JP2024021594A - Steering operation input device - Google Patents

Abstract

[Problem] To easily set a steering wheel center at the center of a steering angle range. A mechanical stopper mechanism that regulates the amount of rotation of a rudder operation input member includes a rotating shaft member that rotates when rotational force is transmitted from the steering operation input member and has a spiral unevenness formed on its outer circumferential surface; A housing that rotatably supports one end side of the uneven portion, a support member that rotatably supports the other end side of the uneven portion, and a movable housing that engages with the uneven portion and transmits the rotational force of the rotating shaft member. a rotation regulating member that is provided on the member, the housing and the support member, and that controls the rotation of the movable member and moves the movable member in the axial direction of the rotating shaft member by the rotational force transmitted from the rotating shaft member; A stopper part is provided between the housing and the support member, and includes a first stopper part that restricts movement toward the housing when the housing moves in the axial direction, and a second stopper part that restricts movement toward the support member. and an adjustment member for adjusting the axial position of the support member with respect to the housing. [Selection diagram] Figure 3

Description

The present invention relates to a steering operation input device.

Patent Document 1 discloses a steering rod that connects left and right wheels and steers the left and right wheels by moving in an axial direction, a steering wheel that is rotatably operated by a driver, and a steering wheel that is attached to one end. and a steering shaft that engages with the steering rod at the other end and rotates as the steering wheel rotates, and is provided at a location where the steering shaft and the steering rod engage, so that the rotation of the steering shaft is directed to the axis of the steering rod. A steering device for a vehicle is disclosed that includes a motion conversion mechanism that converts movement in a direction, and a shaft rotation suppression mechanism that suppresses rotation of a steering shaft.

Patent No. 4876739

However, the steering shaft rotation suppression mechanism disclosed in Patent Document 1 has a problem in that the steering wheel center cannot be easily set at the center of the steering angle range due to accumulated manufacturing errors.
One of the objects of the present invention is to provide a steering device including a steering operation input device that allows the steering wheel center to be easily set at the center of the steering angle range.

A steering operation input device according to an embodiment of the present invention includes a reaction force actuator that applies a steering reaction force to a steering operation input member attached to a vehicle, and a mechanical stopper mechanism that regulates the operation rotation amount of the steering operation input member, The mechanical stopper mechanism rotates when rotational force is transmitted from the steering operation input member, and includes a rotating shaft member that has a spiral unevenness formed on its outer circumferential surface, and a rotating shaft member that is rotatable at one end of the rotating shaft member beyond the unevenness. A housing to support, a support member that rotatably supports the other end side of the rotating shaft member beyond the uneven portion, and a movable member that engages with the uneven portion of the rotating shaft member and transmits the rotational force of the rotating shaft member. a rotation regulating member that is provided on the housing and the support member and that controls the rotation of the movable member and moves the movable member in the axial direction of the rotating shaft member by the rotational force transmitted from the rotating shaft member; A stopper portion is provided between the housing and the support member, and includes a first stopper portion that restricts movement toward the housing and a second stopper portion that restricts movement toward the support member when the housing moves in the direction. and an adjustment member that adjusts the axial position of the support member with respect to the housing.

Therefore, according to a preferred embodiment of the present invention, the steering wheel center can be easily set at the center of the steering angle range.

1 is a system configuration diagram of a steering device including a steering operation input device of Embodiment 1. FIG. 1 is a perspective view of a steering operation input device according to a first embodiment; FIG. 1 is a cross-sectional view of the steering operation input device of Embodiment 1. FIG. 4 is an enlarged view of part A in FIG. 3. FIG. (a) is a perspective view of the adjuster of Embodiment 1, (b) is a sectional view of the adjuster of Embodiment 1. 3 is a time chart showing a subassembly assembly procedure of the shaft and housing of the mechanical stopper mechanism of the first embodiment. 5 is a time chart showing a procedure for assembling an adjuster subassembly of the mechanical stopper mechanism of the first embodiment. 5 is a time chart showing a procedure for assembling a subassembly of the rear cover of the mechanical stopper mechanism of the first embodiment. 5 is a first time chart showing a main assembly assembly procedure of the mechanical stopper mechanism of the first embodiment. FIG. 7 is a second time chart showing the main assembly assembly procedure of the mechanical stopper mechanism of the first embodiment. FIG. 7 is a first time chart showing an adjustment procedure of the mechanical stopper mechanism of the first embodiment. FIG. 7 is a second time chart showing the adjustment procedure of the mechanical stopper mechanism of the first embodiment. 7 is a third time chart showing the adjustment procedure of the mechanical stopper mechanism of the first embodiment. FIG.

