JP2014062632A - Clutch device and steering apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a clutch device capable of precisely detecting abnormality of an operation.SOLUTION: In a clutch device 29 for switching transmission and interception of torque between two rotation shafts, a first rotation shaft is formed of a plurality of lock grooves 42 at an interval to each other on the inner circumference or the outer circumference in the circumferential direction. A second rotation shaft is arranged coaxially with the first rotation shaft and so as to be partially superimposed on each other. A plurality of lock bars 40 are disposed on the second rotation shaft so as to make the movement in the radial direction of the second rotation shaft possible and are arrayed at an interval to each other in the circumferential direction of the second rotation shaft. An advancing and retreating mechanism advances and retreats the plurality of lock bars 40 in the radial direction. A movement confirming part confirms the movement of the plurality of lock bars 40. The advancing and retreating mechanism 44 performs advancing movement for advancing the plurality of lock bars 40 to the lock grooves 42 side or performs retreating movement for retreating the plurality of lock bars 40 from the lock grooves 42 side.

Description

  The present invention relates to a clutch device, and more particularly to a clutch device used for a vehicle steering device.

  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 a steered wheel 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 inputs from the driver, such as torque and steering angle, are detected by sensors, and in addition to 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.

  When a steer-by-wire system is adopted, in order to ensure steering performance when the system fails, a coupling mechanism that mechanically couples the steering wheel and the steered wheel separately from the steer-by-wire system, or a similar mechanism, so-called It is common to prepare a mechanism for fail-safe.

  For example, Patent Literature 1 discloses a steer-by-wire system including a backup clutch that mechanically connects and disconnects a steering wheel and a steered wheel. As a backup clutch abnormality determination method, first, a connection command is issued to the backup clutch, and the steering reaction motor on the steering wheel side and the steering motor on the steered wheel side respectively apply the same torque to the backup clutch in the opposite directions. . If these torques are balanced, it is determined that the backup clutch is normal, and if the torques are not balanced, it is determined that the backup clutch is abnormal.

JP 2009-179185 A

  However, in the clutch diagnosis method described in Patent Document 1, depending on the type of clutch, even if an abnormality occurs in the operation of the clutch, there is a possibility that the torque is balanced and the abnormality cannot be detected. For example, when there are a plurality of lock bars and a plurality of lock grooves that can be engaged with each other in the clutch, and the structure is such that only a specific lock bar engages with the lock groove in a specific phase, the operation of the lock bar that is not engaged is abnormal. Even if a specific lock bar is engaged, the torque is balanced and the clutch abnormality cannot be detected.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a clutch device that can accurately detect abnormalities in operation.

  In order to solve the above-described problem, an aspect of the present invention is a clutch device that performs torque transmission between two rotating shafts and switching between interruptions, and a plurality of grooves are provided at intervals on the inner periphery or the outer periphery. A first rotating shaft formed in the direction, a second rotating shaft arranged coaxially with the first rotating shaft and partially overlapping, and in a radial direction of the second rotating shaft A plurality of engagement portions provided on the second rotation shaft so as to be movable and arranged in the circumferential direction of the second rotation shaft at intervals, and a plurality of engagement portions for advancing and retreating in the radial direction And a mechanism for confirming the operation of the plurality of engaging portions. The advancing / retreating mechanism performs advancing operation for advancing a plurality of engaging portions to the groove portion side, or a retreating operation for retracting the plurality of engaging portions from the groove portion side. Selecting means for selecting one or more engaging parts to be operation-checked among the engaging parts, and the engaging parts selected when the plurality of engaging parts are advanced toward the plurality of groove parts are groove parts The phase adjustment means for adjusting the rotation phase between the first rotation axis and the second rotation axis so that the rotation phase is adjusted by the phase adjustment means after the advance / retreat mechanism performs the advance operation. And detecting means for detecting an engagement state between the engagement portion and the groove portion selected by rotating one of the first rotation shaft and the second rotation shaft in a predetermined direction.

  According to this aspect, it is possible to confirm not only the state of the entire clutch device but also the specific engagement portion by confirming the operation regarding the selected engagement portion among the plurality of engagement portions.

  The phase adjusting means adjusts the rotational phase so that at least the first engaging portion and the second engaging portion can enter the first groove portion and the second groove portion, respectively, among the plurality of engaging portions, and detects them. The means rotates one of the first rotating shaft and the second rotating shaft in a predetermined direction to detect the engagement state between the first engaging portion and the first groove portion, and then the predetermined direction is One of the first rotation shaft and the second rotation shaft may be rotated in the reverse direction to detect the engagement state between the second engagement portion and the second groove portion. Thereby, in the clutch device in which the first engaging portion and the first groove portion, and the second engaging portion and the second groove portion are in the engaged state in the connected state, the operation check of each engaged state is performed. Can do.

  The detecting means rotates one of the first rotating shaft and the second rotating shaft in a predetermined direction, and then rotates one of the first rotating shaft and the second rotating shaft in a direction opposite to the predetermined direction. Based on the difference between the rotation angles of the first rotation shaft and the second rotation shaft at the time of the engagement, the engagement state between the first engagement portion and the first groove portion and the second engagement portion and the second engagement portion The engagement state with the groove portion may be detected. Thus, the engagement state is detected by the difference in rotation angle between the first rotation shaft and the second rotation shaft when the rotation direction is switched, that is, the play in the rotation direction of the first rotation shaft and the second rotation shaft. it can. For example, when torque is applied to one of the rotating shafts in a state where the first engaging portion and the second engaging portion are respectively in the first groove portion and the second groove portion, the first engaging portion and the first engaging portion Detecting how much clearance there is in the engagement between the second engagement portion and the second groove portion when the groove portion is engaged with no gap and a torque in the opposite direction is applied to one rotating shaft from that state. Can do.

