JP2016060246A - Vehicular steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique capable of locking a lock wheel more quickly at an emergency.SOLUTION: In the case where any one (102) of rock arms (102, 107, 122 and 127) abuts against the teeth (92) of a lock wheel (90) thereby to regulate the rotation of the lock wheel (90), the remaining two or more lock arms (107, 122 and 127) abut against the lock wheel (90) at a position for allowing the rotation of the lock wheel (90). With reference to the space between the tooth (92) and the tooth (92) of the lock wheel (90), at least three lock arms (102, 107, 122 and 127) individually abut against the different positions of the lock wheel (90).SELECTED DRAWING: Figure 10

Description

  The present invention relates to a so-called steer-by-wire (abbreviated as “SBW”) vehicle steering apparatus.

  The steer-by-wire vehicle steering device is configured such that, during normal driving, the steering wheel and the rack shaft that steers the wheel are mechanically separated. In such a vehicle steering apparatus, the steering wheel is mechanically connected to the rack shaft in an emergency. As a conventional technique related to a vehicle steering apparatus equipped with a clutch mechanism for switching between disconnection and connection, there is a technique disclosed in Patent Document 1.

  A vehicle steering apparatus as shown in Patent Document 1 is formed integrally with an input shaft connected to a steering wheel, a planetary gear mechanism connected to the input shaft, and the planetary gear mechanism. And a pinion shaft having one end connected to the planetary gear mechanism and the clutch mechanism and the other end connected to the rack shaft.

  The clutch mechanism has a gear-like lock wheel that can rotate integrally with the sun gear of the planetary gear mechanism, two lock arms that are swingably mounted near the lock wheel, and each of these lock arms. And a solenoid having a contactable rod and capable of regulating the swing of the lock arm.

  The planetary gear mechanism is configured such that a sun gear is arranged at the center, a planetary gear that can revolve while rotating around the periphery of the sun gear is supported by a planetary carrier, and a ring gear is arranged at the periphery of the orbit drawn when the planetary gear revolves. ing. The ring gear is connected to the input shaft, and the planetary carrier is connected to the pinion shaft.

  During normal operation, the lock wheel is in a rotatable state. As a result, the sun gear is also rotatable. The ring gear connected to the input shaft is also rotatable. Since both the sun gear and the ring gear can rotate, even if a steering torque is generated on the input shaft, the planetary gear only rotates and does not revolve. That is, the planetary gear is idled and the steering torque is not transmitted to the pinion shaft. In this case, the turning power provided according to the steering torque is generated by the turning actuator provided on the rack shaft to perform the turning.

  On the other hand, in an emergency, by stopping energization to the solenoid, the lock arm swings by the urging force of the spring. One of the swinging lock arms comes into contact with the teeth of the lock wheel to restrict the rotation of the lock wheel. Thereby, rotation of the sun gear formed integrally with the lock wheel is also restricted. When the steering torque is generated on the input shaft and the ring gear rotates, the planetary gear revolves while rotating around the periphery of the sun gear. As a result, the planetary carrier rotates and the pinion shaft also rotates. That is, the steering torque of the input shaft is transmitted to the pinion shaft. In this case, the steering torque generated on the input shaft is transmitted to the rack shaft, and the steering can be performed.

  In the invention according to Patent Document 1, two lock arms are provided. Since one of these lock arms abuts against the teeth of the lock wheel, the lock wheel can be quickly locked.

  A vehicle on which such a vehicle steering device is mounted may travel at a high speed. For this reason, it is further desirable if the lock wheel can be locked more quickly in an emergency.

JP 2008-189077 A

  An object of the present invention is to provide a technique capable of locking a lock wheel more quickly in an emergency.

According to the first aspect of the present invention, the steering wheel, the input shaft connected to the steering wheel, the clutch mechanism connected to the input shaft, and the input shaft connected to the input shaft via the clutch mechanism. A pinion shaft, a rack shaft connected to the pinion shaft via a rack and pinion mechanism, and a power for turning according to the steering amount of the steering wheel which is directly or indirectly connected to the rack shaft. A steering actuator that transmits to the rack shaft,
In the vehicle steering apparatus, the clutch mechanism can switch between a fastening state in which a steering torque generated in the input shaft by steering of the steering wheel can be transmitted to the pinion shaft and a released state in which the steering torque cannot be transmitted to the pinion shaft. ,
The clutch mechanism is
A lock wheel having a plurality of teeth of equal pitch in the circumferential direction;
In the vicinity of the lock wheel, at least three swings are provided, and one of these three abuts on any tooth of the lock wheel to regulate the rotation of the lock wheel, A lock arm to be fastened;
A rod that can move forward and backward toward each of the lock arms, and the rod abuts on each of the lock arms, thereby comprising a solenoid that regulates the swing of the lock arm,
When any one of the lock arms abuts against the teeth of the lock wheel to restrict the rotation of the lock wheel, the remaining two or more lock arms are positioned at a position that allows the lock wheel to rotate. Abut the lock wheel,
There is provided a vehicle steering apparatus characterized in that the at least three lock arms abut on different positions of the lock wheel with reference to between the teeth of the lock wheel.

According to the invention of claim 2, the steering wheel, the input shaft connected to the steering wheel, the clutch mechanism connected to the input shaft, and the input shaft connected to the input shaft via the clutch mechanism. A pinion shaft, a rack shaft connected to the pinion shaft via a rack and pinion mechanism, and a power for turning according to the steering amount of the steering wheel which is directly or indirectly connected to the rack shaft. A steering actuator that transmits to the rack shaft,
In the vehicle steering apparatus, the clutch mechanism can switch between a fastening state in which a steering torque generated in the input shaft by steering of the steering wheel can be transmitted to the pinion shaft and a released state in which the steering torque cannot be transmitted to the pinion shaft. ,
The clutch mechanism is
A lock wheel having a plurality of teeth of equal pitch in the circumferential direction;
The first to fourth lock arms, which are provided in the vicinity of the lock wheel so as to be able to swing, and are brought into the fastening state by restricting the rotation of the lock wheel in contact with the teeth of the lock wheel,
The first and second lock arms have a first rod that can be advanced and retracted, and the first rod comes into contact with the first and second lock arms, thereby the first and second lock arms. A first solenoid that regulates the swing of the lock arm;
A second rod that can be advanced and retracted toward the third and fourth lock arms, and the second rod abuts against the third and fourth lock arms, whereby the third and fourth lock arms; A second solenoid that regulates the swing of the lock arm,
When the first to fourth lock arms swing, any one of the lock arms abuts on any tooth of the lock wheel to restrict the rotation of the lock wheel, and the remaining three The lock arm abuts the lock wheel at a position allowing rotation of the lock wheel;
The pitch between the teeth of the lock wheel is 1 pitch, and on the basis that the first lock arm is in contact with the lock wheel in the fastening state,
The second lock arm contacts a position displaced by 5/8 pitch from the first lock arm;
The third lock arm contacts a position displaced by 2/8 pitch from the first lock arm,
The fourth lock arm is in contact with a position displaced by 5/8 pitch from the first lock arm, and a vehicle steering apparatus is provided.

