JP4193635B2 - Vehicle steering system - Google Patents

Vehicle steering system Download PDF

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JP4193635B2
JP4193635B2 JP2003294593A JP2003294593A JP4193635B2 JP 4193635 B2 JP4193635 B2 JP 4193635B2 JP 2003294593 A JP2003294593 A JP 2003294593A JP 2003294593 A JP2003294593 A JP 2003294593A JP 4193635 B2 JP4193635 B2 JP 4193635B2
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steering
speed increasing
small gear
increasing mechanism
rotation
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JP2005059784A (en
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賢司 東
尚武 神田
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JTEKT Corp
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Description

本発明は、運転者により行われるステアリングホイール等の操舵部材の操作に応じて車輪を転舵する車両用操舵装置に関する。   The present invention relates to a vehicle steering apparatus that steers a wheel in response to an operation of a steering member such as a steering wheel performed by a driver.

車両用操舵装置は、操舵部材の操作によって回転する第1の回転部材と車輪に繋がる第2の回転部材とが機械的に連結されているリンク式と、第1及び第2の回転部材が機械的に連結されていないステアバイワイヤ式とが一般に知られている。   The vehicle steering apparatus includes a link type in which a first rotating member that is rotated by an operation of a steering member and a second rotating member that is connected to a wheel are mechanically connected, and the first and second rotating members are mechanically connected. Steer-by-wire systems that are not connected to each other are generally known.

前者のリンク式は車室内に配置される第1の回転部材と、車室外に配置され、車輪に繋がるラック軸のラック歯に噛合するピニオンを備えた第2の回転部材とがユニバーサルジョイントにより連動連結された構成になっている(例えば、特許文献1参照。)。   In the former link type, a first rotating member arranged in the passenger compartment and a second rotating member arranged outside the passenger compartment and having a pinion meshing with the rack teeth of the rack shaft connected to the wheels are linked by a universal joint. It is the structure connected (for example, refer patent document 1).

また、リンク式の操舵装置として、横風による車両の横移動、雨水による車両の横滑り等、外部の状況によって車両が横移動するような状況になった場合、車両の横移動を自動的に小さく抑えるためのアクティブ制御手段を備えた車両用操舵装置も知られている。   In addition, as a link type steering device, when the vehicle moves laterally due to external conditions such as lateral movement of the vehicle due to crosswinds or side slipping of rainwater, the lateral movement of the vehicle is automatically suppressed to a small level. There is also known a vehicle steering apparatus provided with an active control means.

後者のステアバイワイヤ式は、車室内の第1の回転部材を車室外の舵取機構から機械的に分離して配置する一方、舵取機構の一部に操舵アクチュエータを付設し、該操舵アクチュエータを、前記操舵部材の操作方向及び操作量の検出結果に基づいて動作させ、舵取機構に操舵力を加えて前記操舵部材の操作に応じた操舵を行わせる構成になっている(例えば、特許文献2参照。)。   In the latter steer-by-wire type, the first rotating member in the passenger compartment is mechanically separated from the steering mechanism outside the passenger compartment, and a steering actuator is attached to a part of the steering mechanism. The steering member is operated based on the detection result of the operation direction and the operation amount of the steering member, and a steering force is applied to the steering mechanism to perform the steering according to the operation of the steering member (for example, Patent Documents). 2).

また、ステアバイワイヤ式の車両用操舵装置においては、操舵アクチュエータ、走行状態を検出する各種のセンサ、及びこれらのセンサの検出結果に基づいて前記操舵アクチュエータを制御する操舵制御部のフェイルセーフ対策が必要であり、第1及び第2の回転部材間に電磁クラッチ又は噛み合いクラッチを介装し、この電磁クラッチ又は噛み合いクラッチをフェイル発生時に係合動作させ、操舵部材の操作力を舵取機構に機械的に伝達可能として、マニュアル操舵が行えるようにしている(例えば、特許文献3参照。)。
特開平9−20256号公報 特開平10−218000号公報 特開2001−341655号公報
Further, in the steer-by-wire vehicle steering device, a steering actuator, various sensors for detecting the running state, and a fail-safe measure for the steering control unit that controls the steering actuator based on the detection results of these sensors are necessary. And an electromagnetic clutch or a meshing clutch is interposed between the first and second rotating members, the electromagnetic clutch or the meshing clutch is engaged when a failure occurs, and the operating force of the steering member is mechanically applied to the steering mechanism. Manual steering can be performed (see, for example, Patent Document 3).
Japanese Patent Laid-Open No. 9-20256 Japanese Patent Laid-Open No. 10-218000 JP 2001-341655 A

ところが、従来のステアバイワイヤ式にあっては、第1の回転部材の回転が等速度で第2の回転部材に伝動されるため、電磁クラッチ又は噛み合いクラッチに加わるトルクが比較的大きくなる。この結果、トルクの増加に対応して電磁クラッチ又は噛み合いクラッチが大形となり、しかも、車両用操舵装置のコストの増大を招来するという問題があった。   However, in the conventional steer-by-wire system, the rotation of the first rotating member is transmitted to the second rotating member at a constant speed, so that the torque applied to the electromagnetic clutch or the meshing clutch becomes relatively large. As a result, there has been a problem that the electromagnetic clutch or the meshing clutch becomes large in response to the increase in torque, and the cost of the vehicle steering apparatus increases.

また、アクティブ制御手段を備えた従来のリンク式の車両用操舵装置にあっては、車両の横移動が自動的に小さく抑えられる場合、アクティブ制御による抑止力と運転者による操舵部材の操作力とが干渉して運転者に違和感を与えることがあり、改善策が要望されていた。   Further, in the conventional link type vehicle steering apparatus provided with the active control means, when the lateral movement of the vehicle is automatically suppressed to a small level, the suppression force by the active control and the operation force of the steering member by the driver May cause the driver to feel uncomfortable, and an improvement plan has been demanded.

本発明は斯かる事情に鑑みてなされたものであり、フェイルの発生時に必要な連結手段に加わるトルクを低減でき、連結手段を小形化することができ、しかも、リンク式の車両用操舵装置においてアクティブ制御が行われる場合に運転者に違和感を与えないようにすることができる車両用操舵装置を提供することを目的とする。   The present invention has been made in view of such circumstances, and it is possible to reduce the torque applied to the connecting means required when a failure occurs, to reduce the size of the connecting means, and in the link type vehicle steering apparatus. An object of the present invention is to provide a vehicle steering device that can prevent a driver from feeling uncomfortable when active control is performed.