EMBODIMENT OF THE INVENTION Hereinafter, the form for implementing this invention is demonstrated based on drawing.
[Embodiment 1]
(Overall configuration of steering device)
FIG. 1 is a system configuration diagram of a steering device including a steering operation input device according to a first embodiment.

The steering device 1 is a so-called steer-by-wire type steering device in which a steering wheel (steering operation input member) S and a steering mechanism 3 that steers a steering wheel 16 are mechanically separated.
The steering device 1 includes a steering operation input device 2, a steering mechanism 3, and a control device 10.
The steering operation input device 2 includes a steering wheel S connected to a column shaft 4, a steering angle sensor 5 provided at the center of the column shaft 4, a steering torque sensor 6, and a mechanical stopper provided at the tip of the column shaft 4. It has a first electric motor (reaction force actuator) 8 connected to the mechanism 7 and the mechanical stopper mechanism 7 via a deceleration mechanism 9, and a first electric motor rotation sensor 8a.
The steering wheel S rotates according to the driver's steering operation. The steering angle sensor 5 detects the amount of rotation of the column shaft 4 connected to the steering wheel S, and outputs a steering operation amount signal corresponding to the detected amount of rotation to the control device 10.
The steering torque sensor 6 detects the steering torque of the column shaft 4 connected to the steering wheel S, and outputs a steering torque signal corresponding to the detected steering torque to the control device 10.
The first electric motor 8 is a reaction force actuator that generates a force (steering reaction force) that increases the steering load in response to a steering operation of the steering wheel S by the driver.
The first electric motor rotation angle sensor 8a detects the rotation position of the first electric motor 8, and outputs a first electric motor rotation angle signal to the control device 10 according to the detected rotation position.
In addition to this, various detection signals are inputted to the control device 10 from an external sensor 11.

The steering mechanism 3 includes a rack bar 12 housed in a rack bar housing 13, a tie rod 14, a knuckle arm 15, a rack bar position sensor 12a, a second electric motor 170, and a second electric motor rotation sensor 170a.
The rack bar 12 is movable in the vehicle width direction, and steers the steering wheel 16 via the tie rod 14 and the knuckle arm 15 according to the amount of movement.
The rack bar position sensor 12a detects the position of the rack bar 12, and outputs a steering amount signal according to the detected position to the control device 10.
The second electric motor rotation sensor 170a detects the rotational position of the second electric motor 170, and outputs a second motor rotational angle signal to the control device 10 according to the detected rotational position.
Since the steering angle of the steered wheel 16 is uniquely determined according to the position of the rack bar 12, the steering amount signal is a signal related to the steering angle of the steered wheel 16.
The second electric motor 170 is a steering actuator that generates a force for steering the steered wheels 16 via the rack bar 12 based on a steering actuator drive signal from the control device 10 .

The control device 10 drives and controls the first electric motor 8 based on the steering operation amount signal and the steering torque signal.
Furthermore, the control device 10 drives and controls the second electric motor 170 based on the steering amount signal and the second motor rotation angle signal.
Although one example of the control device 10 is shown for the steering device 1, the control device 10 may be provided for each of the steering operation input device 2 and the steering mechanism 3. In this case, each control device shares the steering operation amount signal, the steering torque signal, the steering amount signal, and the second motor rotation angle signal, and controls the first electric motor 8 and the second electric motor 170. .

(Overall configuration of steering operation input device)
2 is a perspective view of the steering operation input device of Embodiment 1, FIG. 3 is a sectional view of the steering operation input device of Embodiment 1, and FIG. 4 is an enlarged view of section A in FIG. 3.