  In the invention according to claim 1, any one of the lock arms abuts against the teeth of the lock wheel to restrict the rotation of the lock wheel, and the remaining lock arms contact the lock wheel at a position where the lock wheel is allowed to rotate. Touch. In addition, each lock arm is in contact with a different position of the lock wheel, with reference to between the teeth of the lock wheel. That is, the lock wheel is locked by one lock arm, and the lock arms that allow rotation of the lock wheel abut on different positions of the lock wheel with reference to the teeth of the lock wheel.

  According to the conventional lock arm, in the state where one lock arm locks the lock wheel, the center of the tip of the other lock arm is in contact with the apex of the teeth of the lock wheel. In such an arrangement relationship of the lock arms, the amount of rotation of the lock wheel required until the lock wheel is locked is about 0.5 pitches at maximum with one pitch between the teeth of the lock wheel.

  In the present invention, when one lock arm locks the lock wheel, each of the other two or more lock arms comes into contact with different positions of the lock wheel based on the teeth of the lock wheel. For this reason, the maximum value of the amount of rotation of the lock wheel required until the lock wheel is locked can be made less than 0.5 pitch. That is, the lock wheel can be locked more quickly in an emergency.

  In the invention according to claim 2, the second lock arm is in contact with the position displaced by 5/8 pitch on the basis that the first lock arm is in contact with the lock wheel, and the third lock arm The arm contacts a position displaced by 2/8 pitch, and the fourth lock arm contacts a position displaced by 5/8 pitch. Since the first to fourth lock arms are in such a positional relationship, when the lock wheel is locked, any one lock arm abuts against the teeth of the lock wheel to restrict the rotation of the lock wheel, and the remaining locks The arm contacts the lock wheel at a position where the rotation of the lock wheel is allowed. That is, the lock wheel is locked by one lock arm, and the lock arms that allow rotation of the lock wheel abut on different positions of the lock wheel with reference to the teeth of the lock wheel.

  According to the conventional lock arm, in the state where one lock arm locks the lock wheel, the center of the tip of the other lock arm is in contact with the apex of the teeth of the lock wheel. In such an arrangement relationship of the lock arms, the amount of rotation of the lock wheel required until the lock wheel is locked is about 1/8 pitch at maximum with one pitch between the teeth of the lock wheel.

  In the present invention, when one lock arm locks the lock wheel, each of the other three lock arms comes into contact with different positions of the lock wheel based on the teeth of the lock wheel. For this reason, the maximum value of the amount of rotation of the lock wheel required until the lock wheel is locked can be made less than 1/8 pitch. That is, the lock wheel can be locked more quickly in an emergency.

1 is a schematic diagram of a vehicle steering apparatus according to an embodiment of the present invention. It is sectional drawing of the principal part of the clutch mechanism and planetary gear mechanism which were shown by FIG. FIG. 3 is a cross-sectional view taken along line 3-3 in FIG. 2. It is the figure which expanded the rod vicinity of the solenoid shown by FIG. It is the figure which expanded the planetary gear shown by FIG. It is a figure explaining the arrangement position of the lock arm with respect to the lock wheel shown in FIG. It is a figure explaining from a preparation process to an adjustment process about a manufacturing method of a steering device for vehicles. It is a figure explaining a planetary gear mechanism assembly process to a housing assembly process about a manufacturing method of a steering device for vehicles. FIG. 3 is a schematic diagram of a clutch mechanism and a planetary gear mechanism shown in FIG. 2. It is a figure explaining an effect | action when the clutch mechanism shown by FIG. 3 exists in a fastening state. It is a figure explaining the effect | action of the planetary gear mechanism in case the clutch mechanism shown by FIG. 9 exists in a fastening state. It is a figure explaining the lock arm in case the clutch mechanism shown by FIG. 6 exists in a fastening state. It is a figure explaining the relationship between the torsion coil spring shown by FIG. 3, and the rod of a solenoid. It is a figure explaining the effect | action of the torsion coil spring shown by FIG. It is a figure which expands the torsion coil spring shown by FIG. 14, and demonstrates an effect | action. It is sectional drawing explaining the relationship between the support shaft shown in FIG. 2, and a retaining plate.

Embodiments of the present invention will be described below with reference to the accompanying drawings. In the description, left and right refer to the left and right based on the vehicle occupant, and front and rear refer to the front and rear based on the traveling direction of the vehicle.
<Example>

  A vehicle steering apparatus according to an embodiment will be described with reference to the drawings.

  As shown in FIG. 1, in the vehicle steering apparatus 10, the steering mechanism 30 is mechanically separated from the steering wheel 21 in a normal state, and the steering actuator 38 is operated according to the steering amount of the steering wheel 21. A so-called steer-by-wire system in which steering power is generated, transmitted to the steering mechanism 30, and the left and right steering wheels 35, 35 are steered by the steering mechanism 30. Abbreviation “SBW”). Hereinafter, the vehicle steering apparatus 10 will be described in detail.

  A steering mechanism 20 of the vehicle steering apparatus 10 includes a steering wheel 21 gripped by a driver, an input shaft 22 connected to the steering wheel 21, and an input shaft 22 that is disposed to face the input shaft 22 and is generated on the input shaft 22. A steering torque sensor 23 that detects the steering torque, a steering angle sensor 24 that is disposed opposite to the input shaft 22 and detects the steering angle of the steering wheel 21, and a reaction that applies a steering reaction force (reaction torque) to the steering wheel 21. It comprises a force transmission mechanism 25 and a motor rotation angle sensor 27 that detects the rotation angle of the reaction force motor 26 of the reaction force transmission mechanism 25.

  The steering angle of the steering wheel 21 is detected using a resolver of the reaction force motor 26 in addition to the steering angle sensor 24. The steering angle sensor 24 is an absolute angle sensor. The resolver of the reaction force motor 26 is a relative angle sensor with higher accuracy than the steering angle sensor 24.

  The steering mechanism 30 is connected to the lower end portion of the input shaft 22 via a planetary gear mechanism 140 and a clutch mechanism 80, and is connected to the pinion shaft 31 via a rack and pinion mechanism 33. A rack shaft 34, tie rods 36 and 36 and knuckles 37 and 37 that connect steered wheels 35 and 35 (for example, front wheels) to both ends of the rack shaft 34, and a steering shaft that adds steering power to the rack shaft 34 It comprises an actuator 38 and a pinion shaft rotation angle sensor 41 provided opposite to the pinion shaft 31 and detecting the rotation angle of the pinion shaft 31.