第1発明に係る車両用操舵装置は、操舵部材の操作に応じて車輪を転舵する車両用操舵装置において、前記操舵部材の操作によって回転する第1の回転部材の回転を増速する大歯車及び小歯車を含む第1の増速機構と、前記車輪に繋がる第2の回転部材の回転を増速する大歯車及び小歯車を含む第2の増速機構と、第1及び第2の増速機構を連動連結可能とした連動連結手段とを備え、連動連結手段は第1の増速機構の小歯車の中心部に連結され、非連結位置/連結位置への移動が可能な第1の連結体と、第2の増速機構の小歯車の中心部に連結された第2の連結体とを有し、第1の連結体は軸心に対して偏倚する凸部を有し、第2の連結体は軸心に対して偏倚し第1の連結体の凸部と係合可能な凸部を有し、第1の連結体の移動により両凸部同士が両凸部間の周方向隙間分を周方向に相対移動して係合可能として、第1の増速機構の小歯車の回転を第2の増速機構の小歯車に伝動、又は、第2の増速機構の小歯車の回転を第1の増速機構の小歯車に伝動するように構成されていることを特徴とする。
また、第2発明に係る車両用操舵装置は、操舵部材の操作に応じて車輪を転舵する車両用操舵装置において、前記操舵部材の操作によって回転する第1の回転部材の回転を増速する大歯車及び小歯車を含む第1の増速機構と、前記車輪に繋がる第2の回転部材の回転を増速する大歯車及び小歯車を含む第2の増速機構と、第1及び第2の増速機構を連動連結可能とした連動連結手段とを備え、連動連結手段は第1の増速機構の小歯車の中心部に連結された第1の連結体と、第2の増速機構の小歯車の中心部に連結され、非連結位置/連結位置への移動が可能な第2の連結体とを有し、第1の連結体は軸心に対して偏倚する凸部を有し、第2の連結体は軸心に対して偏倚し第1の連結体の凸部と係合可能な凸部を有し、第2の連結体の移動により両凸部同士が両凸部間の周方向隙間分を周方向に相対移動して係合可能として、第1の増速機構の小歯車の回転を第2の増速機構の小歯車に伝動、又は、第2の増速機構の小歯車の回転を第1の増速機構の小歯車に伝動するように構成されていることを特徴とする。
また、第3発明に係る車両用操舵装置は、通常の操舵中は連動連結手段を非連結とし、フェイルが発生したときは連結されることを特徴とする。
また、第4発明に係る車両用操舵装置は、車両の横移動を自動的に小さく抑えるためのアクティブ制御が行われる場合は連動連結手段を非連結とし、アクティブ制御が行われない場合は連結されることを特徴とする。
A vehicular steering apparatus according to a first invention is a vehicular steering apparatus that steers wheels according to an operation of a steering member, and a large gear that accelerates the rotation of a first rotating member that is rotated by the operation of the steering member. And a first speed increasing mechanism including a small gear, a second speed increasing mechanism including a large gear and a small gear for speeding up rotation of a second rotating member connected to the wheel, and a first speed increasing mechanism and a second speed increasing mechanism. And an interlocking connection means capable of interlockingly connecting the speed mechanism . The interlocking connection means is connected to the center of the small gear of the first speed increasing mechanism, and is capable of moving to a non-connection position / connection position. A coupling body and a second coupling body coupled to the central portion of the small gear of the second speed increasing mechanism, the first coupling body having a convex portion that is biased with respect to the axis; The second connecting body has a convex portion that is deviated with respect to the axial center and can be engaged with the convex portion of the first connecting body. The two gears rotate relative to the circumferential gap between the convex portions in the circumferential direction so that they can be engaged, and the rotation of the small gear of the first speed increasing mechanism is transmitted to the small gear of the second speed increasing mechanism, or It is configured to transmit the rotation of the small gear of the second speed increasing mechanism to the small gear of the first speed increasing mechanism .
According to a second aspect of the present invention, there is provided a vehicle steering apparatus according to the first aspect of the present invention, wherein the first steering member rotates in response to an operation of the steering member. A first speed increasing mechanism including a large gear and a small gear; a second speed increasing mechanism including a large gear and a small gear for increasing the rotation of a second rotating member connected to the wheel; Interlocking connecting means for enabling interlocking connection of the speed increasing mechanism of the first speed increasing mechanism, the interlocking connecting means being connected to the central portion of the small gear of the first speed increasing mechanism, and the second speed increasing mechanism. And a second connecting body that is connected to the center of the small gear and is movable to the non-connecting position / connecting position, and the first connecting body has a convex portion that is biased with respect to the axis. The second connecting body has a convex portion that is biased with respect to the axial center and can be engaged with the convex portion of the first connecting body. The two convex portions are moved relative to each other in the circumferential gap between the convex portions in the circumferential direction so that they can engage with each other, and the rotation of the small gear of the first speed increasing mechanism is transmitted to the small gear of the second speed increasing mechanism. Alternatively, the rotation of the small gear of the second speed increasing mechanism is transmitted to the small gear of the first speed increasing mechanism.
The vehicle steering apparatus according to the third invention is characterized in that the interlocking connecting means is disconnected during normal steering and is connected when a failure occurs.
Further, the vehicle steering apparatus according to the fourth aspect of the invention is connected when the active control for automatically suppressing the lateral movement of the vehicle to be small is performed, and when the active control is not performed. It is characterized by that.