The column shaft 4, which has one end 41 connected to the steering wheel S, is rotatably supported about the rotation axis P by a column shaft housing 40 supported by the vehicle body via a pair of bearings 4a and 4b.
Further, the other end 42 of the column shaft 4 is connected to the first end (one end) 20b of the shaft (rotating shaft member) 20, and the column shaft 4 and the shaft 20 are integrally connected to the rotational axis P. Rotate.
The left end of the column shaft housing 40 is fixed to the right end of the front cover 19 via a plurality of bolts B1.
The front cover 19 is arranged to cover the speed reduction mechanism 9, which is composed of a small pulley 91, a large pulley 92, and a belt 93 stretched between both pulleys 91, 92.
Thereby, it is possible to downsize the steering operation input device 2 and the speed reduction mechanism 9 in the direction of the rotation axis P.
An end portion of the front cover 19 on the left side in the drawing is fixed to an end portion of the housing 17 on the right side in the drawing via a bolt (not shown).
Note that the shaft 20 has a first end 20b and a second end (other end) 20c connected to the column shaft 4, and a second end between the first end 20b and the second end 20c. A male threaded portion (uneven portion) 20a is formed on the 20c side.
Further, the housing 17 fixes and holds an outer ring 22a of a first bearing 22, which rotatably supports the first end 20b side of the shaft 20 on the right side of the figure, rather than the male threaded part 20a, with a lock nut 21, and The motor housing 81 is provided with an extending support portion 17a for fixing the motor housing 81 with a plurality of bolts B2.
This support portion 17a can suppress oscillation of the first electric motor 8 due to vibration.

(Configuration of mechanical stopper mechanism)
A fitting hole 17c into which one end 28b of the guide pin (rotation regulating member) 28 is inserted and fixed is formed on the radially inner side of the left end of the housing 17 in the drawing. A mounting hole 17b to which a cylindrical adjuster (adjustment member) 26 is mounted is formed on the outside in the direction.
The guide pin 28 includes a shaft body 28a at the center, one end 28b, and the other end 28c at both ends.
As a result, the number of parts can be reduced, and compared to the fixing method of fixing the guide pin 28 to the housing 17 by screwing the one end 28b to the housing 17, for example, the one end 28b is fixed to the fitting hole 17c. The number of assembly steps can be reduced by fitting the two.
Furthermore, a female threaded portion 17d into which a first male threaded portion 26b of an adjuster (adjustment member) 26 is screwed is formed on the inner peripheral surface of the mounting hole 17b.
A rear cover (support member) 18 is arranged on the opposite side of the housing 17.
An opening 18a to which the adjuster 26 is attached is formed on the radially outer side of the right end of the rear cover 18 in the drawing, and a female threaded portion into which the second male threaded portion 26c of the adjuster 26 is screwed is formed on the inner peripheral surface of the opening 18a. 18d, and a fitting hole 18c into which the other end 28c of the guide pin 28 is inserted and fixed is formed on the radially inner side of the right end of the rear cover 18 in the drawing.
Further, on the left side of the rear cover 18 in the drawing, a support hole 18b is formed for holding and fixing a second bearing 23 that rotatably supports the second end 20c of the shaft 20 relative to the male threaded portion 20a.
When the pilot part 26d of the adjuster 26 is placed in the mounting hole 17b and the opening 18a of the rear cover 18 and the adjuster 26 are aligned, the second end 20c of the shaft 20 is located inside the support hole 18b. It is intended to be placed in
Thereby, assembly of the mechanical stopper mechanism 7 can be facilitated.
An adjuster 26 is arranged between the housing 17 and the rear cover 18.
The adjuster 26 has a polygonal hexagonal part 26a that engages with a tool on the outer periphery of the center part, a first male threaded part 26b that threads into the female threaded part 17d of the housing 17, and a rear cover 18 on the outer peripheral surface on both sides of the hexagonal part 26a. A second male threaded portion 26c is formed to be screwed into the female threaded portion 18d.
Note that the female threaded portion 17d, first male threaded portion 26b, and female threaded portion 18d, second male threaded portion 26c have different screw directions.
That is, in this embodiment, the female threaded portion 17d and the first male threaded portion 26b are right-handed, and the female threaded portion 17d and the first male threaded portion 26b are left-handed. Of course, the opposite relationship is also possible.
Thereby, although details will be described later, it is possible to adjust the amount of rotation of the steering wheel S by simply rotating the adjuster 26.
Further, on the outer circumferential surface on both sides of the hexagonal portion 26a of the adjuster 26, a polygonal first lock nut (lock nut) 24 that is threadedly engaged with the first male threaded portion 26b and a polygonal shaped lock nut that is threadedly engaged with the second male threaded portion 26c are provided. A second lock nut (lock nut) 25 is arranged.
With the first lock nut 24 and the second lock nut 25, the position of the adjuster 26 relative to the housing 17 and the rear cover 18 can be fixed, and the position of the adjuster 26 can be reliably maintained.
A nut (movable member) 27 is disposed on the inner circumferential side of the adjuster 26, and includes a female threaded portion 27b that screws into the male threaded portion 20a of the shaft 20, and into which the shaft main body 28a of the guide pin 28 is inserted into the through hole 27a. ing.
That is, as the shaft 20 rotates, the nut 27 attempts to rotate due to the female threaded portion 27b screwed into the male threaded portion 20a of the shaft 20, but the rotation of the nut 27 is prevented by the guide pin 28, and the nut 27 is rotated along the rotation axis P. will move in the direction.