  The detecting means rotates one of the first rotating shaft and the second rotating shaft in a predetermined direction, and then rotates one of the first rotating shaft and the second rotating shaft in a direction opposite to the predetermined direction. When the difference between the rotation angles of the first rotation shaft and the second rotation shaft is larger than the first threshold value, it is detected that the engagement state between the engagement portion and the groove portion is abnormal, and the first threshold value Below, when larger than a 2nd threshold value, it may detect that an engaging part and a groove part are a wear state, and when it is below a 2nd threshold value, you may detect that it is normal. As a result, it is possible to detect whether the engagement state between the engagement portion and the groove portion is a normal state, a wear state, or an abnormal state.

  The operation confirmation means performs the operation confirmation of the selected engagement portion, and then confirms the operation of another engagement portion, completes the operation confirmation of all the engagement portions, and completes the operation confirmation. Also good. Thereby, the engagement state can be confirmed without any leakage for all the engagement portions.

  When the plurality of engaging portions are moved in the radial direction toward the plurality of groove portions by the advance / retreat mechanism, the engagement in the state of entering the groove portions at an arbitrary rotational phase between the first rotating shaft and the second rotating shaft. There may be a mating portion and an engaging portion that does not enter the groove portion. Even if the engaging portion does not enter the groove portion depending on the rotation phase, the advancement operation is executed so as to enter the groove portion by the selecting means and the phase adjusting means, so that the operation can be confirmed in any engaging portion.

  An operation member that is rotated to steer the vehicle, a detection unit that detects information according to an operation amount of the operation member, a steering mechanism that steers wheels, a power source that drives the steering mechanism, and a clutch And a control unit that drives the power source in a state where the torque is interrupted by the clutch device and controls the turning amount based on information according to the operation amount. The operating member is connected to one of the first rotating shaft and the second rotating shaft, and the steering mechanism is connected to either one of the first rotating shaft and the second rotating shaft. The clutch device has a first rotating shaft and a second rotating shaft so that the steering angle of the wheel changes according to the operation of the operating member in a state in which torque between the operating member and the steering mechanism can be transmitted. And may be mechanically connected.

  According to the present invention, it is possible to realize a clutch device capable of accurately detecting an abnormal operation.

It is a mimetic diagram showing a schematic structure of a vehicle steering device. It is sectional drawing parallel to the axis | shaft of a clutch apparatus. It is AA sectional drawing of the clutch apparatus shown in FIG. It is sectional drawing parallel to the axis | shaft of a clutch apparatus (clutch ON state). It is CC sectional drawing of the clutch apparatus shown in FIG. It is a figure for demonstrating the shape of a lock bar and a lock groove. It is the schematic diagram which showed the relationship between the lock bar and lock groove shown in FIG. 6 linearly. It is a figure which shows the functional block of an operation confirmation part. It is a flowchart which shows the operation | movement confirmation process of a lock bar. It is a flowchart which shows the operation | movement confirmation process of the lock bar of a modification. FIG. 6 is a cross-sectional view of the clutch device in which the handle side housing is slightly rotated in the direction of arrow R2 from the state shown in FIG.

  Hereinafter, embodiments for carrying out the present invention will be described 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. The clutch device described in the following embodiments can be applied to a vehicle steering device. In particular, a so-called steer-by-wire vehicle steering device, that is, regardless of the steering force applied to an operation member such as a steering wheel provided in the steering unit, under the electrical control, by the power of the power source provided in the steering unit, This is suitable for a vehicle steering apparatus in which the wheels are steered according to the operation of the operation member.

  FIG. 1 is a schematic diagram illustrating a schematic configuration of a vehicle steering apparatus. The vehicle steering apparatus 10 includes a steering wheel 12, a steering angle sensor 14, a torque sensor 16, a steering reaction force motor 18, an intermediate shaft 20, a turning angle sensor 22, a torque sensor 23, and a turning motor 24. The tire 26, the ECU 28, and the clutch device 29 are provided.

  The steering actuator 30 includes a steering angle sensor 14, a torque sensor 16, and a steering reaction force motor 18. The steering actuator 32 includes a steering angle sensor 22 and a steering motor 24. The ECU 28 controls the steering reaction force motor 18 and the steering motor 24 based on information from various sensors included in the steering actuator 30 and the steering actuator 32.

  The handle 12 is disposed on the driver's seat side in the passenger compartment and functions as a steering member that is rotated by the driver to input a steering amount.

  The steering angle sensor 14 detects the rotation angle of the handle 12 as the steering amount input by the driver, and outputs the detected value to the ECU 28. The steering angle sensor 14 functions as a detection unit that detects information according to the operation amount of the handle 12.

  The steering-side torque sensor 16 detects torque according to the steering amount of the handle 12. The steering reaction force motor 18 causes the handle 12 to apply a reaction force for causing the driver to feel a steering reaction force corresponding to the rotation angle of the handle 12 detected by the steering angle sensor 14 based on the control of the ECU 28. The steering reaction force motor 18 functions as drive means for rotating a steering-side rotation shaft such as the handle 12.

  The ECU 28 includes, for example, a CPU, a ROM, a RAM, and a data bus that interconnects them. The ECU 28 detects a rotation angle of the steering wheel 12 as a steering amount input by the driver according to a program stored in the ROM, and performs this steering. It functions as a control means for calculating a turning amount based on the amount and controlling the turning motor 24 to turn the tire 26 based on the turning amount.

  The steered motor 24 constitutes a steered means for operating a rack bar extending in the vehicle width direction connected to the tire 26 via a tie rod in the vehicle width direction based on the control of the ECU 28.

  The turning angle sensor 22 detects the rotation angle of the pinion of the rack and pinion mechanism 34 that constitutes the turning means, and outputs the detected value to the ECU 28. The turning angle sensor 22 functions as a rotation angle detection unit that detects the rotation angle of the intermediate shaft 20. The torque sensor 23 on the steered side detects torque according to the rotation amount of the intermediate shaft 20.

  The intermediate shaft 20 serves to transmit a steering force (torque) from the steering actuator 30 to the steering actuator 32 as a part of a backup mechanism when the steer-by-wire system does not function. The mechanical backup mechanism includes an intermediate shaft 20, a clutch device 29, a rack and pinion mechanism 34, and the like.