本発明にあっては、第1の回転部材の回転を第2の回転部材に伝動する必要がない場合、第1及び第2の増速機構は連動連結されていないため、第1の回転部材の回転は第2の回転部材に伝動されていない。また、第1の回転部材の回転を第2の回転部材に伝動する必要がある場合、連動連結手段を動作させることにより、第1の回転部材の回転を第1の増速機構、連動連結手段及び第2の増速機構から第2の回転部材に伝動することができる。この場合、操舵部材の操作によって回転する第1の回転部材の回転は第1の増速機構により増速されて連動連結手段に伝動され、逆入力荷重によって回転する第2の回転部材の回転は第2の増速機構により増速されて連動連結手段に伝動されるため、連動連結手段に加わるトルクを低減でき、連動連結手段を小形化することができる。   In the present invention, when it is not necessary to transmit the rotation of the first rotating member to the second rotating member, the first and second speed increasing mechanisms are not interlocked and connected. Is not transmitted to the second rotating member. Further, when it is necessary to transmit the rotation of the first rotating member to the second rotating member, the first connecting member is operated to operate the first rotating member by rotating the first connecting member. And it can be transmitted to the 2nd rotation member from the 2nd speed increasing mechanism. In this case, the rotation of the first rotating member rotated by the operation of the steering member is accelerated by the first speed increasing mechanism and transmitted to the interlocking connecting means, and the rotation of the second rotating member rotated by the reverse input load is Since the speed is increased by the second speed increasing mechanism and transmitted to the interlocking connecting means, the torque applied to the interlocking connecting means can be reduced, and the interlocking connecting means can be miniaturized.

また、アクティブ制御手段を備えたリンク式の車両用操舵装置において、アクティブ制御が行われていない場合、連動連結手段により第1及び第2の増速機構が連動連結されており、第1の回転部材の回転は第1の増速機構により増速されて連動連結手段に伝動され、さらに第2の増速機構により減速されて第2の回転部材に伝動することができる。そして、アクティブ制御が行われる場合、連動連結手段による第1及び第2の増速機構の連動連結が解除され、第1及び第2の回転部材の連結が解除され、第1の回転部材の回転が第2の回転部材に伝動されなくなる。   Further, in the link type vehicle steering apparatus provided with the active control means, when the active control is not performed, the first and second speed increasing mechanisms are interlocked and connected by the interlocking connecting means, and the first rotation The rotation of the member can be accelerated by the first speed increasing mechanism and transmitted to the interlocking connecting means, and further decelerated by the second speed increasing mechanism and transmitted to the second rotating member. When active control is performed, the interlocking connection of the first and second speed increasing mechanisms by the interlocking connecting means is released, the connection of the first and second rotating members is released, and the rotation of the first rotating member is performed. Is not transmitted to the second rotating member.

本発明によれば、第1及び第2の回転部材の回転を第1及び第2の増速機構により増速して連動連結手段に伝動するため、連動連結手段に加わるトルクを低減でき、しかも、連動連結手段を小形化、ひいては車両用操舵装置の全体を小形にできるとともにコストの低減を図ることができる。また、第1及び第2の増速機構と連動連結手段とを備える簡単な構成によりフェイルの発生及びアクティブ制御に対応することができる。   According to the present invention, since the rotation of the first and second rotating members is accelerated by the first and second speed increasing mechanisms and transmitted to the interlocking connecting means, the torque applied to the interlocking connecting means can be reduced, and In addition, the interlocking connecting means can be reduced in size, and thus the entire vehicle steering apparatus can be reduced in size and the cost can be reduced. Moreover, it is possible to cope with the occurrence of failure and active control with a simple configuration including the first and second speed increasing mechanisms and the interlocking connecting means.

以下本発明をその実施の形態を示す図面に基づいて詳述する。   Hereinafter, the present invention will be described in detail with reference to the drawings illustrating embodiments thereof.

実施の形態1
図1は本発明に係る車両用操舵装置の実施の形態1の全体構成を示す模式図である。
Embodiment 1
FIG. 1 is a schematic diagram showing the overall configuration of a first embodiment of a vehicle steering apparatus according to the present invention.

図示の車両用操舵装置は、車体の左右に配された一対の操舵用の車輪10,10を操舵させるための舵取機構1と、該舵取機構1から機械的に分離して配され、操舵のために回転操作されるステアリングホイール(操舵部材)2とを備え、更にステアリングホイール2の操作に応じた操舵を実現すべく舵取機構1に付設された操舵モータM1を制御し、またステアリングホイール2に操舵反力を加えるべく反力モータM2を制御する操舵制御部3を備えるステアバイワイヤ式の操舵装置として構成されており、操舵動作中の各種のフェイル発生時に、舵取機構1とステアリングホイール2との間に機械的な連結状態を得るべく、これらの間に介装して用いられる第1及び第2の増速機構4,5と、この増速機構4,5を連動連結可能とした連動連結手段6とを備えている。   The illustrated vehicle steering apparatus is disposed by being separated from a steering mechanism 1 for steering a pair of steering wheels 10, 10 disposed on the left and right of the vehicle body, and mechanically separated from the steering mechanism 1. A steering wheel (steering member) 2 that is rotated for steering, and further controls a steering motor M1 attached to the steering mechanism 1 to realize steering in accordance with the operation of the steering wheel 2; The steering mechanism is configured as a steer-by-wire type steering device including a steering control unit 3 that controls the reaction force motor M2 to apply a steering reaction force to the wheel 2, and the steering mechanism 1 and the steering when various types of failure occur during the steering operation. In order to obtain a mechanically connected state with the wheel 2, the first and second speed increasing mechanisms 4, 5 used between them and the speed increasing mechanisms 4, 5 can be linked together. Ream And a coupling means 6.

舵取機構1は、車体の左右方向に延設された筒形をなすハウジングH1と、該ハウジングH1の内部に軸長方向への移動自在に支持された操舵軸11とを備えており、ハウジングH1の両側に突出する操舵軸11の両端部を、操舵用の車輪10,10のナックルアーム12,12に各別のタイロッド13,13を介して連結し、操舵軸11の両方向への移動によりタイロッド13,13を介してナックルアーム12,12を押し引きし、車輪10,10を左右に操舵せしめる構成となっている。   The steering mechanism 1 includes a cylindrical housing H1 that extends in the left-right direction of the vehicle body, and a steering shaft 11 that is supported inside the housing H1 so as to be movable in the axial direction. Both ends of the steering shaft 11 projecting on both sides of the H1 are connected to the knuckle arms 12 and 12 of the steering wheels 10 and 10 via separate tie rods 13 and 13, respectively, by moving the steering shaft 11 in both directions. The knuckle arms 12 and 12 are pushed and pulled through the tie rods 13 and 13 to steer the wheels 10 and 10 left and right.