  The input shaft 22 includes a plurality of shaft members 22a connected by universal joints 22b and 22b.

  The reaction force transmission mechanism 25 is a mechanism that transmits reaction force torque generated by the reaction force motor 26 to the input shaft 22 via the worm gear mechanism 28. The worm gear mechanism 28 includes a worm 28 a provided on the motor shaft 26 a of the reaction force motor 26, and a worm wheel 28 b that meshes with the worm 28 a and is provided on the input shaft 22. An electric motor can be used as the reaction force motor 26.

  The rack and pinion mechanism 33 provided in the steering mechanism 30 includes a pinion 43 formed integrally with the pinion shaft 31, and a rack 44 meshed with the pinion 43 and formed integrally with the rack shaft 34. It consists of.

  The steering actuator 38 includes a steering power motor 45 that generates steering power and a steering power transmission mechanism 46 that transmits the steering power to the rack shaft 34. An electric motor can be used as the steering power motor 45.

  The position of the rack shaft 34 is detected by using the pinion shaft rotation angle sensor 41 and the resolver of the turning power motor 45 as well. The pinion shaft rotation angle sensor 41 is an absolute angle sensor. The resolver of the turning power motor 45 is a relative angle sensor with higher accuracy than the pinion shaft rotation angle sensor 41. At the time of activation, the middle point is written using the pinion shaft rotation angle sensor 41. Normally, control is performed using the resolver detection value.

  The steered power transmission mechanism 46 includes a drive pulley 47 attached to the rotating shaft of the steered power motor 45, a driven pulley 48 attached to the rack shaft 34, and the drive pulley 47 and the driven pulley 48. And a belt 49 which is stretched over.

  The clutch mechanism 80 is a mechanism for switching between a fastening state in which the input shaft 22 and the pinion shaft 31 are mechanically connected and a release state in which the input shaft 22 and the pinion shaft 31 are mechanically disconnected. is there. In the engaged state, the steering torque generated on the input shaft 22 by the steering wheel 21 can be transmitted to the pinion shaft 31. On the other hand, in the released state, the steering torque generated on the input shaft 22 by the steering of the steering wheel 21 cannot be transmitted to the pinion shaft 31.

  Detection signals detected by the steering torque sensor 23, the steering angle sensor 24, the motor rotation angle sensor 27, and the pinion shaft rotation angle sensor 41 are sent to the control unit 51. In addition to these, the controller 51 includes a vehicle speed sensor 52 that detects the traveling speed of the vehicle, a yaw rate sensor 53 that detects the yaw angular velocity (angular velocity of the yaw motion), an acceleration sensor 54 that detects the acceleration of the vehicle, and other various types. Each sensor 55 receives a detection signal. The control unit 51 receives detection signals from these sensors and issues control signals to the reaction force motor 26, the turning power motor 45, and the clutch mechanism 80.

  The vehicle steering device 10 is in a released state during normal times. That is, even if the steering wheel 21 is steered, the steering torque generated on the input shaft 22 is not transmitted to the pinion shaft 31. In this case, the steering actuator 38 generates steering power according to the steering amount of the steering wheel 21. This turning power is transmitted to the rack shaft 34 and the turning wheels 35 and 35 are turned.

  The vehicle steering device 10 is in a fastening state in an emergency. The input shaft 22 and the pinion shaft 31 are mechanically connected by the clutch mechanism 80. Therefore, the steering torque generated by steering the steering wheel 21 is transmitted from the input shaft 22 to the pinion shaft 31 via the planetary gear mechanism (details will be described later) and the clutch mechanism 80. Due to the steering torque transmitted to the pinion shaft 31, the rack shaft 34 is displaced in the left-right direction, and the steered wheels 35, 35 are steered. A more specific configuration will be described with reference to FIG.

  FIG. 2 shows the clutch mechanism 80 in the released state. As shown in FIG. 2, the pinion shaft 31 is rotatably supported by a lower needle roller bearing 62 and a lower ball bearing 63 attached to the lower housing 61. A middle housing 64 is overlaid on the upper portion of the lower housing 61. The middle housing 64 accommodates the main part of the clutch mechanism 80. An upper housing 65 is overlaid on the upper portion of the middle housing 64. The upper housing 65 accommodates the main part of the planetary gear mechanism 140. The lower housing 61, the middle housing 64, and the upper housing 65 are fastened by bolts 66.

  Referring also to FIG. 3, the clutch mechanism 80 includes a gear-shaped lock wheel 90 that is rotatably supported by a middle ball bearing 67 attached to the pinion shaft 31, and a first mechanism that regulates the rotation of the lock wheel 90. 1 and second locking means 100 and 120.

  Returning to FIG. 2, the planetary gear mechanism 140 rotates and revolves around the sun gear 141 that is disposed above the lock wheel 90 and is integrally formed with the lock wheel 90 via the connection cylinder portion 161. A possible planetary gear 150, a planetary carrier 144 that supports the planetary gear 150 and is connected to the upper end of the pinion shaft 31, and an input shaft 22 is integrally formed at the upper end so as to cover the outer periphery of the planetary carrier 144. Ring gear 145.

  The planetary carrier 144 is press-fitted into the pinion shaft 31. The sun gear 141 is supported by the pinion shaft 31 via the middle ball bearing 67 and also supported by the planetary carrier 144 via the first upper ball bearing 72. More specifically, the sun gear 141 is supported by the first upper ball bearing 72 and the middle ball bearing 67. The first upper ball bearing 72 is supported by the planetary carrier 144. The middle ball bearing 67 is supported by the pinion shaft 31. The planetary carrier 144 can rotate around the axis line CL1 together with the pinion shaft 31.

  A second upper ball bearing 73 is provided between the outer peripheral surface of the ring gear 145 and the inner peripheral surface of the upper housing 65. Further, a third upper ball bearing 74 is provided between the outer peripheral surface of the input shaft 22 and the inner peripheral surface of the upper housing 65. Both the ring gear 145 and the input shaft 22 are rotatable around the axis line CL1. A seal 75 is provided at the upper end of the upper housing 65 along the outer peripheral surface of the input shaft 22 to prevent entry of dust and the like.

  The centers of the pinion shaft 31, the lock wheel 90, the connecting cylinder 161, the sun gear 141, the planetary carrier 144, the ring gear 145, and the input shaft 22 are located on the axis CL1. The axis lines CL1 of the pinion shaft 31, the lock wheel 90, the connecting cylinder portion 161, the sun gear 141, the planetary carrier 144, the ring gear 145, and the input shaft 22 coincide with each other.

  With reference to the direction in which the axis line CL1 extends, the height of the portion P1 where the middle housing 64 and the upper housing 65 are overlapped with the height of the connecting tube portion 161.