  The clutch device 29 switches torque transmission and cutoff between the two rotating shafts. Although details of the structure of the clutch device 29 will be described later, in the vehicle steering device 10, when the system is normal, the connection between the steering actuator 30 and the steered actuator 32 is separated by the clutch device 29. Function. On the other hand, when the system is abnormal, the vehicle steering device 10 can directly steer the tire 26 by operating the steering wheel 12 by mechanically connecting the steering actuator 30 and the steering actuator 32 by the clutch device 29. become.

  Next, the structure of the clutch device 29 will be described in detail. FIG. 2 is a cross-sectional view parallel to the axis of the clutch device 29. 3 is a cross-sectional view taken along line AA of the clutch device 29 shown in FIG. 2 corresponds to the BB cross section shown in FIG.

  The clutch device 29 includes an annular handle-side housing 36 that is a first rotating shaft, an annular tire-side housing 38 that is a second rotating shaft, and a tire-side housing that can move in the radial direction of the tire-side housing 38. And a plurality of lock bars 40 serving as engaging portions provided on 38. The handle-side housing 36 has a plurality of locking grooves 42 formed on the inner peripheral surface thereof in the circumferential direction at intervals. The tire-side housing 38 is provided so as to be coaxial with the handle-side housing 36, and is disposed so that at least a part thereof overlaps the handle-side housing 36 when viewed from the side of the clutch device 29.

  The handle side housing 36 is connected to the steering actuator 30 and rotates in conjunction with the rotation of the handle 12. The tire-side housing 38 is connected to the steering actuator 32 and rotates in conjunction with the steering of the tire. The clutch device 29 further includes an advance / retreat mechanism 44 that advances and retracts the lock bar 40 in the radial direction toward the lock groove 42. Details of the advance / retreat mechanism 44 will be described later.

  In the clutch device 29 according to the present embodiment, five lock bars 40 are radially arranged at substantially equal intervals. Each lock bar 40 is slidably supported by an opening 38 a formed on the peripheral surface of the annular tire-side housing 38.

  A spring receiving member 46 is fixed in the vicinity of the opening on the right side shown in FIG. In the spring receiving member 46, a plurality of convex portions 46b are radially arranged at substantially equal intervals so as to correspond to the lock bars 40 on the outer peripheral surface of the small diameter portion 46a. The convex portion 46b supports one end thereof so that the spring member 50, which is an urging member, does not shift. The other end of the spring member 50 is supported by a recess 40 a formed in a portion of the lock bar 40 that faces the spring receiving member 46. The spring member 50 is compressed in the state shown in FIGS. The spring member 50 functions as a biasing unit that biases each lock bar 40 toward the lock groove 42 side.

  The advancing / retracting mechanism 44 acts as a pull-type solenoid device 52 as an actuator driven by electricity, a spring member 50 that urges the lock bar 40 toward the lock groove 42, and acts on the lock bar 40 to advance and retract the lock bar 40. And an adapter 56 to which the pin 54 is fixed.

  The pull type solenoid device 52 is configured such that the shaft 52a is pulled in when energized (clutch device is OFF), and the shaft 52a is projected by the action of an internal return spring when not energized (clutch device is ON). Yes. FIG. 2 shows a state where the pull type solenoid device 52 is energized.

  The pin 54 engages with the lock bar 40 in a state of entering a through hole 40 b provided in the center of the lock bar 40. Further, the pin 54 includes a first contact portion 54a that contacts the through hole 40b of the lock bar 40 in the clutch device OFF state shown in FIG. 2, and a through hole 40b in the lock bar 40 in the clutch device ON state that will be described later. It has the 2nd contact part 54b which contact | abuts, and the inclination part 54c which connects the 1st contact part 54a and the 2nd contact part 54b smoothly. The first contact portion 54a and the second contact portion 54b are along the rotation axis Ax, and the inclined portion 54c is inclined with respect to the rotation axis Ax. The pin 54 is bent so as to approach the rotation axis Ax of the clutch device 29 from the second contact portion 54b toward the first contact portion 54a. That is, the first contact portion 54a is closer to the recess 40a at the base of the lock bar 40 than the second contact portion 54b. The second contact portion 54b does not necessarily have to contact the inner peripheral wall of the through hole 40b.

  The adapter 56 is fixed to the shaft of the pull type solenoid device 52, and its position changes in the axial direction according to the energized state of the pull type solenoid device 52. At that time, the position of the pin 54 also changes in the axial direction.

  Next, the operation of the clutch device will be described. As shown in FIGS. 2 and 3, the lock bar 40 and the lock groove 42 are not engaged at all when the clutch device 29 is OFF, that is, when the pull-type solenoid device 52 is energized. Therefore, the steering actuator 30 and the steering actuator 32 are separated from each other, and torque is not transmitted between them.

  More specifically, when the pull type solenoid device 52 is energized, the adapter 56 is pulled together with the shaft of the pull type solenoid device 52. At this time, the first contact portion 54a of the pin 54 contacts the inner peripheral wall of the through hole 40b, and the lock bar 40 is restricted to a position where the clutch device 29 is in an OFF state, and is retracted from the lock groove 42.

  FIG. 4 is a cross-sectional view parallel to the axis of the clutch device 29 (clutch ON state). 5 is a cross-sectional view of the clutch device 29 shown in FIG. 4 corresponds to the DD cross section shown in FIG.

  When the clutch device 29 is de-energized due to a system failure or the like and becomes non-energized, the adapter 56 that has been retracted moves to the right in FIG. 4 by the action of the return spring of the pull-type solenoid device 52. . As a result, the position of the pin 54 inside the through hole 40b of the lock bar 40 changes, and the second contact portion 54b of the pin 54 is located inside the through hole 40b. As a result, the lock bar 40 whose position is regulated by the pin 54 can move toward the lock groove 42 of the handle side housing 36.