操舵モータM1は、操舵軸11を支持するハウジングH1の一側半部の外位置に取り付けられ、該ハウジングH1の内部において、ボールねじ機構等の運動変換機構を介して操舵軸11の中途に伝動構成されており、操舵制御部3から図示しない駆動回路に与えられる制御指令に従って回転駆動されるようになしてある。操舵制御部3は、ステアリングホイール2の回転操作に応じた操舵を行わせるべく前記制御指令を発し、操舵モータM1を駆動せしめる操舵制御動作を行う。   The steering motor M1 is attached to an outer position of one half of the housing H1 that supports the steering shaft 11, and is transmitted in the middle of the steering shaft 11 through a motion conversion mechanism such as a ball screw mechanism inside the housing H1. It is configured to be rotationally driven in accordance with a control command given from the steering control unit 3 to a drive circuit (not shown). The steering control unit 3 issues the control command to perform steering according to the rotation operation of the steering wheel 2, and performs a steering control operation for driving the steering motor M1.

このように駆動される操舵モータM1の回転は、前記運動変換機構により操舵軸11の軸長方向の移動に変換されて前述した操舵がなされる。この操舵により変化する操舵用の車輪10,10の実舵角は、操舵軸11と一側のタイロッド13との連結部の変位を検出すべく構成された実舵角センサ14により検出され、操舵制御部3に与えられている。また、一側のタイロッド13には、軸方向に作用する軸力を検出するタイロッド軸力センサ15が付設されており、この検出結果は、操舵に伴って舵取機構1に実際に加わる操舵反力を示す信号として、操舵制御部3に与えられている。   The rotation of the steering motor M1 thus driven is converted into movement in the axial direction of the steering shaft 11 by the motion conversion mechanism, and the above-described steering is performed. The actual steering angle of the steering wheels 10 and 10 that changes due to the steering is detected by an actual steering angle sensor 14 configured to detect the displacement of the connecting portion between the steering shaft 11 and the tie rod 13 on one side. It is given to the control unit 3. Further, a tie rod axial force sensor 15 for detecting an axial force acting in the axial direction is attached to the tie rod 13 on one side, and this detection result is obtained as a result of the steering reaction actually applied to the steering mechanism 1 with the steering. A signal indicating the force is given to the steering control unit 3.

ハウジングH1の他側半部には、これと交叉するようにピニオンハウジングH2が連設されており、該ピニオンハウジングH2の内部には、軸心回りでの回動自在にピニオン軸16(第2の回転部材)が支持されている。ピニオンハウジングH2の内部に位置するピニオン軸16の下半部には、図示しないピニオンが一体形成され、ハウジングH1との交叉部において、操舵軸11の該当部位に形成された図示しないラック歯に噛合させてある。   A pinion housing H2 is connected to the other half of the housing H1 so as to intersect with the other half of the housing H1, and a pinion shaft 16 (second pinion) is provided in the pinion housing H2 so as to be rotatable about an axis. The rotating member) is supported. A pinion (not shown) is integrally formed in the lower half of the pinion shaft 16 located inside the pinion housing H2, and meshes with a rack tooth (not shown) formed at a corresponding portion of the steering shaft 11 at the intersection with the housing H1. I'm allowed.

ピニオン軸16の上端部はピニオンハウジングH2の上部に突出され、該上端部に第2の増速機構5の大歯車51が外嵌固定されている。   The upper end portion of the pinion shaft 16 protrudes from the upper portion of the pinion housing H2, and the large gear 51 of the second speed increasing mechanism 5 is fitted and fixed to the upper end portion.

以上の構成により、操舵のために操舵軸11が軸長方向に移動した場合、この移動は、前記ラック歯及びピニオンの噛合部においてピニオン軸16の軸回りの回転に変換される。このようにピニオン軸16は操舵軸11の移動、即ち、舵取機構1の動作に伴って軸回りに回転する。   With the above configuration, when the steering shaft 11 moves in the axial direction for steering, this movement is converted into rotation about the axis of the pinion shaft 16 at the meshing portion of the rack teeth and the pinion. In this way, the pinion shaft 16 rotates around the shaft in accordance with the movement of the steering shaft 11, that is, the operation of the steering mechanism 1.

また逆に、第1の増速機構4及び連動連結手段6からピニオン軸16に回転力が加えられた場合、この回転力は、前記ピニオン及びラック歯の噛合部において運動変換され、操舵軸11に軸長方向の移動力が加えられる。   Conversely, when a rotational force is applied to the pinion shaft 16 from the first speed increasing mechanism 4 and the interlocking connecting means 6, this rotational force is converted in motion at the meshing portion of the pinion and rack teeth, and the steering shaft 11 A moving force in the axial length direction is applied to.

以上のような舵取機構1から分離して配されたステアリングホイール2は、コラム軸20の先端に嵌着固定され、該コラム軸20を回転自在に支承するコラムハウジングH3を介して車室内の適宜部位に支持されている。コラムハウジングH3の中途部には、ステアリングホイール2に操舵反力を加えるべく回転駆動される反力モータM2が付設されている。該反力モータM2の出力軸は、コラムハウジングH3の内部に延設され、ウォームギヤ等の減速装置(図示せず)を介してコラム軸20の中途部に伝動構成されており、反力モータM2が回転駆動された場合、この回転力が前記減速装置による減速下にてコラム軸20に付加され、該コラム軸20の上端部に固定されたステアリングホイール2に操舵反力が付与されるようになしてある。   The steering wheel 2 arranged separately from the steering mechanism 1 as described above is fitted and fixed to the tip of the column shaft 20, and is installed in the vehicle interior via a column housing H3 that rotatably supports the column shaft 20. It is supported at appropriate sites. A reaction force motor M2 that is rotationally driven to apply a steering reaction force to the steering wheel 2 is attached to the middle portion of the column housing H3. The output shaft of the reaction force motor M2 extends inside the column housing H3, and is transmitted to the middle portion of the column shaft 20 via a speed reducer (not shown) such as a worm gear. The reaction force motor M2 Is rotationally driven, this rotational force is applied to the column shaft 20 under deceleration by the speed reducer, and a steering reaction force is applied to the steering wheel 2 fixed to the upper end of the column shaft 20. There is.

反力モータM2は、操舵制御部3から図示しない駆動回路に与えられる制御指令に従って駆動される。操舵制御部3は、舵取機構1に実際に加わる操舵反力に基づいて前記制御指令を発し、ステアリングホイール2に適正な操舵反力を付与すべく反力モータM2を駆動せしめる反力制御動作を行う。   The reaction force motor M2 is driven in accordance with a control command given from the steering control unit 3 to a drive circuit (not shown). The steering control unit 3 issues a control command based on the steering reaction force actually applied to the steering mechanism 1 and drives the reaction force motor M2 to apply an appropriate steering reaction force to the steering wheel 2. I do.