  As shown in FIG. 3, the lock wheel 90 has eight teeth 92 formed at equal intervals from the substantially disc-shaped wheel body 91 toward the outer periphery, and the teeth 92 are located in the middle between the teeth 92 and the teeth 92. Eight low teeth 93 having a low height are formed. Between the teeth 92 and the low teeth 93, the outer peripheral surface portion 91a of the wheel body 91 faces. In summary, teeth 92, an outer peripheral surface portion 91a, low teeth 93, and an outer peripheral surface portion 91a are repeatedly formed at equal intervals on the outer periphery of the lock wheel 90. The circumferential lengths of the teeth 92, the outer peripheral surface portion 91a, and the low teeth 93 are substantially the same.

  The first locking means 100 includes a first support shaft 101 provided on the periphery of the lock wheel 90, and a first lock arm 102 (lock arm) attached to the first support shaft 101 so as to be swingable. 102), a first torsion coil spring 103 (biasing member 103) that urges the first lock arm 102 toward the lock wheel 90, and a swing toward the middle housing 64 side of the first lock arm 102. A first swing regulating pin 104 that regulates the movement, a second support shaft 106 provided on the periphery of the lock wheel 90, and a second lock arm attached to the second support shaft 106 so as to be swingable. 107 (lock arm 107) and a second torsion coil spring for urging the second lock arm 107 toward the lock wheel 90 08 (the urging member 108), the second swing restriction pin 109 for restricting the swing toward the middle housing 64 side of the second lock arm 107, and the first and second lock arms 102 and 107. And a first solenoid 111 (solenoid 111) having a possible first rod 111a (rod 111a). The first solenoid 111 is attached to the outer wall 64 a of the middle housing 64 by bolts 113 and 113.

  The basic structure of the second locking means 120 is the same as that of the first locking means 100. The second locking means 120 includes a third support shaft 121 provided on the periphery of the lock wheel 90, and a third lock arm 122 (lock arm) attached to the third support shaft 121 so as to be swingable. 122), a third torsion coil spring 123 (biasing member 123) that urges the third lock arm 122 toward the lock wheel 90, and a swing toward the middle housing 64 side of the third lock arm 122. A third swing restricting pin 124 that restricts the movement, a fourth support shaft 126 provided on the periphery of the lock wheel 90, and a fourth lock arm that is swingably attached to the fourth support shaft 126. 127 (lock arm 127) and a fourth torsion coil spring for urging the fourth lock arm 127 toward the lock wheel 90 28 (biasing member 128), a fourth swing restricting pin 129 for restricting a swing toward the middle housing 64 side of the fourth lock arm 127, and advancing and retreating toward the third and fourth lock arms 122, 127 And a second solenoid 131 (solenoid 131) having a possible second rod 131a (rod 131a). The second solenoid 131 is attached to the outer wall portion 64 a of the middle housing 64 by bolts 133 and 133.

  As shown in FIG. 4, an upper hole 64 b and a lower hole 64 c are formed in the middle housing 64. An upper bush 76 is disposed in the upper hole 64b, and a lower bush 77 is fixed in the lower hole 64c. The first support shaft 101 is inserted into the first lock arm 102 by press-fitting. On the upper surface of the upper bush 76, a ring plate-shaped retaining plate 78 for preventing the first support shaft 101 and the upper bush 76 from coming off is provided. The retaining plate 78 is screwed to the middle housing 64. An upper housing 65 is provided close to the upper surface of the retaining plate 78. Thereby, the screw fixing the middle housing 64 is prevented from coming off.

  Similarly, the second to fourth support shafts (FIG. 3, reference numerals 106, 121, 126) are inserted into the second to fourth lock arms (FIG. 3, reference numerals 107, 122, 127) by press-fitting. Further, the second to fourth support shafts are prevented from coming off upward by the same retaining plate 78 that prevents the first support shaft 101 and the upper bushing 76 from coming off upward. Yes.

  Returning to FIG. 3, the first lock arm 102 has a first arm main body portion 102 b in which the tip end portion 102 a abuts on the lock wheel 90 and a direction away from the tip end portion 102 a based on the first support shaft 101. The extending first receiving portion 102c (receiving portion 102c) is integrally formed. A first attachment hole 102d for attaching the first lock arm 102 to the first support shaft 101 is formed between the first arm main body 102a and the first receiving portion 102c.

  The basic configuration of the second to fourth lock arms 107, 122, and 127 is the same as that of the first lock arm 102, and a detailed description thereof is omitted. The second lock arm 107 includes a second arm main body portion 107b having a tip portion 107a, a second receiving portion 107c (receiving portion 107c), and a second mounting hole 107d. The third lock arm 122 includes a third arm main body portion 122b having a distal end portion 122a, a third receiving portion 122c (receiving portion 122c), and a third attachment hole 122d. The fourth lock arm 127 includes a fourth arm main body 127b having a distal end portion 127a, a fourth receiving portion 127c (receiving portion 127c), and a fourth mounting hole 127d.

  The first torsion coil spring 103 is wound around the first support shaft 101. One end 103 a of the first torsion coil spring 103 extends in a direction away from the lock wheel 90 and abuts against the middle housing 64. The other end 103 b of the first torsion coil spring 103 is in contact with the first receiving portion 102 c and urges the first receiving portion 102 c in a direction away from the lock wheel 90. The first arm main body portion 102b extending from the first support shaft 101 to the opposite side of the first receiving portion 102c is urged toward the lock wheel 90.

  The basic configuration of the second to fourth torsion coil springs 108, 123, and 128 is the same as that of the first torsion coil spring 103. One ends 108 a, 123 a, 128 a of the second to fourth torsion coil springs 108, 123, 128 are in contact with the middle housing 64, respectively. The other ends 108b, 123b, 128b of the second to fourth torsion coil springs 108, 123, 128 are in contact with the second to fourth receiving portions 107c, 122c, 127c, respectively.

  As shown in FIG. 2, the middle ball bearing 67, the lock wheel 90, and the first lock arm 102 are disposed on the axis CL2 of the first rod 111a. That is, in the height direction, the middle ball bearing 67, the lock wheel 90, the first lock arm 102, and the first rod 111a coincide. The same applies to the second lock arm (FIG. 3, reference numeral 107).

  Referring also to FIG. 3, the height of the axis CL2 of the first rod 111a and the height of the axis CL3 of the second rod 131a also coincide. The third and fourth lock arms 122 and 127 coincide with the axis CL3 of the second rod 131a in the height direction. For this reason, in the height direction, the middle ball bearing 67, the lock wheel 90, the third and fourth lock arms 122 and 127, and the second rod 131a coincide with each other.