  In this manner, each lock bar 40 is subjected to a force that moves in the radial direction of the tire-side housing 38 toward the lock groove 42 side of the handle-side housing 36 due to the biasing force of the spring member 50, as shown in FIG. The clutch device 29 is not configured so that all the lock bars 40 enter the lock grooves 42 as they are.

  That is, depending on the positional relationship between each lock bar 40 (hereinafter sometimes referred to as lock bars 401 to 405 as appropriate) and each lock groove 42, that is, the positional relationship between the handle-side housing 36 and the tire-side housing 38, The combination of lock bars that enter the groove 42 can vary. In the clutch device 29 shown in FIG. 5, lock bars 401 to 403 that enter the lock groove 42, and lock bars 404 and 405 that do not enter the lock groove 42 and come into contact with the inner peripheral wall 43 between the lock grooves 42 and stop. Will exist. In other words, at an arbitrary rotational phase between the handle-side housing 36 and the tire-side housing 38, there are the lock bar 40 that is in the lock groove 42 and the lock bar 40 that is not in the lock groove 42.

  The state shown in FIG. 5 is a case where the clutch device 29 is completely turned on, but this state is not always reached at the same time as the energization of the pull-type solenoid device 52 is released. Hereinafter, the operation until the clutch device 29 is completely turned on by the normal operation of the handle 12 will be described in more detail.

  11 is a cross-sectional view of the clutch device in which the handle side housing 36 is slightly rotated in the direction of arrow R2 from the state shown in FIG. For example, when the handle side housing 36 is in a position slightly rotated in the direction of arrow R2 from the state shown in FIG. 5 (the tire side housing 38 remains in the state shown in FIG. 5), the lock bars 401 and 402 have the lock groove 42. Although entering, the lock bars 403, 404, 405 are in contact with the protrusion 43 on the inner peripheral wall of the handle-side housing 36. In this case, the lock bars 401 and 402 that have entered the lock groove 42 are not in contact with the side surfaces 42 a and 42 b of the lock groove 42. Therefore, there is play in the rotational direction between the handle-side housing 36 and the tire-side housing 38.

  When the handle housing 36 is rotated in the direction of the arrow R1 from this state, the lock bar 403 enters the lock groove 42 when the lock bar 401 contacts and engages one side surface 42a of the lock groove 42, and the lock groove 401 The other side surface 42b of 42 is engaged. As a result, as shown in FIG. 5, the lock bar 401 that enters the lock groove 421 and engages the one side surface 42a and the lock bar 403 that enters the lock groove 423 and engages the other side surface 42b, The play in the rotational direction between the housing 36 and the tire side housing 38 is substantially eliminated (locked state), and the rotational force of the handle side housing 36 can be reliably transmitted to the tire side housing 38.

  Thus, in the clutch device 29 according to the present embodiment, when the plurality of lock bars 40 are moved toward the plurality of lock grooves 42 by the advance / retreat mechanism 44 including the pull type solenoid 52, the handle side housing 36 and the tire Regardless of the rotational phase difference with the side housing 38, the lock bar 401 entering the lock groove 421, which is one of the plurality of lock grooves 42, and the lock bar 401 entering the lock groove 421 Is moved in the counterclockwise direction of rotation (in the direction of arrow R2 shown in FIG. 17) and engaged with one of the two side surfaces 42a and 42b of the lock groove 421 on the side surface 42a on the rotational direction (in the direction of arrow R2). And a lock bar 403 that enters a lock groove 423 as a second groove portion different from the lock groove 421. When the lock bar 403 enters the lock groove 423, the lock bar 403 is configured to engage with the side surface 42b on the other rotation direction (arrow R1 direction) side of the two side surfaces 42a and 42b of the lock groove 423.

  Accordingly, the clutch device 29 retracts each lock bar 40 from the lock groove 42 by the advance / retreat mechanism 44, so that the vehicle steering device 10 is in a separated state in which no torque is transmitted between the handle side housing 36 and the tire side housing 38. it can. On the other hand, the clutch device 29 rotates in one rotation direction (for example, the direction of the arrow R1) when the handle side housing 36 and the tire side housing 38 are connected by the advance / retreat mechanism 44 (locked state). In this case, since the lock bar 401 is engaged with the side surface 42a on the other rotation direction (arrow R2 direction) side of the two side surfaces of the lock groove 421, the torque is applied to the tire side housing 38 with little play. Can communicate to. When the handle-side housing 36 rotates in the other rotation direction (for example, the direction of the arrow R2), the lock bar 403 moves to the side surface 42b on the one rotation direction (the direction of the arrow R1) of the two side surfaces of the lock groove 423. Because of the engagement, torque can be transmitted to the tire-side housing 38 with little play.

  Further, the clutch device 29 retracts the lock bar 40 from the lock groove 42 with a force larger than the urging force of the spring member 50 by the operation when the pull-type solenoid device 52 is energized, and the pull-type solenoid device 52 is energized. When released, the lock bar 402 and the lock bar 403 are configured to enter the lock groove 42 by the urging force of the spring member 50. As a result, in the event of an emergency when the pull-type solenoid device 52 is no longer energized, the lock bar 402 and the lock bar 403 enter the lock groove 42 so that the handle side housing 36 and the tire side housing 38 are immediately connected. Is called. The advance / retreat mechanism 44 performs an advance operation for moving the lock bar 40 toward the lock groove 42 or a retract operation for retracting the lock bar 40 from the lock groove 42 side. When the advance operation is executed, the energization to the advance / retreat mechanism 44 is turned off, and when the retreat operation is executed, the energization to the advance / retreat mechanism 44 is turned on.

  Next, a preferred relationship between the lock bar 40 and the lock groove 42 will be described. FIG. 6 is a view for explaining the shapes of the lock bar 40 and the lock groove 42. FIG. 7 is a schematic diagram showing the relationship between the lock bar and the lock groove shown in FIG. 6 in a straight line.