(Configuration of first electric motor)
The first electric motor 8 includes a first electric motor housing 81 fixed to the support portion 17a of the housing 17 with a plurality of bolts B2, and a terminal 8e fixed to the first electric motor housing 81 and connected to the control device 10. The first electric motor rotation shaft 8a is rotatably supported by a pair of bearings 8c and 8d, the first electric motor rotation sensor 8b, and the like are provided inside the cover 82.
A small pulley 91 is fixed to the right end of the first electric motor rotating shaft 8a in the drawing.
Note that the large pulley 92 is fixed to the shaft 20, and a belt 93 stretched between the small pulley 91 and the large pulley 92 decelerates the rotation of the first electric motor rotating shaft 8a and transmits it to the shaft 20. That's what I do.

FIG. 5A is a perspective view of the adjuster of the first embodiment, and FIG. 5B is a cross-sectional view of the adjuster of the first embodiment.

The length A of the first male threaded portion 26b of the right-hand thread of the adjuster 26 and the length B of the second male threaded portion 26c of the left-hand thread are formed in a relationship such that A>B.
This is to set the initial position of the adjuster 26 to a position where the first male threaded portion 26b side is tightened and abutted.
Further, a pilot portion 26d in which no thread is formed is formed at the right end in the drawing of the first male threaded portion 26b.
This pilot portion 26d is for aligning the center of the end of the first male threaded portion 26b of the adjuster 26 with the mounting hole 17b provided in the housing 17, thereby facilitating assembly of the mechanical stopper mechanism 7. Can be done.

FIG. 6 is a time chart showing the subassembly assembly procedure of the shaft and housing of the mechanical stopper mechanism of the first embodiment.

In the first bearing press-fitting step (time T1), the inner ring 22b of the first bearing 22 is press-fitted and fixed closer to the first end 20b than the male threaded portion 20a of the shaft 20.
In the housing press-fitting process (time T2), the inner peripheral surface of the housing 17 is press-fitted into the outer ring 22a of the first bearing 22.
Next, the outer ring 22a of the first bearing 22 is fixed to the housing 17 using the lock nut 21.
In the guide pin press-fitting step (time T3), one end portion 28b of the guide pin 28 is press-fitted into the fitting hole 17c of the housing 17 and fixed.

FIG. 7 is a time chart showing the procedure for assembling the adjuster subassembly of the mechanical stopper mechanism of the first embodiment.

In the lock nut screwing step (time T4), the female screw portion 24a of the first lock nut 24 is screwed into the first male screw portion 26b of the right-hand thread of the adjuster 26, and the first lock nut 24 is rotated clockwise (CW). Turn the hexagonal part 26a of the adjuster 26 so that it comes into contact with the right side surface in the figure, and screw the female threaded part 25a of the second lock nut 25 into the second male threaded part 26c of the left-hand thread of the adjuster 26, and turn the second lock nut 25. Turn it clockwise (CCW) to bring it into contact with the left side surface of the hexagonal portion 26a of the adjuster 26 in the drawing.

FIG. 8 is a time chart showing a subassembly procedure for the rear cover of the mechanical stopper mechanism of the first embodiment.

In the second bearing press-fitting step (time T5), the second bearing 23 is press-fitted into the support hole 18b of the rear cover 18.

FIG. 9 is a first time chart showing the main assembly assembly procedure of the mechanical stopper mechanism of the first embodiment.

In the nut assembling step (time T6), the female screw portion 27b of the nut 27 is screwed onto the male screw portion 20a of the shaft 20, and the through hole 27a of the nut 27 is inserted into the guide pin 28.
Next, in the nut initial position setting step (time T7), for example, the shaft 20 is fully turned in the clockwise (CW) direction to bring the nut 27 into contact with the first stopper portion 29 of the housing 17.
Note that the mark X is for explaining the operation.