この操舵反力に抗して回転操作されるステアリングホイール2の操作角は、コラムハウジングH3の中途部に付設された操舵角センサ21により検出され、操舵制御部3に与えられている。更に、操舵制御部3には、車速、ヨーレート、横加速度、前後加速度等、操舵に影響を与える走行状態の検出結果が、車両の各部に設置された走行状態センサ22から与えられている。   The operating angle of the steering wheel 2 that is rotated against the steering reaction force is detected by a steering angle sensor 21 attached to the middle part of the column housing H3 and is given to the steering control unit 3. Further, the steering control unit 3 is provided with a detection result of a driving state that affects steering such as a vehicle speed, a yaw rate, a lateral acceleration, and a longitudinal acceleration from a driving state sensor 22 installed in each part of the vehicle.

以上のようなステアリングホイール2の回転軸となるコラム軸20は、コラムハウジングH3の下方に適長突出する連動軸23及び中間軸24を介して伝動軸(第1の回転部材)25に連結されている。尚、伝動軸25は操舵部材としてのステアリングホイール2の操作に応じて回転する部材であればよい。このような伝動軸25の下端部に第1の増速機構4の大歯車41が外嵌固定されている。   The column shaft 20 serving as the rotation shaft of the steering wheel 2 as described above is connected to the transmission shaft (first rotation member) 25 via the interlocking shaft 23 and the intermediate shaft 24 that protrude to the lower side of the column housing H3. ing. The transmission shaft 25 may be a member that rotates according to the operation of the steering wheel 2 as a steering member. The large gear 41 of the first speed increasing mechanism 4 is fitted and fixed to the lower end portion of the transmission shaft 25.

第1の増速機構4は伝動軸25の回転を増速して連動連結手段6に伝動するものであり、平歯の大歯車41と該大歯車41に噛合しコラムハウジングH3等の静止部材に回転及び軸長方向へ移動自在に支持された平歯の小歯車42とを有する。小歯車42は大歯車41の歯幅寸法よりも広幅に形成されており、大歯車41に噛合した状態で小歯車42を伝動軸25の中心軸線と平行的に移動させ、連動連結手段6の連結を離脱することができるように構成されている。また、小歯車42は駆動部7により移動する。   The first speed increasing mechanism 4 speeds up the rotation of the transmission shaft 25 and transmits it to the interlocking connecting means 6. The first speed increasing mechanism 4 meshes with the spur gear 41 and the large gear 41 and is a stationary member such as a column housing H3. And a spur small gear 42 supported so as to be rotatable and movable in the axial direction. The small gear 42 is formed wider than the tooth width dimension of the large gear 41. The small gear 42 is moved in parallel with the central axis of the transmission shaft 25 while meshing with the large gear 41, and It is comprised so that connection can be removed. The small gear 42 is moved by the drive unit 7.

駆動部7は可動部71aを有するソレノイド71からなり、可動部71aに小歯車42の中心部が結合されている。ソレノイド71は操舵制御部3からの制御指令信号に応じて電磁コイルへ通電されることにより可動部71aが進出移動し、電磁コイルへの通電が禁止されたときコイルバネ等の力で可動部71aが後退移動するように構成されている。また、ソレノイド71はコラムハウジングH3等の静止部材に取着されている。   The drive unit 7 includes a solenoid 71 having a movable portion 71a, and the central portion of the small gear 42 is coupled to the movable portion 71a. When the solenoid 71 is energized to the electromagnetic coil in response to a control command signal from the steering control unit 3, the movable portion 71a moves forward, and when energization to the electromagnetic coil is prohibited, the movable portion 71a is moved by a force of a coil spring or the like. It is configured to move backward. The solenoid 71 is attached to a stationary member such as the column housing H3.

第2の増速機構5はピニオン軸16の回転を増速して連動連結手段6に伝動するものであり、ピニオン軸16に外嵌固定された平歯の大歯車51と該大歯車51に噛合しピニオンハウジングH2等の静止部材に回転自在に支持された平歯の小歯車52とを有する。   The second speed increasing mechanism 5 speeds up the rotation of the pinion shaft 16 and transmits it to the interlocking connecting means 6, and a spur gear 51 that is externally fitted and fixed to the pinion shaft 16 and the large gear 51. And a spur gear 52 having a spur gear that is meshed and rotatably supported by a stationary member such as a pinion housing H2.

図2は図1のII−II線の拡大断面図である。   FIG. 2 is an enlarged cross-sectional view taken along line II-II in FIG.

連動連結手段6は小歯車42の中心部に軸体61を介して連結され、非連結位置/連結位置への移動が可能な第1の連結体62と、小歯車52の中心部に軸体63を介して連結された第2の連結体64とを有する。第1の連結体62は軸体61の軸心に対して偏倚する凸部62aを有しており、第2の連結体64は軸体63の軸心に対して偏倚し凸部62aと係合可能な凸部64aを有しており、小歯車42の移動により凸部62a,64a同士が凸部62a,64a間の周方向隙間分を周方向に相対移動して係合可能として、小歯車42の回転を軸体61、凸部62a,64a及び軸体63を介して小歯車52に伝動、又は、小歯車52の回転を軸体63、凸部64a,62a及び軸体61を介して小歯車42に伝動するように構成されている。   The interlocking connection means 6 is connected to the central portion of the small gear 42 via a shaft body 61, and a first connecting body 62 that can move to the non-connection position / connection position, and the shaft body to the central portion of the small gear 52. And a second connecting body 64 connected through 63. The first connecting body 62 has a convex portion 62 a that is biased with respect to the axis of the shaft body 61, and the second connecting body 64 is biased with respect to the axis of the shaft body 63 and is engaged with the convex portion 62 a. The projections 64a, 64a, 64a can be engaged with each other by moving the small gear 42 relative to each other in the circumferential direction between the projections 62a, 64a. The rotation of the gear 42 is transmitted to the small gear 52 via the shaft body 61, the convex portions 62a and 64a and the shaft body 63, or the rotation of the small gear 52 is transmitted via the shaft body 63, the convex portions 64a and 62a and the shaft body 61. And is configured to be transmitted to the small gear 42.