  As shown in FIGS. 6 and 7, the number of the plurality of lock grooves 42 is n [pieces], the pitch of the lock grooves 42 is P, the number of the plurality of lock bars 40 is N [pieces], and the plurality of lock grooves 42 are The number of lock bars 40 to be entered is Nx [pieces], the width of the lock bar 40 is W [deg], the width of the lock groove 42 is B1 [deg], and the distance between the lock groove 42 and the adjacent lock groove 42 (inner peripheral wall portion) 43) is B2 [deg], and a shift angle (a shift angle at the time of connection) when the lock bar 40 is engaged with the lock groove 42 is δ [deg], the clutch device 29 according to the present embodiment The parameters are set as shown in Table 1.

Each parameter is P = 360 / n (1)
B1≈W + (δ × (Nx−1)) (2)
δ = P / N (3)
It is set to satisfy each formula of It should be noted that the numerical values in each equation can be allowed to have some errors depending on the degree of freedom of design and the tolerance of parts.

  As a result, at least one lock bar 40 can always enter the lock groove 42 regardless of the relative phase between the handle-side housing 36 and the tire-side housing 38. In addition, a design in consideration of a deviation angle δ at the time of connecting (locking) the handle side housing 36 and the tire side housing 38 is possible. Here, the displacement angle δ at the time of connection means that one of the relative phases of the handle-side housing 36 and the tire-side housing 38 can be rotated with respect to the other by the displacement angle δ at the time of connection. For example, it is a parameter indicating an angle at which the clutch ON state (locked state) is realized in the clutch device 29. That is, if the deviation angle δ at the time of connection is set to be small, the steering actuator 30 and the steering actuator 32 are mechanically coupled by a slight steering operation even when the system is abnormal. Responsiveness is improved.

  As described above, the vehicle steering apparatus 10 includes the handle 12 that is rotated to steer the vehicle, the steering angle sensor 14 that detects information according to the operation amount of the handle 12, and the rack and wheel that steers the tire 26. The pinion mechanism 34, the steering motor 24 that drives the rack and pinion mechanism 34, the handle 12 and the rack and pinion mechanism 34 are disposed between the handle 12 and the rack and pinion mechanism 34, and torque transmission and A clutch device 29 that performs switching of shut-off, and an ECU 28 that drives the steered motor 24 in a state where the torque is shut off by the clutch device 29 and controls the steered amount based on information according to the operation amount. Yes. The handle 12 is connected to the handle side housing 36, the rack and pinion mechanism 34 is connected to the tire side housing 38, and the clutch device 29 has a torque between the handle 12 and the rack and pinion mechanism 34. The handle-side housing 36 and the tire-side housing 38 are mechanically connected so that the steering angle of the wheel changes according to the operation of the handle 12 in a state where transmission is possible.

  Thereby, when the steering motor 24 is driven in a state where the torque is interrupted by the clutch device 29 and the steering amount is controlled based on the information corresponding to the operation amount of the handle 12, the rack and pinion mechanism is used. Since the torque fluctuation or the like is not transmitted from 34 to the steering wheel 12, the steering feeling can be improved.

  Returning to FIG. In such a clutch device 29, when the pull-type solenoid device 52 is turned off, that is, when it is left for a long time with the vehicle power turned off, the lock bar 40 may become part of the tire side housing 38 due to rust or the like. There is a risk of sticking to the part. Here, if the lock bar 404 or the lock bar 405 shown in FIG. 5 is fixed to the tire-side housing 38, if the other lock bar 40 operates normally, the other lock bar 40 enters the lock groove 42. Thus, the clutch device 29 can be connected. Thus, even if the lock bar 40 that has not entered the lock groove 42 from the beginning is fixed, the clutch device 29 may operate normally and it is difficult to detect an abnormality. Therefore, it is preferable to check the operation of each lock bar 40.

  FIG. 8 is a diagram illustrating functional blocks of the operation confirmation unit 100. The operation confirmation unit 100 includes an information acquisition unit 102, a selection unit 104, a position adjustment unit 106, a detection unit 108, and a clutch processing unit 110. The operation confirmation unit 100 is included in the ECU 28 and confirms the operation of each lock bar 40. The information acquisition unit 102 acquires information such as ON / OFF of the steering angle sensor 14, the torque sensor 16, the turning angle sensor 22, and the ignition switch.

  The selection unit 104 selects one or more lock bars 40 to be checked for operation from among the lock bars 40 when checking the operation. When the operation check of the lock bar 40 selected by the selection unit 104 is executed, the selection unit 104 selects the next lock bar 40. In this embodiment, the selection unit 104 first selects two lock bars 401 and 403 shown in FIG. 5 as confirmation targets.

  The selection unit 104 assigns a number to each lock bar 40, manages the lock bar 40, and checks the operation of the lock bars 40 of all the numbers when checking the operation. Select. After confirming the operation of the selected lock bar 40, the operation confirmation unit 100 confirms the operation of the lock bars 40 with unselected numbers, and confirms the operation of the lock bars 40 with all the numbers. Finish the confirmation.

  For example, the selection unit 104 selects the lock bar 401 and the lock bar 403 and confirms the operation, then selects the lock bar 402 and the lock bar 404 to confirm the operation, and then selects the lock bar 403 and the lock bar 405. All the lock bars 40 are selected. The selected lock bar 40 always includes an unselected lock bar 40. Thus, the state of each lock bar 40 can be detected by confirming the operation of each lock bar 40 individually. The operation confirmation unit 100 may prohibit the vehicle from traveling until the operation confirmation for all the lock bars 40 is completed.

  The position adjusting unit 106 adjusts the rotational phases of the handle side housing 36 and the tire side housing 38 so that the selected lock bar 40 enters the lock groove 42 when each lock bar 40 is advanced to the lock groove 42 side. adjust. The position adjustment unit 106 adjusts the rotational phase by driving the steering reaction force motor 18 and the turning motor 24 so that the lock bar 401 and the lock bar 403 enter the lock groove 421 and the lock groove 423, respectively. When adjusting the rotation phase, the position adjustment unit 106 stores the number of the lock bar 40 and the rotation phase thereof, and uses the rotation phase stored in the next position adjustment of the lock bar 40. The position adjustment unit 106 drives the steering reaction force motor 18 and the steering motor 24 in accordance with an instruction from the detection unit 108 as well as the adjustment of the rotation phase. When the position adjustment by the position adjustment unit 106 is completed, the advance operation of the lock bar 40 by the advance / retreat mechanism 44 is executed.