  The axis CL2 of the first rod 111a intersects with the axis CL3 of the second rod 131a on the axis CL1 of the pinion shaft 31.

  As shown in FIGS. 3 and 4, a first rod bush 111 b that guides the advancing / retreating direction of the first rod 111 a is accommodated at the tip of the first solenoid 111. The middle housing 64 is formed with a first rod hole 64d in which the first rod 111a faces into the middle housing 64. In particular, as shown in FIG. 4, the diameter D1 of the first rod hole 64d is larger than the outer diameter of the first rod 111a. Furthermore, the diameter D1 of the first rod hole 64d is set to a size that overlaps the first rod bush 111b with reference to the direction along the axis CL2 of the first rod 111a.

  Returning to FIG. 3, the second rod 131 b is accommodated in the second solenoid 131 as well as the first solenoid 111. Further, the middle housing 64 is formed with a second rod hole 64 e through which the second rod 131 a faces the inside of the middle housing 64. The diameter of the second rod hole 64e is set similarly to the diameter of the first rod hole 64d.

  As shown in FIG. 5, the planetary gear 150 includes a gear shaft 151 that is fixed to the planetary carrier 144 and cannot rotate, a thrust ball bearing 152 provided on the outer periphery of the gear shaft 151, and the thrust ball bearing 152. Needle roller bearing 153 provided on the upper surface, gear body 154 provided on the outer periphery of needle roller bearing 153 and having a plurality of teeth formed on the outer periphery, and provided on the upper surface of gear body 154 And a washer 155.

  Above the gear shaft 151 of the planetary gear 150, a flat washer 162 passed through the pinion shaft 31 faces. A C ring 163 fixed to the pinion shaft 31 faces a position close to the top of the flat washer 162. The plain washer 162 is restricted from being displaced upward by the C ring 163. The gear shaft 151 is prevented from being pulled upward by the C ring 163 via the plain washer 162.

  The ring gear 145 includes a ring gear main body 145a with which the gear main body 154 of the planetary gear 150 is engaged, and a step portion 145b formed by a plurality of steps so that the diameter decreases upward from the ring gear main body 145a.

  As shown in FIG. 6A, a plurality of teeth 92 are formed on the lock wheel 90. The distances L1 from the adjacent teeth 92 to the teeth 92 are set at equal intervals. When the pair of teeth 92 and the teeth 92 are used as a reference, the second lock arm 107 is displaced (displaced) with respect to the first lock arm 102. More specifically, when the distance L1 between the teeth 92 is 1 pitch, the second lock arm 107 is displaced by 5/8 pitch with respect to the first lock arm 102. .

  Referring also to FIG. 6B, when the pair of teeth 92 and the teeth 92 is used as a reference, the third and fourth lock arms 122 and 127 are also respectively connected to the first lock arm 102. Are displaced. The third lock arm 122 is displaced by 2/8 pitch with respect to the first lock arm 102. The fourth lock arm 127 is displaced by 5/8 pitch with respect to the third lock arm 122. The fourth lock arm 127 is displaced by 7/8 pitch with respect to the first lock arm 102.

  As shown in FIG. 6 (c), the first to fourth lock arms 102, 107, 122, 127 face different positions when a set of teeth 92 and teeth 92 is used as a reference. It is out.

  7 and 8, only the first lock arm 102 among the lock arms is shown. However, the second to fourth lock arms (FIG. 3, reference numerals 107, 122, 127) are also assembled in the same manner as the first lock arm 102. Therefore, in the description based on FIGS. 7 and 8, the first lock arm 102 can be appropriately read as the second to fourth lock arms.

  The same applies to the solenoid. That is, in FIG.7 and FIG.8, only the 1st solenoid 111 and the 1st rod 111a in a solenoid are shown. However, the second solenoid (FIG. 3, reference numeral 131) is also assembled in the same manner as the first solenoid 111. For this reason, in the description based on FIG.7 and FIG.8, the 1st solenoid 111 can be read as a 2nd solenoid suitably, and the 1st rod 111a can be read as a 2nd rod suitably.

  As shown in FIG. 7, first, the pinion shaft 31 is rotatably attached to the lower housing 61. Next, the middle housing 64 is overlaid on the upper portion of the lower housing 61 so that the pinion shaft 31 is centered. Next, the lock wheel 90, the connecting cylinder portion 161, and the sun gear 141 that are integrally formed with each other are rotatably attached to the outer periphery of the pinion shaft 31. Thereby, the clutch mechanism 80 is assembled.

  That is, the clutch mechanism assembling step is performed by assembling the first lock arm 102 and the first solenoid 111 to the middle housing 64 in advance, and assembling the lock wheel 90 together with the pinion shaft 31. Is called.

  In the clutch mechanism assembling step, the lock wheel 90, the first lock arm 102, and the first solenoid 111 may be assembled in a state where the middle housing 64 is superimposed on the upper portion of the lower housing 61.

  When the assembly of the clutch mechanism 80 is completed, the contact position of the first rod 111a with respect to the first lock arm 102 is adjusted (adjustment step).

  As shown in FIG. 8, a retaining plate 78 is placed on the upper surface of the middle housing 64. Next, the planetary carrier 144 in which the planetary gear 150 is assembled in advance is fixed to the pinion shaft 31. At this time, the planetary gear 150 is engaged with the sun gear 141.

  Next, the ring gear 145 is assembled so as to cover the planetary carrier 144 from above. At this time, the ring gear 145 is engaged with the planetary gear 150. Thereby, the planetary gear mechanism 140 is assembled (planetary gear mechanism assembling step).

  Next, the upper housing 65 is overlaid on the middle housing 64 along the axis CL1 of the sun gear 141 (housing assembly process). As a result, the retaining plate 78 is sandwiched between the lower surface of the upper housing 65 and the upper surface of the middle housing 64. Next, the lower housing 61, the middle housing 64, and the upper housing 65 are integrally fastened by the bolt 66, and the process ends.

  As shown in FIG. 9, current flows through the first and second solenoids 111 and 131 in a normal state. At this time, the first and second rods 111a and 131a are in the advanced positions. The first to fourth lock arms 102, 107, 122, 127 are restricted from swinging toward the lock wheel 90 by the first or second rods 111 a, 131 a being in contact with each other. Thereby, the lock wheel 90 is in a rotatable state. The sun gear 141 integrated with the lock wheel 90 is also rotatable (is idle).

  By steering the steering wheel 21, the ring gear 145 rotates through the input shaft 22. This rotational force is transmitted to the sun gear 141 through the planetary gear 150. Since the sun gear 141 is rotatable, the planetary gear 150 only rotates on the spot. That is, it does not revolve around the sun gear 141. For this reason, the planetary carrier 144 does not rotate, and the steering force is hardly transmitted from the input shaft 22 to the pinion shaft 31.