FIG. 10 is a second time chart showing the main assembly assembly procedure of the mechanical stopper mechanism of the first embodiment.

In the adjuster assembly step (time T8), the pilot portion 26d of the sub-assembled adjuster 26 is inserted into the inner periphery of the female threaded portion 17d formed in the mounting hole 17b of the housing 17.
Next, in the rear cover mounting step (time T9), the second end 20c side of the shaft 20 is attached to the second bearing 23 of the sub-assembled rear cover 18, and the female threaded portion 18d of the rear cover 18 and the second male threaded portion 26c of the adjuster 26 are attached. Insert until they touch (contact part a).
Note that the second end 20c side of the shaft 20 is inserted into the second bearing 23 by a distance α.

FIG. 11 is a first time chart showing the adjustment procedure of the mechanical stopper mechanism of the first embodiment.

In the first step of the adjustment procedure (time T10), the shaft 20 is restrained so that it cannot rotate, and the hexagonal part 26a of the adjuster 26 is turned counterclockwise (CCW) to bring the adjuster 26 into contact with the first stopper part 29. (Abutting part b).
At this time, because the rear cover 18 is left-handed, it moves in the same direction as the adjuster 26, and the second end 20c of the shaft 20 is inserted into the entire second bearing 23.
Note that a gap λ is set between the second stopper portion 30 of the rear cover 18 and the adjuster 26.
In the second step of the adjustment procedure (time T11), the hexagonal part 26a of the adjuster 26 is restrained so that it cannot rotate, the shaft 20 is turned counterclockwise (CCW), and the nut 27 is brought into contact with the second stopper part 30. (Abutment part c).
For example, suppose here that normally it should rotate 3 times, but due to a manufacturing error it only rotates 2.83 times.
In other words, the rotation of the shaft 20 by the angle σ is insufficient.

FIG. 12 is a second time chart showing the adjustment procedure of the mechanical stopper mechanism of the first embodiment.

In the third step of the adjustment procedure (time T12), the hexagonal portion 26a of the adjuster 26 is turned counterclockwise (CCW) by an angle θ.
That is, the rear cover 18 is moved to the left in the drawing by the angle σ of the shaft 20.
Note that the angle θ is obtained from the following equation.
θ=σ*Ls/(2*Pa)
Note that ΔL=σ/360*Ls, θ/360*Pa*2=ΔL→θ=ΔL/(2*Pa)*360.
Also, σ [deg]: correction angle, Pa [mm]: adjuster pitch, Ls [mm/rev]: shaft lead, ΔL [mm]: nut travel distance for shaft angle σ, θ [deg]: adjuster correction angle (adjustment angle for moving the adjuster by ΔL).
In the fourth step of the adjustment procedure (time T13), the hexagonal part 26a of the adjuster 26 is restrained so that it cannot rotate, the shaft 20 is turned counterclockwise (CCW), and the nut 27 is brought into contact with the second stopper part 30. (Abutting part d).
That is, the angle σ of the shaft 20 can be set to 0, the mark X is at an appropriate position, and the steering wheel S can be rotated three times normally.

FIG. 13 is a third time chart showing the adjustment procedure of the mechanical stopper mechanism of the first embodiment.

In the fifth step of the adjustment procedure (time T14), the hexagonal part 26a of the adjuster 26 is restrained so that it cannot rotate, and the first lock nut 24 is turned counterclockwise (CCW) to bring it into contact with the housing 17. Part e), tighten and fix.
Next, the second lock nut 25 is turned clockwise (CW) to abut against the rear cover 18 (abutting portion f), and is tightened and fixed.
In the sixth step of the adjustment procedure (time T15), the shaft 20 is rotated 1.5 rotations in the clockwise (CW) direction in order to position the shaft 20 at the center position of three rotations in the rotatable steering angle range.
Thereby, the steering wheel S can be set at the neutral position at the center of the steering angle range, and the steering wheel S can be rotated by 1.5 rotations, which is the same amount of rotation, for each left and right rotation.
That is, by adjusting the position of the rear cover 18 in the rotational axis P direction using the adjuster 26, the movable range between the first stopper part 29 and the second stopper part 30 can be easily adjusted while maintaining the neutral position of the shaft 20. The steering wheel center can be easily set to the neutral position at the center of the steering angle range.