  The detection unit 108 is selected by rotating one of the handle-side housing 36 and the tire-side housing 38 in a predetermined direction after the advance / retreat mechanism 44 performs the advancing operation in a state where the rotational phase is adjusted by the position adjusting unit 106. The engaged state between the locked lock bar 40 and the lock groove 42 is detected. When the detection unit 108 detects the engagement state between the lock bar 40 and the lock groove 42, it detects not only normality and abnormality but also a wear state.

  Specifically, in the operation confirmation process, the detection unit 108 holds the handle side housing 36 by the steering reaction force motor 18 and rotates the tire side housing 38 in a predetermined direction by the steering motor 24. As a result, the detection unit 108 determines that the difference between the rotation angle of the handle-side housing 36 and the rotation angle of the tire-side housing 38 (relative rotation amount) is equal to or less than a predetermined threshold value, and the torque of the torque sensor 16 is equal to or greater than a predetermined value. If it is not satisfied, it is detected as not normal. That is, torque is applied to one rotating shaft in the connected state of the clutch device 29, and the engaged state is detected based on at least one of the torque transmission amount and the relative phase difference between the rotating shafts. In this way, the detection unit 108 can confirm the engagement state of the predetermined lock bar 40. In the operation confirmation process, the steering side reaction motor 18 holds the handle side housing 36 and the steering motor 24 rotates the tire side housing 38. However, the present invention is not limited to this mode. Thus, the tire side housing 38 may be held by the steering reaction force motor 18 and the handle side housing 36 may be rotated.

  Further, the detection unit 108 rotates one of the handle side housing 36 and the tire side housing 38 in a predetermined direction to detect the engagement state between the lock bar 401 and the lock groove 42, and then reverses the predetermined direction. One of the handle side housing 36 and the tire side housing 38 is rotated to detect the engagement state between the lock bar 403 and the lock groove 423. In the embodiment shown in FIG. 5, the handle side housing 36 is held and the tire side housing 38 is rotated in the counterclockwise direction R2, and the engagement state between the lock bar 401 and the side surface 42a of the lock groove 42 is confirmed. The tire-side housing 38 is rotated in the clockwise direction R1 while holding the housing 36, and the engagement state between the lock bar 403 and the side surface 42b of the lock groove 42 is confirmed. Thus, by applying torque in two directions, it is possible to confirm the operation of both the lock bar 401 and the lock bar 403.

  The detection unit 108 rotates one of the handle side housing 36 and the tire side housing 38 in a predetermined direction, and then rotates one of the handle side housing 36 and the tire side housing 38 in a direction opposite to the predetermined direction. If the difference between the rotation angles of the two rotation shafts, i.e., the backlash in the rotation direction between the two rotation shafts, is larger than the first threshold, it is detected that the engagement state between the lock bar 40 and the lock groove 42 is abnormal, If it is less than or equal to one threshold and greater than the second threshold, it is detected that the lock bar 40 is in a worn state, and if it is less than or equal to the second threshold, it is detected that it is normal. The phase shift between the two rotation shafts of the clutch device 29 can be divided into three stages, and it can be detected whether the engagement state of the lock bar 40 and the lock groove 42 is not only abnormal or normal but also in a worn state.

  If the difference between the rotation angles of both the rotation shafts of the handle-side housing 36 and the tire-side housing 38 is equal to or smaller than the second threshold value, there is almost no backlash in the rotation direction between the rotation shafts when the clutch device 29 is engaged.

  On the other hand, when the difference between the rotation angles of the rotating shafts of the handle side housing 36 and the tire side housing 38 is larger than the first threshold value, at least one set of the lock bar 40 and the lock groove 42 are engaged when the clutch device 29 is engaged. In this state, the backlash in the rotational direction of both rotary shafts exceeds a preset allowable amount. For example, in FIG. 5, the lock bar 401 is not engaged with the lock groove 421, or the lock bar 403 is not engaged with the lock groove 423, and the phase A shown in FIG. This is a backlash in the rotation direction.

  The phase A shown in FIG. 5 is a value obtained by subtracting the circumferential width of the lock bar 40 (ie, W in FIG. 6) from the circumferential width of the lock groove 42 (ie, B1 in FIG. 6). In addition, the allowable amount of backlash in the rotational direction of the two rotary shafts is set to be equal to or less than the phase A.

  Further, when the difference between the rotation angles of the rotating shafts of the handle side housing 36 and the tire side housing 38 is equal to or smaller than the first threshold value and larger than the second threshold value, at least one of the lock bar 40 and the lock groove 42 is in a worn state. In the engaged state of the clutch device 29, the backlash in the rotational direction between the two rotation shafts is relatively large, but does not exceed a preset allowable amount. By detecting the wear state, it is possible to grasp a change with time, and it is possible to prevent a failure of the clutch device 29 accompanying an increase in wear. The first threshold value is set to be equivalent to the phase A shown in FIG. 5, and the second threshold value is set to a predetermined amount or less that can prevent the clutch device 29 from being damaged due to wear.

  When it is determined that the forward / backward movement of the lock bar 40 is abnormal, the clutch processing unit 110 executes processing at the time of abnormality. The clutch processing unit 110 indicates an abnormality of the clutch device 29 to the driver via the display device, and prohibits the release of the clutch device 29 when the abnormality of the clutch device 29 is detected. Further, when the clutch processing unit 110 detects that it is in a worn state, it indicates to that effect to the driver.