  Thus, in the normal state, the planetary gear mechanism 140 is in an open state. When the steering wheel 21 is steered, the control unit (FIG. 1, reference numeral 51) shown in FIG. 1 controls the turning power motor (FIG. 1, reference numeral 45), so that the running state of the vehicle is controlled by the steering mechanism 30. It is possible to steer the steered wheels 35 and 35 with the optimum steering characteristics according to the above.

  Thereafter, when the electrical connection between the steering mechanism 20 and the steering mechanism 30 is released due to some factor, or when the ignition key switch is turned off, the non-excited state is set.

  As shown in FIG. 10, in an emergency, the first and second solenoids 111 and 131 are in a non-excited state. As a result, the first and second rods 111a and 131a retreat. As a result, the first and second rods 111 a and 131 a are separated from the first to fourth lock arms 102, 107, 122, and 127. The first to fourth lock arms 102, 107, 122, 127 swing toward the lock wheel 90 by the urging force of the first to fourth coil springs 103, 108, 123, 128.

  Any one of the first to fourth lock arms 102, 107, 122, 127 abuts on the teeth 92 of the lock wheel 90 and restricts the rotation of the lock wheel 90. At this time, the rotation of the sun gear 141 integrated with the lock wheel 90 is also restricted. The figure shows a state in which the first lock arm 102 abuts against the teeth 92 of the lock wheel 90 and the rotation of the lock wheel 90 is restricted. On the other hand, the second to fourth lock arms 107, 122, 127 are in contact with the lock wheel 90 at positions where the lock wheel 90 is allowed to rotate.

  Thus, when the clutch mechanism 80 is in the non-excited state, the sun gear 141 is locked in the stopped state, thereby bringing the planetary gear mechanism 140 into the connected state. That is, when the electrical connection is released, the backup system is automatically switched.

  As shown in FIG. 11, by steering the steering wheel 21, the ring gear 145 rotates, and the rotational force is transmitted to the planetary gear 150. At this time, the rotation of the sun gear 141 is restricted. For this reason, the planetary gear 150 revolves while rotating around the sun gear 141. As planetary gear 150 revolves, planetary carrier 144 rotates. The pinion shaft 31 connected to the planetary carrier 144 rotates to steer the steered wheels 35 and 35 via the rack and pinion mechanism 33. The steering force of the steering wheel 21 can be mechanically transmitted to the steering mechanism 30 via the planetary gear mechanism 140. In this case, the reaction force motor 26 does not generate a steering reaction force.

  12 (a) to 12 (d), each of the first to fourth lock arms 102, 107, 122, and 127 is in contact with the teeth 92 of the lock wheel 90. The positional relationship of the lock arm is shown conceptually. The lock wheel 90 is shown in the deployed state.

  More specifically, FIG. 12A shows a state in which the first lock arm 102 locks the lock wheel 90, and FIG. 12B shows that the third lock arm 122 is locked. FIG. 12C shows a state where the wheel 90 is locked, and FIG. 12C shows a state where the second lock arm 107 locks the lock wheel 90. FIG. A state in which the lock arm 127 of the lock locks the lock wheel 90 is shown.

  As shown in FIG. 12A, the first to fourth lock arms 102, 107, 122, 127 swing all at once toward the lock wheel 90 rotating in an emergency. At this time, the tip end portion 102 a of the first lock arm 102 may enter between the teeth 92 and the low teeth 93. The distal end portion 102a of the first lock arm 102 contacts the side surface of the tooth 92, and the rotation of the lock wheel 90 is forcibly restricted.

  At this time, the second to fourth lock arms 107, 122, and 127 abut on the lock wheel at positions where the lock wheel is allowed to rotate. The lock wheel 90 is locked by one lock arm (in this case, the first lock arm 102) and the lock arm (in this case, the second to fourth locks) that allows the lock wheel 90 to rotate. The arms 107, 122, 127) come into contact with different positions of the lock wheel 90 with reference to the teeth 92 of the lock wheel 90.

  The same can be said when each of the second to fourth lock arms 107, 122, and 127 abuts as shown in FIGS. 12 (b) to 12 (d).

  According to the conventional lock arm, in the state where one lock arm locks the lock wheel, the center of the tip of the other lock arm is in contact with the apex of the teeth of the lock wheel. In such an arrangement relationship of the lock arms, the amount of rotation of the lock wheel required until the lock wheel is locked is about 0.5 pitches at maximum with one pitch between the teeth of the lock wheel.

  In the present invention, when one lock arm (for example, the first lock arm 102) locks the lock wheel 90, the other two or more lock arms (second to fourth lock arms 107, 122, 127) contact the different positions of the lock wheel 90 with reference to the teeth 92 of the lock wheel 90, respectively. For this reason, the maximum value of the amount of rotation of the lock wheel 90 required until the lock wheel 90 is locked can be less than 0.5 pitch. That is, the lock wheel 90 can be locked more quickly in an emergency.

  Further, according to the study by the present inventors, the pitch between the teeth 92 of the lock wheel 90 is set to one pitch, and the first lock arm 102 is in contact with the lock wheel 90 in the engaged state (emergency). With reference to the point, the second lock arm 107 is brought into contact with a position displaced by 5/8 pitch from the first lock arm 102, and the third lock arm 122 is moved from the first lock arm 102 to 2. When the fourth lock arm 127 is brought into contact with a position displaced by 5/8 pitch from the first lock arm 102, a lock signal is issued. It has been found that the time from when the lock wheel 90 stops until it becomes the shortest on average.

  As shown in FIG. 13, the second receiving portion 107c is formed with a protruding portion 107d that protrudes toward the first rod 111a. Thereby, only the protrusion part 107d in the 2nd receiving part 107c contact | abuts to the 1st rod 111a in normal time. By adopting a configuration in which only one point is in contact with the first rod 111a, the distance from the center O of the second support shaft 106 to the point in contact with the first rod 111a can be made constant. Thereby, the biasing force of the second torsion coil spring 108 applied to the first rod 111a can be made constant. The second lock arm 107 can be surely pushed by the first rod 111a.

  Referring also to FIG. 3, the first lock arm 102 is also in contact with the first rod 111a in the same manner. Further, the third and fourth lock arms 122 and 127 are also in contact with the second rod 131a.

  As shown in the comparative example of FIG. 14A, the first torsion coil spring 203 biases the first arm body 202b toward the lock wheel 290, and the second torsion coil spring 208 It is conceivable to urge the arm main body 207 b toward the lock wheel 290. In such a case, the following problems may occur. In FIG. 15A, the second torsion coil spring 208 will be described as an example. The problem may also occur in the first lock arm 202, the third and fourth torsion coil springs for the same reason as the second lock arm 207.