以上のように構成された本発明に係る車両用操舵装置において、操舵モータM1を対象とする操舵制御部3の操舵制御動作は、例えば、操舵角センサ21により検出されるステアリングホイール2の操作角度に所定の制御ゲインを乗じて目標舵角を求め、この目標舵角と、実舵角センサ14により検出される操舵用の車輪10,10の実舵角との偏差に基づくフィードバック制御により行われる。   In the vehicle steering apparatus according to the present invention configured as described above, the steering control operation of the steering control unit 3 targeting the steering motor M1 is, for example, the operation angle of the steering wheel 2 detected by the steering angle sensor 21. Is multiplied by a predetermined control gain to obtain a target rudder angle, and feedback control based on a deviation between the target rudder angle and the actual rudder angle of the steering wheels 10 and 10 detected by the actual rudder angle sensor 14 is performed. .

このとき走行状態センサ22により検出される走行状態は、前記制御ゲインの選定に用いられる。この制御ゲインは、例えば、車速の増大に伴って減少し、またヨーレート、横加速度により定まる車両の旋回程度の増大に伴って減少する値として設定されている。これにより、前記目標舵角は、高速走行中に小、低速走行中に大となり、また旋回走行中には、急旋回となるに従って小さくなり、このような目標舵角に基づく操舵モータM1の制御により、走行状態に応じた操舵特性が得られる。   At this time, the traveling state detected by the traveling state sensor 22 is used to select the control gain. For example, the control gain is set as a value that decreases as the vehicle speed increases and decreases as the degree of turning of the vehicle determined by the yaw rate and lateral acceleration increases. As a result, the target rudder angle is small during high-speed traveling and large during low-velocity traveling, and becomes smaller during cornering as the vehicle turns suddenly. Control of the steering motor M1 based on such target rudder angle is achieved. Thus, a steering characteristic corresponding to the traveling state is obtained.

また反力モータM2を対象とする操舵制御部3の反力制御動作は、例えば、タイロッド軸力センサ15からの入力に基づいて舵取機構1に加わる実反力を求め、求められた実反力に所定の制御ゲインを乗じてステアリングホイール2に加えるべき目標反力を算出し、この目標反力に対応する駆動電流を反力モータM2に供給せしめて行われる。   The reaction force control operation of the steering control unit 3 for the reaction force motor M2 is performed by, for example, obtaining an actual reaction force applied to the steering mechanism 1 based on an input from the tie rod axial force sensor 15, and obtaining the obtained actual reaction force. A target reaction force to be applied to the steering wheel 2 is calculated by multiplying the force by a predetermined control gain, and a driving current corresponding to the target reaction force is supplied to the reaction force motor M2.

このとき走行状態センサ22により検出される走行状態は、前記制御ゲインの補正に用いられる。この補正は、例えば、車速及び旋回程度が大きくなるに従って制御ゲインを大とし、また、前後加速度により求められる減速程度が大きくなるに従って制御ゲインを大とするように行われる。また、操舵角センサ21により検出されるステアリングホイール2の操作角度を前記目標反力の補正に用い、反力モータM2の駆動電流の増加特性を変更することも可能である。以上の反力制御動作によりステアリングホイール2には、コラム軸20に加わる反力モータM2の回転力が操舵反力として付加される。この操舵反力は、舵取機構1に加わる実反力を走行状態に応じて補正したものであり、ステアリングホイール2を操作する運転者に良好な操舵感を体感させることができる。   The traveling state detected by the traveling state sensor 22 at this time is used for correcting the control gain. This correction is performed, for example, so that the control gain is increased as the vehicle speed and the turning degree are increased, and the control gain is increased as the degree of deceleration obtained by the longitudinal acceleration is increased. It is also possible to change the increase characteristic of the driving current of the reaction force motor M2 by using the operation angle of the steering wheel 2 detected by the steering angle sensor 21 for correcting the target reaction force. By the reaction force control operation described above, the rotational force of the reaction force motor M2 applied to the column shaft 20 is added to the steering wheel 2 as a steering reaction force. This steering reaction force is obtained by correcting the actual reaction force applied to the steering mechanism 1 in accordance with the traveling state, so that a driver who operates the steering wheel 2 can feel a good steering feeling.

このような操舵制御及び反力制御によりなされる通常の操舵中には、第1の増速機構4の小歯車42が移動していないため、第1の連結体62は非連結位置にあり、凸部62a,64a同士の係合が解除されており、伝動軸25の回転はピニオン軸16に伝動されない。   During normal steering performed by such steering control and reaction force control, since the small gear 42 of the first speed increasing mechanism 4 is not moved, the first connecting body 62 is in the non-connecting position, The engagement between the convex portions 62 a and 64 a is released, and the rotation of the transmission shaft 25 is not transmitted to the pinion shaft 16.

図3はフェイルが発生したときの状態を示す模式図である。   FIG. 3 is a schematic diagram showing a state when a failure occurs.

一方、以上のような操舵制御及び反力制御動作の実施中に操舵制御部3は、入力側の各センサ、出力側の操舵モータM1及び反力モータM2のフェイル判定を行っており、この判定の結果、いずれかがフェイル状態にあると判定された場合、操舵制御部3からソレノイド71に制御指令信号が発信され、電磁コイルへ通電される。この結果、ソレノイド71の可動部71aが進出移動し、第1の増速機構4の小歯車42が大歯車41との噛合が離脱しない状態で移動し、第1の連結体62が連結位置へ移動して凸部62a,64a同士が凸部62a,64a間の周方向隙間分を周方向に相対移動して係合可能として、伝動軸25とピニオン軸16とを機械的に連動連結させることができる。これに伴いステアリングホイール2の操作に応じてマニュアル操舵が可能となる。これにより運転者は、至近の目的地までの運転が可能となり、例えば、修理工場、サービスセンターに車両を移送し、故障修理を依頼することもできる。   On the other hand, during the execution of the steering control and reaction force control operation as described above, the steering control unit 3 performs a failure determination for each sensor on the input side, the steering motor M1 on the output side, and the reaction force motor M2. As a result, when it is determined that one of them is in a fail state, a control command signal is transmitted from the steering control unit 3 to the solenoid 71, and the electromagnetic coil is energized. As a result, the movable portion 71a of the solenoid 71 moves forward, the small gear 42 of the first speed increasing mechanism 4 moves in a state where the meshing with the large gear 41 is not disengaged, and the first connecting body 62 moves to the connecting position. The transmission shaft 25 and the pinion shaft 16 are mechanically interlocked with each other by moving so that the protrusions 62a and 64a can be engaged with each other by relatively moving the circumferential gap between the protrusions 62a and 64a in the circumferential direction. Can do. Accordingly, manual steering can be performed in accordance with the operation of the steering wheel 2. As a result, the driver can drive to the nearest destination. For example, the driver can move the vehicle to a repair shop or a service center and request a repair.