  FIG. 9 is a flowchart showing the operation confirmation process of the lock bar 40. The operation confirmation unit 100 performs an operation confirmation process when starting driving of the vehicle, for example, when an ignition switch is turned on. The ordinal numbers of the first and second threshold values in FIGS. 9 and 10 are shown as first and second in the order in which the drawings appear.

  The selection unit 104 selects a lock bar 40 that has not been selected in the present process from among the lock bars 40 as an operation check target (S112). The position adjustment unit 106 adjusts the rotational phase of the handle side housing 36 and the tire side housing 38 so that the lock bar 40 selected by the selection unit 104 enters the lock groove 42 (S114).

  After completing the adjustment of the rotation phase, the position adjustment unit 106 performs the advance operation of the lock bar 40 by the advance / retreat mechanism 44 (S116). Thereby, if it is normal, the lock bar 40 and the lock groove 42 are engaged, and the clutch device 29 is connected.

  The detection unit 108 holds the handle side housing 36 by the steering reaction force motor 18 (S118), and applies the torque in a predetermined direction to the tire side housing 38 by the steering motor 24 (S120). At this time, the detection unit 108 determines whether the difference between the rotation angles of the handle-side housing 36 and the tire-side housing 38 is equal to or less than a first threshold value and the torque of the torque sensor 16 is equal to or greater than a predetermined value (S122).

  If the difference in rotation angle is not greater than the second threshold and the torque of the torque sensor 16 is not greater than or equal to the predetermined value (N in S122), the detection unit 108 indicates that the engagement state between the lock bar 40 and the lock groove 42 is abnormal. Determination is made (S126). On the other hand, if the rotation angle difference is equal to or smaller than the second threshold and the torque of the torque sensor 16 is equal to or greater than the predetermined value (Y in S122), the detecting unit 108 is in a normal engagement state between the lock bar 40 and the lock groove 42. It is determined that there is (S124).

  When the determination result of the detection unit 108 is obtained, it is determined whether or not the operation confirmation of all the lock bars 40 has been completed (S128). If the operation confirmation of all the lock bars 40 has not been completed (N in S128), the selection unit 104 returns to the beginning to select another lock bar 40 (S112), and the operation confirmation of all the lock bars 40 is completed. If so (Y of S128), this process is terminated. As described above, the operation of the specific lock bar 40 can be confirmed one by one only by applying a torque in one direction to the tire-side housing 38.

  FIG. 10 is a flowchart showing an operation confirmation process of the lock bar 40 according to the modification. The operation confirmation unit 100 performs an operation confirmation process when starting driving of the vehicle, for example, when an ignition switch is turned on.

  The selection unit 104 selects a lock bar 40 that has not yet been selected in the present process from among the lock bars 40 as an operation check target (S12). The position adjustment unit 106 adjusts the rotational phase of the handle side housing 36 and the tire side housing 38 so that the lock bar 40 selected by the selection unit 104 enters the lock groove 42 (S14).

  After completing the adjustment of the rotation phase, the position adjustment unit 106 performs the advance operation of the lock bar 40 by the advance / retreat mechanism 44 (S16). Thereby, if it is normal, the lock bar 40 and the lock groove 42 are engaged, and the clutch device 29 is connected.

  The detection unit 108 holds the handle-side housing 36 by the steering reaction force motor 18 (S18), and applies the torque in a predetermined direction to the tire-side housing 38 by the steering motor 24 (S20). At this time, the detection unit 108 determines whether the difference between the rotation angles of the handle-side housing 36 and the tire-side housing 38 is equal to or less than a first threshold value and the torque of the torque sensor 16 is equal to or greater than a predetermined value (S22).

  If the rotation angle difference is not more than the first threshold value and the torque of the torque sensor 16 is not equal to or greater than the predetermined value (N in S22), the detection unit 108 is in an abnormal engagement state between the lock bar 40 and the lock groove 42. Determine (S34). On the other hand, if the difference in rotation angle is equal to or smaller than the first threshold value and the torque of the torque sensor 16 is equal to or greater than a predetermined value (Y in S22), the steering motor 24 is rotated in the reverse direction to the tire side housing 38 in the opposite direction. (S24).

  The detection unit 108 determines whether the difference between the rotation angles of the handle-side housing 36 and the tire-side housing 38 is equal to or less than a first threshold value and the torque of the torque sensor 16 is equal to or greater than a predetermined value (S26). Thus, by confirming the operation by applying torque in both directions, it is possible to confirm the operation of both the two lock bars 40 in the engaged state.

  If the rotation angle difference is equal to or smaller than the first threshold and the torque of the torque sensor 16 is equal to or greater than a predetermined value (Y in S26), the detection unit 108 determines that the lock bar 40 is normal (S28). If the difference in rotation angle is equal to or smaller than the first threshold value and the torque of the torque sensor 16 is not equal to or greater than the predetermined value (N in S26), the detecting unit 108 determines that the difference in rotation angle is equal to or smaller than the second threshold value and the torque sensor 16 It is determined whether the torque is equal to or greater than a predetermined value (S30).

  If the difference in rotation angle is equal to or smaller than the second threshold value and the torque of the torque sensor 16 is equal to or greater than a predetermined value (Y in S30), the detection unit 108 is in the worn state when the lock bar 40 and the lock groove 42 are engaged. It is determined that there is (S32). Thereby, although there is torque transmission, a state in which the rotation angles of the two rotation shafts are slightly shifted can be detected as a worn state.

  If the difference in rotation angle is not greater than the second threshold and the torque of the torque sensor 16 is not greater than or equal to the predetermined value (N in S30), the detection unit 108 determines that the engagement state of the lock bar 40 is abnormal (S34). ). When the determination result of the detection unit 108 is obtained, it is determined whether the operation confirmation of all the lock bars 40 has been completed (S36).

  If the operation confirmation of all the lock bars 40 has not been completed (N in S36), the selection unit 104 returns to the beginning to select another lock bar 40 (S12), and the operation confirmation of all the lock bars 40 is completed. If so (Y of S36), this process is terminated. In this way, the operation of each lock bar 40 of the clutch device 29 can be confirmed.