  As shown in the comparative example of FIG. 15A, by continuing to use the vehicle steering device, the second support shaft 206 or the second lock arm 207 is attached to the second support shaft 206. It is conceivable that the mounting portion (see the mounting hole 207d) is worn away due to wear. Thereby, a gap S is generated between the second support shaft 206 and the mounting hole 207d. The second lock arm 207 is displaced by the gap S. The second lock arm 207 is displaced toward the lock wheel 290 by the biasing force of the second torsion coil spring 208.

  When the gap S is large, the second lock arm 207 may come into contact with the lock wheel 290. In the case of contact, the second lock arm 207 prevents the lock wheel 290 from rotating.

  As shown in the embodiment of FIG. 14B, the second lock arm 107 has a second receiving portion that extends from the center of the swing (second support shaft 106) in a direction away from the distal end portion 107a. 107c. In addition, one end 108a of the second torsion coil spring 108 extends in a direction away from the lock wheel 90 and contacts the middle housing 64, and the other end 108b of the second torsion coil spring 108 is in contact with the second receiving portion 107c. The second receiving portion 107c is urged in a direction away from the lock wheel 90.

  As shown in the embodiment of FIG. 15B, by continuing to use the vehicle steering device, the second support shaft 106 or the second lock arm 107 can be attached to the second support shaft 106. It is conceivable that the mounting portion (see the second mounting hole 107d) is worn away due to wear. Thereby, a gap S is generated between the second lock arm 107 and the second support shaft 106. The second lock arm 107 is displaced by the gap S. Due to the biasing force of the second torsion coil spring 108, the second lock arm 107 is displaced toward the middle housing 64. For this reason, it is possible to prevent the second lock arm 107 from being displaced toward the lock wheel 90. Thereby, it can prevent that the 2nd lock arm 107 contacts the lock wheel 90, and can rotate the lock wheel 90 reliably. The vehicle steering device can be operated more accurately over a long period of time.

  As shown in FIGS. 2 and 16, the middle housing 64 is formed with an upper hole 64b at a position overlapping the planetary carrier 144 with reference to the direction along the axis CL1 of the sun gear 141. In the upper hole 64b, A first support shaft 101 is inserted. Thereby, compared with the case where the 1st support shaft 101 is provided outside the planetary carrier 144, the vehicle steering device can be made compact.

  In addition, between the middle housing 64 and the planetary carrier 144, a part of the upper hole 64b is blocked, and the first support shaft 101 and the upper bush 76 protrude from the upper hole 64b toward the planetary carrier 144. A plate-shaped retaining plate 78 is disposed to prevent it. Thereby, even if the first support shaft 101 and the upper bushing 76 are displaced toward the planetary carrier 144 due to vibration or the like, it can be prevented from protruding from the upper hole 64b. It is possible to prevent the first support shaft 101 and the upper bushing 76 from coming into contact with the planetary carrier 144 and to ensure smooth rotation of the planetary carrier 144. Further, since contact with the planetary carrier 144 is prevented, contact with the planetary gear 150 is also prevented.

  That is, it is possible to ensure smooth rotation of the planetary carrier 144 while reducing the size of the vehicle steering device.

  Further, the lower end of the upper housing 65 is provided close to the upper surface of the retaining plate 78. As a result, the retaining plate 78 can be prevented from being lifted by the first support shaft 101. Smooth rotation of the planetary carrier 144 can be ensured more reliably.

  As shown in FIGS. 2 and 3, the middle housing 64 in which the clutch mechanism 80 is accommodated and the upper housing 65 in which the planetary gear mechanism 140 is accommodated are overlapped on the basis of the direction in which the axis CL1 of the sun gear 141 extends. The height of the portion P <b> 1 that coincides with the height of the connecting cylinder portion 161. By adopting a configuration in which they are superposed at such a height, the clutch mechanism 80 can be adjusted while the clutch mechanism 80 is viewed from above after the clutch mechanism 80 is housed in the middle housing 64. Adjustment of the clutch mechanism 80 can be easily performed, which is beneficial for accurate assembly of the clutch mechanism 80.

  Further, as shown in FIG. 7, after the clutch mechanism assembling process, the contact position of the first rod 111a with respect to the first lock arm 102 is adjusted. The clutch mechanism 80 can be adjusted while viewing the clutch mechanism 80 from above. Adjustment of the clutch mechanism 80 can be easily performed, which is beneficial for accurate assembly of the clutch mechanism 80.

  As shown in FIG. 4, the diameter D1 of the first rod hole 64d is larger than the outer diameter of the first rod 111a, and the first rod 111a is defined on the basis of the direction along the axis CL2 of the first rod 111a. It is set as the size which overlaps with 1 rod bush 111b. Thereby, it is possible to prevent the first rod bush 111b from coming out of the first solenoid 111 while allowing the first rod 111a to advance and retreat into the middle housing 64. Without increasing the number of parts, the middle housing 64 can be used to prevent the first rod bush 111b from coming off, which is beneficial.

  As shown in FIG. 5, the planetary gear 150 includes a gear shaft 151 fixed to the planetary carrier 144, a thrust ball bearing 152 (thrust bearing) provided on the outer periphery of the gear shaft 151, and the thrust ball bearing. Needle roller bearing 153 provided on the upper surface of 152 and the outer periphery of gear shaft 151, and a plurality of teeth on the outer periphery of needle roller bearing 153 and on the upper surface of thrust ball bearing 152. Are formed, and a washer 155 provided on the upper surface of the gear body 154.

  When the gear main body 154 rotates, resistance due to friction is inevitably generated between the gear main body 154 and the gear shaft 151 or between the gear main body 154 and each part of the planetary carrier 144. Referring also to FIG. 9, even if the sun gear 141 is idle, the planetary gear 150 may slightly revolve due to the influence of friction. Thereby, the planetary carrier 144 rotates and the pinion shaft 31 also rotates. That is, when it is desired to prevent the pinion shaft 31 from rotating, the pinion shaft 31 may be slightly rotated.

  By providing the thrust ball bearing 152, the needle roller bearing 153, and the washer 155, it is possible to reduce the frictional resistance generated between the gear main body 154 and the gear shaft 151 or between the gear main body 154 and each part of the planetary carrier 144. it can. Thereby, rotation of the pinion shaft 31 against the intention can be suppressed, and the vehicle steering apparatus can be operated more accurately. It is particularly effective to take measures against friction of the planetary gear 150 having a high rotational speed.

  Further, a thrust ball bearing 152 is provided below the gear body 154. Thereby, the gear body 154 can be smoothly rotated while receiving the weight of the gear body 154. In addition, a washer 155 is provided above the gear body 154. While the vehicle is traveling, the gear body 154 may be displaced upward due to vibration. Even in such a case, the upper surface of the gear main body 154 can be received and smooth rotation can be ensured.