また、伝動軸25の回転を第1の増速機構4により増速して連動連結手段6に伝動し、ピニオン軸16の回転を第2の増速機構5により増速して連動連結手段6に伝動するため、ステアリングホイール2の操作により伝動軸25を介して連動連結手段6に加わるトルク、及び逆入力荷重によりピニオン軸16を介して連動連結手段6に加わるトルクを低減できる。   Further, the rotation of the transmission shaft 25 is accelerated by the first speed increasing mechanism 4 and transmitted to the interlocking connecting means 6, and the rotation of the pinion shaft 16 is increased by the second speed increasing mechanism 5 to be interlocked connecting means 6. Therefore, the torque applied to the interlocking connection means 6 via the transmission shaft 25 by the operation of the steering wheel 2 and the torque applied to the interlocking connection means 6 via the pinion shaft 16 due to the reverse input load can be reduced.

しかも、ステアリングホイール2が操舵操作される場合の遊びは、凸部62a,64a間の周方向隙間に相当する第1の連体62の回転量に対して第1の増速機構4の増速比分の1となり、ステアリングホイール2を操作する運転者に違和感のない操舵感を体感させることができる。 Moreover, play if the steering wheel 2 is steered operation, the convex portion 62a, increasing the first first speed increasing mechanism 4 with respect to the amount of rotation of the consolidated body 62 which corresponds to the circumferential direction gap between 64a It becomes 1 / speed ratio, and the driver who operates the steering wheel 2 can experience a feeling of steering without a sense of incongruity.

また、ステアリングホイール2に繋がる伝動軸25及び操舵軸11に繋がるピニオン軸16とは別個の部材(第1の連結体62)を移動させるため、中間軸24の位置が変化せず、トルクむらの発生をなくすることができる。   Further, since the member (first connecting body 62) separate from the transmission shaft 25 connected to the steering wheel 2 and the pinion shaft 16 connected to the steering shaft 11 is moved, the position of the intermediate shaft 24 does not change, and torque unevenness is prevented. Occurrence can be eliminated.

実施の形態2
図4は本発明に係る車両用操舵装置の実施の形態2の全体構成を示す模式図である。
Embodiment 2
FIG. 4 is a schematic diagram showing the overall configuration of a second embodiment of the vehicle steering apparatus according to the present invention.

この車両用操舵装置は、ステアバイワイヤ式が備える反力モータM2をなくし、伝動軸25の回転を増速する第1の増速機構4と、ピニオン軸16の回転を増速する第2の増速機構5と、第1及び第2の増速機構4,5を連動連結可能とした連動連結手段6とにより伝動軸25及びピニオン軸16を機械的に連結し、操舵制御部3にアクティブ制御手段を備えたリンク式の操舵装置として構成したものである。   This vehicle steering device eliminates the reaction force motor M2 provided in the steer-by-wire system, and a second speed increasing mechanism for increasing the rotation of the first pinion shaft 16 and the first speed increasing mechanism 4 for increasing the rotation speed of the transmission shaft 25. The transmission shaft 25 and the pinion shaft 16 are mechanically connected by the speed mechanism 5 and the interlocking connection means 6 that enables the first and second speed increasing mechanisms 4 and 5 to be interlocked to each other, and the steering control unit 3 performs active control. This is configured as a link type steering apparatus having means.

実施の形態2において、第1の増速機構4の小歯車42を移動させるためのソレノイド71は、操舵制御部3からの制御指令信号に応じて電磁コイルへ通電されることにより可動部71aが後退移動し、電磁コイルへの通電が禁止されたときコイルバネ等の力で可動部71aが進出移動するように構成されている。可動部71aに結合されている小歯車42は大歯車41に対して軸長方向へ移動し、該小歯車42に結合された第1の連結体62は連結位置にあり、凸部62a,64a同士が係合可能な位置にある。   In the second embodiment, the solenoid 71 for moving the small gear 42 of the first speed increasing mechanism 4 is energized to the electromagnetic coil in accordance with a control command signal from the steering control unit 3, whereby the movable unit 71a is moved. The movable portion 71a moves forward by a force of a coil spring or the like when it moves backward and energization of the electromagnetic coil is prohibited. The small gear 42 coupled to the movable portion 71a moves in the axial direction with respect to the large gear 41, and the first coupling body 62 coupled to the small gear 42 is in the coupling position, and the convex portions 62a and 64a. They are in positions where they can be engaged with each other.

この実施の形態2にあっては、伝動軸25とピニオン軸16とが第1及び第2の増速機構4,5と、第1及び第2の連結体62,64とにより連動連結されているため、ステアリングホイール2を操作することにより、伝動軸25と連動してピニオン軸16を回転させ、操舵制御部3からの動作指令信号に応じて操舵モータM1を制御し、操舵用の車輪10,10を操舵させることができる。   In the second embodiment, the transmission shaft 25 and the pinion shaft 16 are interlocked and connected by the first and second speed increasing mechanisms 4 and 5 and the first and second connecting bodies 62 and 64. Therefore, by operating the steering wheel 2, the pinion shaft 16 is rotated in conjunction with the transmission shaft 25, the steering motor M 1 is controlled in accordance with the operation command signal from the steering control unit 3, and the steering wheel 10 , 10 can be steered.

図5はアクティブ制御が行われる場合の状態を示す模式図である。   FIG. 5 is a schematic diagram showing a state when active control is performed.