  As described above, the present invention has been described with reference to the above-described embodiment. However, the present invention is not limited to the above-described embodiment, and the present invention can be appropriately combined or replaced with the configuration of the embodiment. It is included in the present invention. In addition, it is possible to appropriately change the combination and processing order in the embodiment based on the knowledge of those skilled in the art and to add various modifications such as various design changes to the embodiment. The described embodiments can also be included in the scope of the present invention.

  In the above-described embodiment, the clutch device in which the lock groove is provided in the inner periphery of the handle side housing and the lock bar is provided in the tire side housing has been described. However, the lock bar is provided in the handle side housing, and the tire side The clutch device may be provided with a lock groove on the outer periphery of the housing.

  DESCRIPTION OF SYMBOLS 10 Vehicle steering device, 12 Steering wheel, 14 Steering angle sensor, 16 Torque sensor, 18 Steering reaction force motor, 20 Intermediate shaft, 22 Steering angle sensor, 23 Torque sensor, 24 Steering motor, 26 Tire, 28 ECU, 29 Clutch device, 30 steering actuator, 32 steering actuator, 34 rack and pinion mechanism, 36 handle side housing, 38 tire side housing, 38a opening, 40 lock bar, 42 lock groove, 43 inner peripheral wall, 44 advance / retreat mechanism, 46 Spring receiving member, 50 spring member, 52 pull type solenoid device, 52a shaft, 54 pin, 54a first contact portion, 54b second contact portion, 54c inclined portion, 100 operation confirmation portion, 102 information acquisition portion 104 selector, 106 a position adjustment unit, 108 detection unit, 110 the clutch unit.

Claims (7)

A clutch device that performs torque transmission and switching between two rotating shafts,
A first rotating shaft in which a plurality of grooves are formed circumferentially at intervals on the inner periphery or outer periphery;
A second rotating shaft arranged coaxially with the first rotating shaft and partially overlapping;
A plurality of engaging portions provided on the second rotating shaft so as to be movable in a radial direction of the second rotating shaft, and arranged in the circumferential direction of the second rotating shaft at intervals from each other;
An advancing and retracting mechanism for advancing and retracting the plurality of engaging portions in the radial direction;
Operation confirmation means for confirming the operation of the plurality of engaging portions, and
The advance / retreat mechanism performs an advancing operation for advancing the plurality of engaging portions to the groove portion side, or a retreating operation for retracting the plurality of engaging portions from the groove portion side,
The operation check means includes
A selection means for selecting one or more engaging portions to be an operation check target among the plurality of engaging portions;
Rotation phase of the first rotation shaft and the second rotation shaft so that the selected engagement portion enters the groove portion when the plurality of engagement portions are advanced toward the plurality of groove portions. Phase adjusting means for adjusting
In a state where the rotation phase is adjusted by the phase adjusting means, the advance / retreat mechanism performs the advancing operation, and then rotates one of the first rotation shaft and the second rotation shaft in a predetermined direction. A clutch device comprising: a detecting means for detecting an engagement state between the selected engaging portion and the groove portion. The phase adjusting means adjusts the rotational phase so that at least the first engaging portion and the second engaging portion of the plurality of engaging portions can enter the first groove portion and the second groove portion, respectively. ,
The detecting means rotates one of the first rotating shaft and the second rotating shaft in a predetermined direction and detects an engaged state between the first engaging portion and the first groove portion. Rotating one of the first rotation shaft and the second rotation shaft in a direction opposite to the predetermined direction to detect the engagement state between the second engagement portion and the second groove portion The clutch device according to claim 1.   The detecting means rotates one of the first rotating shaft and the second rotating shaft in a predetermined direction, and then reverses the first rotating shaft and the second rotating shaft in a direction opposite to the predetermined direction. An engagement state between the first engagement portion and the first groove portion based on a difference in rotation angle between the first rotation shaft and the second rotation shaft when one of the rotation shafts is rotated. 3. The clutch device according to claim 2, wherein an engagement state between the second engagement portion and the second groove portion is detected.   The detecting means rotates one of the first rotating shaft and the second rotating shaft in a predetermined direction, and then reverses the first rotating shaft and the second rotating shaft in a direction opposite to the predetermined direction. When the difference in rotation angle between the first rotation shaft and the second rotation shaft when one of the rotation shafts is rotated is larger than a first threshold value, the engagement state between the engagement portion and the groove portion is When it is detected as abnormal, it is detected that the engaging portion and the groove are in a worn state if they are below the first threshold value and larger than the second threshold value, and are detected as normal if they are below the second threshold value. The clutch device according to any one of claims 1 to 3, wherein:   The operation confirmation means performs an operation confirmation of another engagement portion after performing an operation confirmation of the selected engagement portion, and performs an operation confirmation of all of the plurality of engagement portions. The clutch device according to any one of claims 1 to 4, wherein the confirmation is finished.   When the plurality of engaging portions are moved in the radial direction toward the plurality of groove portions by the advance / retreat mechanism, the groove portions in an arbitrary rotation phase between the first rotating shaft and the second rotating shaft. The clutch device according to any one of claims 1 to 5, wherein there are an engaging portion in a state of entering and an engaging portion in a state of not entering the groove portion. An operating member that is rotated to steer the vehicle;
Detecting means for detecting information according to the operation amount of the operation member;
A steering mechanism that steers the wheels;
A power source for driving the steering mechanism;
A steering device including the clutch device according to any one of claims 1 to 5,
Control means for driving the power source in a state where torque is cut off by the clutch device, and controlling a turning amount based on information according to the operation amount;
The operating member is connected to one of the first rotating shaft and the second rotating shaft,
The steering mechanism is connected to one of the first rotating shaft and the second rotating shaft,
The clutch device is configured to transmit the torque between the operation member and the steering mechanism, and to change the steering angle of the wheel according to the operation of the operation member. A steering apparatus characterized in that the second rotating shaft is mechanically coupled.

Images