  As shown in FIG. 10, the first arm main body 102b has a substantially L shape. From the first support shaft 101 to the L-shaped break point P2, it extends while being curved. A straight line extends from the break point P2 to the tip 102a. By curving from the first support shaft 101 to the break point, it is possible to absorb an impact when the first lock arm 102 locks the lock wheel 90. The same applies to the second to fourth lock arms 107, 122, 127.

  In addition, the lock wheel 90 is a member that rotates at high speed. The first lock arm 102 swings toward the lock wheel 90 and may rebound toward the middle housing 64 when contacting the teeth 92 or the low teeth 93 of the lock wheel 90. The first lock arm 102 is prevented from swinging toward the middle housing 64 by the first swing restriction pin 104. The amount of rebound is reduced, and the first lock arm 102 can be quickly swung again toward the lock wheel 90. Thereby, the lock wheel 90 can be locked more rapidly. The same applies to the second to fourth swing regulating pins 109, 124, and 129.

  Referring also to FIG. 2, the middle ball bearing 67, the first lock arm 102, and the lock wheel 90 are disposed on the axis CL2 of the first rod 111a. Further, the lock wheel 90 is formed integrally with the sun gear 141 of the planetary gear mechanism 140, and a first upper ball bearing 72 is attached to the top of the sun gear 141. When the first lock arm 102 contacts the lock wheel 90, an impact is applied to the lock wheel 90. At this time, the radial force that can be generated in the lock wheel 90 and the sun gear 141 needs to be received by the middle ball bearing 67 and the first upper ball bearing 72. In this regard, by placing the central ball bearing 67, the first lock arm 102 and the lock wheel 90 on the axis CL2 of the first rod 111a, most of the energy due to the radial force is transferred by the central ball bearing 67. Can receive. Thereby, the 1st upper ball bearing 72 of the planetary gear mechanism 140 periphery comprised with many components can be reduced in size.

  Although the first to fourth lock arms according to the present invention have been described with examples having different shapes, the position of contact with the lock wheel is adjusted by the position where the first to fourth support shafts are provided. May be. Furthermore, these can also be combined. That is, it is only necessary for each lock arm to abut on a different position of the lock wheel with reference to the gap between the teeth of the lock wheel, and the invention is not limited to these types.

  Furthermore, the housing is not limited to one divided into three. That is, even if the upper housing is overlapped with the housing in which the middle housing and the lower housing are integrally formed, the predetermined effect of the present invention can be obtained. The housing may be divided into four or more parts.

  If the number of divisions is three or more, the middle housing can be fixed using a dedicated jig, and assembly work can be performed.

  The vehicle steering device of the present invention is suitable for being mounted on a passenger car.

DESCRIPTION OF SYMBOLS 10 ... Vehicle steering device 21 ... Steering wheel 22 ... Input shaft 31 ... Pinion shaft 33 ... Rack and pinion mechanism 34 ... Rack shaft 38 ... Steering actuator 80 ... Clutch mechanism 90 ... Lock wheel 92 ... Teeth 102 ... First lock Arm (lock arm)
107: Second lock arm (lock arm)
111 ... 1st solenoid (solenoid)
111a ... first rod (rod)
122 ... Third lock arm (lock arm)
127 ... Fourth lock arm (lock arm)
131 ... Second solenoid (solenoid)
131a ... second rod (rod)

Claims (2)

A steering wheel, an input shaft connected to the steering wheel, a clutch mechanism connected to the input shaft, a pinion shaft connected to the input shaft via the clutch mechanism, and a pinion shaft A rack shaft connected via a rack and pinion mechanism, and a steering wheel that is directly or indirectly connected to the rack shaft and transmits the power for turning according to the steering amount of the steering wheel to the rack shaft. An actuator, and
In the vehicle steering apparatus, the clutch mechanism can switch between a fastening state in which a steering torque generated in the input shaft by steering of the steering wheel can be transmitted to the pinion shaft and a released state in which the steering torque cannot be transmitted to the pinion shaft. ,
The clutch mechanism is
A lock wheel having a plurality of teeth of equal pitch in the circumferential direction;
In the vicinity of the lock wheel, at least three swings are provided, and one of these three abuts on any tooth of the lock wheel to regulate the rotation of the lock wheel, A lock arm to be fastened;
A rod that can move forward and backward toward each of the lock arms, and the rod abuts on each of the lock arms, thereby comprising a solenoid that regulates the swing of the lock arm,
When any one of the lock arms abuts against the teeth of the lock wheel to restrict the rotation of the lock wheel, the remaining two or more lock arms are positioned at a position that allows the lock wheel to rotate. Abut the lock wheel,
The vehicle steering apparatus according to claim 1, wherein the at least three lock arms are in contact with different positions of the lock wheel with reference to between the teeth of the lock wheel. A steering wheel, an input shaft connected to the steering wheel, a clutch mechanism connected to the input shaft, a pinion shaft connected to the input shaft via the clutch mechanism, and a pinion shaft A rack shaft connected via a rack and pinion mechanism, and a steering wheel that is directly or indirectly connected to the rack shaft and transmits the power for turning according to the steering amount of the steering wheel to the rack shaft. An actuator, and
In the vehicle steering apparatus, the clutch mechanism can switch between a fastening state in which a steering torque generated in the input shaft by steering of the steering wheel can be transmitted to the pinion shaft and a released state in which the steering torque cannot be transmitted to the pinion shaft. ,
The clutch mechanism is
A lock wheel having a plurality of teeth of equal pitch in the circumferential direction;
The first to fourth lock arms, which are provided in the vicinity of the lock wheel so as to be able to swing, and are brought into the fastening state by restricting the rotation of the lock wheel in contact with the teeth of the lock wheel,
The first and second lock arms have a first rod that can be advanced and retracted, and the first rod comes into contact with the first and second lock arms, thereby the first and second lock arms. A first solenoid that regulates the swing of the lock arm;
A second rod that can be advanced and retracted toward the third and fourth lock arms, and the second rod abuts against the third and fourth lock arms, whereby the third and fourth lock arms; A second solenoid that regulates the swing of the lock arm,
When the first to fourth lock arms swing, any one of the lock arms abuts on any tooth of the lock wheel to restrict the rotation of the lock wheel, and the remaining three The lock arm abuts the lock wheel at a position allowing rotation of the lock wheel;
The pitch between the teeth of the lock wheel is 1 pitch, and on the basis that the first lock arm is in contact with the lock wheel in the fastening state,
The second lock arm contacts a position displaced by 5/8 pitch from the first lock arm;
The third lock arm contacts a position displaced by 2/8 pitch from the first lock arm,
The vehicle steering apparatus according to claim 4, wherein the fourth lock arm contacts a position displaced by 7/8 pitch from the first lock arm.

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