steer-by-wire control.

  Further, in the present embodiment, the setting operation range of the end regulating mechanism 13 is set so that the steering angle becomes appropriate when the end restriction mechanism 13 is turned on. For example, in the case of a vehicle that places importance on handling at low vehicle speeds, the setting operation range of the end regulating mechanism 13 is set so that the steering wheel 12 can only turn, for example, 0.5 rotations on one side (that is, 1 in lock-to-lock). rotation).

  In the vehicle steering apparatus 10 according to the present embodiment, when the ignition switch 72 is turned off, the end restriction mechanism 13 is turned on (restricted state), and the backup clutch 20 is connected. At this time, the steering angle of the steering wheel 12 becomes the rotation angle of the pinion shaft 21 in the steering actuator 24. Here, when the steering gear ratio during non-steer-by-wire steering is set to be larger than the steering gear ratio during steer-by-wire steering as described above, the operation range of the steering wheel 12 is set by the end restriction mechanism 13 as the set operation range. Since it is restricted to (for example, one rotation by lock-to-lock), a steering angle sufficient to move the vehicle cannot be obtained.

  For example, if the steering wheel 12 is rotated 0.5 turn to one side during steer-by-wire control and the steered wheels can be turned to the maximum turning angle, the steering wheel 12 is turned 0.5 turn to one side when the ignition switch is OFF. Even if it makes it, a steered wheel cannot be steered to the maximum steered angle. For example, if the steering gear ratio at the time of non-steer-by-wire steering is four times the steering gear ratio at the time of steer-by-wire steering, the steered wheels are maximized even if the steering wheel 12 is rotated 0.5 times to one side when the ignition switch is OFF. Only 1/4 of the turning angle can be steered. With this, it is difficult to move the vehicle, and an anti-theft effect substantially equivalent to locking the steering wheel 12 can be obtained.

  The steering gear ratio (specific stroke) of the steered actuator 24 and the setting operation range of the end restriction mechanism 13 are as long as the anti-theft effect is exhibited when the end restriction mechanism 13 is ON and the backup clutch 20 is connected. It is not limited. For example, the setting operation range of the end regulating mechanism 13 may be set to 180 ° by lock-to-lock, and the movable range of the pinion shaft 21 in the steering actuator 24 may be set to 720 ° by lock-to-lock.

  As described above, according to the vehicle steering apparatus 10 according to the present embodiment, the operation of the end regulating mechanism 13 and the backup clutch 20 that are normally necessary for configuring the steer-by-wire system is controlled, thereby preventing theft of the vehicle. Can be improved. Since it is possible to prevent theft without providing a separate steering lock mechanism, the device structure can be simplified and the cost can be reduced. Note that a steering lock mechanism may be further provided in the vehicle steering apparatus 10 according to the present embodiment. In this case, the anti-theft property can be further improved.

  The present invention has been described above based on the embodiment. It should be understood by those skilled in the art that these embodiments are exemplifications, and that various modifications can be made to the combination of each component and each processing process, and such modifications are also within the scope of the present invention.

  DESCRIPTION OF SYMBOLS 10 Vehicle steering device, 12 Steering wheel, 13 End control mechanism, 14 Steering angle sensor, 16 Steering torque sensor, 17 Steering shaft, 18 Steering reaction force actuator, 20 Backup clutch, 21 Pinion shaft, 22 Steering torque sensor, 23 Steering motor, 24 Steering actuator, 26 Steering angle sensor, 29 Steering rack, 30 Steering ECU, 32 Power supply, 33 Sub power supply, 66 Steering reaction force calculation unit, 67 Steering reaction force actuator control unit, 68 Steering angle calculation unit 69 Steering actuator controller, 70 Backup clutch controller, 71 End control mechanism controller, 72 Ignition switch.

Claims (5)

A steering member for steering the vehicle;
A steering mechanism that steers the wheels;
A clutch configured to be mechanically connectable to the steering member and the steering mechanism;
An end regulating mechanism configured to regulate the operation range of the steering member;
With
When the vehicle ignition switch is in the OFF state, the clutch is set to mechanically connect the steering member and the steering mechanism, and the end regulating mechanism regulates the operation range of the steering member to a predetermined range. A steering apparatus characterized by being set to perform.   When the ignition switch is in the ON state, the clutch is set to release the connection between the steering member and the steering mechanism, and the end regulating mechanism regulates the operation range of the steering member to a predetermined range. The steering apparatus according to claim 1, wherein the steering apparatus is set.   When a failure occurs in the steering device, the clutch is set to mechanically connect the steering member and the steering mechanism, and the end restriction mechanism releases the restriction of the operation range of the steering member. The steering apparatus according to claim 1, wherein the steering apparatus is set to perform.   The steering gear ratio at the time of non-steer-by-wire steering in which the steering member and the steering mechanism are mechanically connected is the steering gear ratio at the time of steer-by-wire steering in which the connection between the steering member and the steering mechanism is released The steering device according to any one of claims 1 to 3, wherein the steering device is set to be larger than the steering angle. A steering member for steering the vehicle;
A steering mechanism that steers the wheels;
A clutch configured to be mechanically connectable to the steering member and the steering mechanism;
An end regulating mechanism configured to regulate the operation range of the steering member;
With
The clutch releases the connection between the steering member and the steering mechanism when the ignition switch of the vehicle is turned on, and when a failure occurs in the steering device and when the ignition switch is turned off. Set to connect the steering member and the steering mechanism;
The end restricting mechanism is set to release the restriction of the operation range of the steering member when a failure occurs in the steering device, and to restrict the operation range of the steering member to a predetermined range at other times. A steering apparatus characterized by the above.

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