Next, the effects will be explained.
The steering device including the steering operation input device of Embodiment 1 has the following effects.

(1) The mechanical stopper mechanism 7 rotates when rotational force is transmitted from the steering wheel S, and includes a shaft 20 having a male threaded portion 20a formed on its outer circumferential surface, and a first end portion 20b of the shaft 20 that is closer to the first end portion 20b than the male threaded portion 20a. A housing 17 that rotatably supports the shaft 20, a rear cover 18 that rotatably supports the second end 20c side of the shaft 20 relative to the male threaded portion 20a, and are screwed together with the male threaded portion 20a of the shaft 20, so that the rotational force of the shaft 20 is a nut 27 to be transmitted; a guide pin 28 that is provided on the housing 17 and the rear cover 18 to restrict rotation of the nut 27 and move the nut 27 in the axial direction of the shaft 20 by the rotational force transmitted from the shaft 20; When the nut 27 moves in the axial direction, a first stopper part 29 restricts movement towards the housing 17 side, a second stopper part 30 restricts movement towards the rear cover 18 side, and a connection between the housing 17 and the rear cover 18. An adjuster 26 is provided between the rear cover 18 and the housing 17 to adjust the axial position of the rear cover 18 with respect to the housing 17.
Therefore, by adjusting the position of the rear cover 18 in the direction of the rotational axis P using the adjuster 26, the movable range between the first stopper part 29 and the second stopper part 30 can be easily adjusted while maintaining the neutral position of the shaft 20. be able to.
That is, the steering wheel center can be easily set to the neutral position at the center of the steering angle range.

(2) The adjuster 26 has a cylindrical shape and has a first male threaded portion 26b that is threadedly engaged with the female threaded portion 17d of the housing 17, and a second male threaded portion 26c that is threadedly engaged with the female threaded portion 18d of the rear cover 18. The male threaded portion 26b and the second male threaded portion 26c are screwed in different directions.
Therefore, the amount of rotation of the steering wheel S can be adjusted simply by rotating the adjuster 26.

(3) The first male threaded portion 26b and the second male threaded portion 26c of the adjuster 26 are provided with a first lock nut 24 and a second lock nut 25, respectively, for fixing the position of the adjuster 26 with respect to the housing 17 and the rear cover 18. did.
Therefore, the position of the adjuster 26 can be maintained reliably.

(4) The guide pin 28 has a shaft main body 28a that is inserted into a through hole 27a formed in the nut 27, and both ends that are fitted and fixed in the fitting hole 17c of the housing 17 and the fitting hole 18c of the rear cover 18. 28b and 28c.
Therefore, the number of parts can be reduced, and compared to the fixing method of fixing the guide pin 28 to the housing 17 by screwing the one end 28b to the housing 17, for example, it is easier to fix the one end 28b to the fitting hole 17c. Fitting them together can reduce assembly man-hours.

(5) The shaft 20 is provided with a speed reduction mechanism 9 on the first end 20b side, and is connected to the first electric motor 8 via the speed reduction mechanism 9.
Therefore, it is possible to reduce the size of the steering operation input device 2 in the direction of the rotation axis P.

(6) The speed reduction mechanism 9 has a belt 93 and a pair of small pulleys 91 and large pulleys 92.
Therefore, the reduction in size of the speed reduction mechanism 9 in the direction of the rotational axis P can be achieved.

(7) The housing 17 is provided with a support portion 17a on which the first electric motor housing 81 is supported at a position spaced apart from the shaft 20.
Therefore, it is possible to suppress oscillation due to vibration of the first electric motor 8.

(8) A pilot portion 26d for aligning the center with the mounting hole 17b provided in the housing 17 is provided at the end of the first male threaded portion 26b of the adjuster 26.
Therefore, assembly of the mechanical stopper mechanism 7 can be facilitated.

(9) When the rear cover 18 arranges the pilot part 26d of the adjuster 26 in the mounting hole 17b and aligns the opening 18a of the rear cover 18 with the adjuster 26, the second end 20c side of the shaft 20 is located inside the rear cover 18. The support hole 18b is disposed in the support hole 18b.
Therefore, assembly of the mechanical stopper mechanism 7 can be facilitated.

[Other embodiments]
Although the embodiments for carrying out the present invention have been described above, the specific configuration of the present invention is not limited to the configuration of the embodiments, and design changes may be made within the scope of the gist of the invention. are also included in the present invention.
For example, in the embodiment, the adjuster 26 has a male thread, and the housing 17 and the rear cover 18 have a female thread, but the adjuster 26 may have a female thread, and the housing 17 and the rear cover 18 may have a male thread.

1 steering device, 2 steering input device, 3 steering mechanism, S steering wheel (steering input member), 7 mechanical stopper mechanism, 8 first electric motor (reaction force actuator), 81 first electric motor housing (reaction force actuator housing), 9 reduction mechanism, 91 small pulley (pulley), 92 large pulley (pulley), 93 belt, 17 housing, 17a support section, 17b mounting hole, 17c fitting hole, 18 rear cover (support member), 18a opening, 18b support Hole, 18c Fitting hole, 20 Shaft (rotating shaft member), 20a Male thread (uneven part), 20b First end (one end), 20c Second end (other end), 24 First lock nut (lock nut), 25 second lock nut (lock nut), 26 adjuster (adjustment member), 26a hexagonal part, 26b first male threaded part (first threaded part), 26c second male threaded part (second threaded part), 26d pilot part, 27 nut (movable member), 27a through hole, 28 guide pin (rotation regulating member), 28a shaft main body, 28b end part, 28c end part, 29 first stopper part (stopper part), 30 second Stopper part (stopper part)

Claims (9)

A steering operation input device comprising a reaction force actuator that applies a steering reaction force to a steering operation input member attached to a vehicle, and a mechanical stopper mechanism that regulates the amount of rotation of the steering operation input member, the steering operation input device comprising:
The mechanical stopper mechanism is
a rotating shaft member that rotates upon transmission of rotational force from the steering operation input member and has a spiral uneven portion formed on its outer peripheral surface;
a housing that rotatably supports one end of the rotating shaft member relative to the uneven portion;
a support member rotatably supporting the other end of the rotating shaft member than the uneven portion;
a movable member that engages with the uneven portion of the rotating shaft member and to which the rotational force of the rotating shaft member is transmitted;
a rotation regulating member that is provided on the housing and the supporting member and that regulates rotation of the movable member and moves the movable member in the axial direction of the rotating shaft member by a rotational force transmitted from the rotating shaft member;
When the movable member moves in the axial direction, a stopper portion includes a first stopper portion that restricts movement toward the housing side and a second stopper portion that restricts movement toward the support member side;
an adjustment member that is provided between the housing and the support member and adjusts the axial position of the support member with respect to the housing;
A steering operation input device comprising: The steering operation input device according to claim 1,
The adjustment member has a cylindrical shape,
a first threaded portion that is threadedly engaged with the housing;
a second screw portion that is threadedly engaged with the support member;
The first threaded portion and the second threaded portion have different screwing directions;
A steering operation input device characterized by: The steering operation input device according to claim 2,
The first threaded portion and the second threaded portion include:
lock nuts are respectively provided for fixing the position of the adjustment member relative to the housing;
A steering operation input device characterized by: The steering operation input device according to claim 2,
The rotation regulating member has a shaft main body that is inserted into a through hole formed in the movable member, and both ends that are fitted and fixed in the fitting hole of the housing and the fitting hole of the support member.
A steering operation input device characterized by: The steering operation input device according to claim 2,
The rotating shaft member is provided with a deceleration mechanism on its first end side, and is connected to the reaction force actuator via the deceleration mechanism.
A steering operation input device characterized by: The steering operation input device according to claim 5,
The speed reduction mechanism includes a belt and a pair of pulleys.
A steering operation input device characterized by: The steering operation input device according to claim 5,
The housing is provided with a support portion that supports the reaction force actuator housing at a position spaced apart from the rotating shaft member.
A steering operation input device characterized by: The steering operation input device according to claim 2,
A pilot part is provided at the end of the first threaded part of the adjustment member for aligning the center with a mounting hole provided in the housing.
A steering operation input device characterized by: The steering operation input device according to claim 8,
The supporting member is such that when the pilot portion is disposed in the mounting hole and the opening of the supporting member and the adjustment member are aligned, the second end side of the rotating shaft member is disposed inside the supporting member. It has a support hole.
A steering operation input device characterized by:

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