通常の操舵中に横風による車両の横移動、雨水による車両の横滑り等、外部の状況によって車両が横移動するような状況になり、アクティブ制御が行われる場合、操舵制御部3からの動作指令信号によりソレノイド71が動作し、可動部71aが後退移動して第1の増速機構4の小歯車42を介して第1の連結体62が非連結位置へ移動し、第1及び第2の連結体62,64による伝動軸25とピニオン軸16との連結が解除される。この結果、アクティブ制御による抑止力と運転者によるステアリングホイールの操作力との干渉を防ぐことができ、ステアリングホイール2を操作する運転者に違和感のない操舵感を体感させることができる。   When the vehicle is laterally moved by an external situation such as a lateral movement of the vehicle due to a crosswind or a lateral slippage of the rainwater during normal steering and active control is performed, an operation command signal from the steering control unit 3 As a result, the solenoid 71 operates, the movable portion 71a moves backward, the first coupling body 62 moves to the non-coupling position via the small gear 42 of the first speed increasing mechanism 4, and the first and second couplings are moved. The connection between the transmission shaft 25 and the pinion shaft 16 by the bodies 62 and 64 is released. As a result, it is possible to prevent interference between the deterring force due to active control and the operating force of the steering wheel by the driver, and the driver who operates the steering wheel 2 can experience a steering feeling without any sense of incongruity.

一方外部の状況変化により車両が横移動するような状況でなくなりアクティブ制御が行われなくなった場合、操舵制御部3からソレノイド71の電磁コイルへの通電が禁止され、ソレノイド71の可動部71aがコイルバネ等の力で進出移動し、第1の増速機構4の小歯車42を介して第1の連結体62が連結位置へ移動し、伝動軸25とピニオン軸16とが第1及び第2の増速機構4,5と、第1及び第2の連結体62,64とにより連動連結される。   On the other hand, when the vehicle does not move laterally due to a change in the external situation and the active control is no longer performed, energization from the steering control unit 3 to the electromagnetic coil of the solenoid 71 is prohibited, and the movable portion 71a of the solenoid 71 is turned into a coil spring. The first connecting body 62 moves to the connecting position via the small gear 42 of the first speed increasing mechanism 4, and the transmission shaft 25 and the pinion shaft 16 are connected to the first and second shafts. The speed increasing mechanisms 4 and 5 are interlocked and connected by the first and second connecting bodies 62 and 64.

その他の構成及び作用は実施の形態1と同様であるため、同様の部品については同じ符号を付し、その詳細な説明及び作用効果の説明を省略する。   Since other configurations and operations are the same as those of the first embodiment, the same components are denoted by the same reference numerals, and detailed description thereof and description of operations and effects are omitted.

尚、以上説明した実施の形態では連動連結手段6の第1の連結体62を移動させる手段として第1の増速機構4の小歯車42を伝動軸25の中心軸線と平行的に移動させるようにしたが、その他、例えば第2の増速機構5の小歯車52をピニオン軸16の中心軸線と平行的に移動可能に構成してもよいし、また、小歯車42,52を移動させる代わりに、第1の連結体62を小歯車42に対して移動可能又は第2の連結体64を小歯車52に対して移動可能としてもよい。この後者の場合、例えば小歯車42(又は52)の中心部に非円形の貫通孔を設け、この貫通孔に軸体61(又は63)を相対回転不可能かつ軸長方向相対移動可能に嵌入し、該軸体61(又は63)をソレノイド71の可動部71aに結合した構成とする。   In the embodiment described above, the small gear 42 of the first speed increasing mechanism 4 is moved in parallel with the central axis of the transmission shaft 25 as means for moving the first connecting body 62 of the interlocking connecting means 6. However, for example, the small gear 52 of the second speed increasing mechanism 5 may be configured to be movable in parallel with the central axis of the pinion shaft 16, or instead of moving the small gears 42, 52. In addition, the first connecting body 62 may be movable with respect to the small gear 42, or the second connecting body 64 may be movable with respect to the small gear 52. In this latter case, for example, a non-circular through hole is provided in the center of the small gear 42 (or 52), and the shaft body 61 (or 63) is fitted into the through hole so as not to be rotatable relative to the shaft. The shaft body 61 (or 63) is coupled to the movable portion 71a of the solenoid 71.

また、以上説明した実施の形態における第1及び第2の連結体62,64は凸部62a,64aを小歯車42,52の一側面に突設した構成としてもよい。また、連動連結手段6は実施の形態のようにピニオン軸16と中間軸24との間に配置した構成である他、例えばピニオン軸16に連結された中間軸24等の第2の回転部材と連動軸23等の第1の回転部材との間に配置した構成としてもよい。   In addition, the first and second coupling bodies 62 and 64 in the embodiment described above may have a configuration in which the convex portions 62a and 64a project from one side surface of the small gears 42 and 52. Further, the interlocking connection means 6 is configured to be disposed between the pinion shaft 16 and the intermediate shaft 24 as in the embodiment, and for example, a second rotating member such as the intermediate shaft 24 connected to the pinion shaft 16 and the like. It is good also as a structure arrange | positioned between 1st rotation members, such as the interlocking shaft 23 grade | etc.,.

また、増速機構4,5は平歯の大歯車41,51及び小歯車42,52を有する構成としたが、増速機構4,5の構成は特に制限されない。   Further, although the speed increasing mechanisms 4 and 5 are configured to have spur large gears 41 and 51 and small gears 42 and 52, the structures of the speed increasing mechanisms 4 and 5 are not particularly limited.

本発明に係る車両用操舵装置の実施の形態1の全体構成を示す模式図である。1 is a schematic diagram illustrating an overall configuration of a first embodiment of a vehicle steering apparatus according to the present invention. 図1のII−II線の拡大断面図である。It is an expanded sectional view of the II-II line of FIG. 実施の形態1のフェイルが発生したときの状態を示す模式図である。It is a schematic diagram which shows a state when the failure of Embodiment 1 generate | occur | produces. 本発明に係る車両用操舵装置の実施の形態2の全体構成を示す模式図である。It is a schematic diagram which shows the whole structure of Embodiment 2 of the steering apparatus for vehicles which concerns on this invention. 実施の形態2のアクティブ制御が行われる場合の状態を示す模式図である。It is a schematic diagram which shows the state in case the active control of Embodiment 2 is performed.

符号の説明Explanation of symbols

2 ステアリングホイール(操舵部材)
4 第1の増速機構
5 第2の増速機構
6 連動連結手段
16 ピニオン軸(第2の回転部材)
25 伝動軸(第1の回転部材)
41,51 大歯車
42,52 小歯車
2 Steering wheel (steering member)
4 First speed increasing mechanism 5 Second speed increasing mechanism 6 Interlocking connecting means 16 Pinion shaft (second rotating member)
25 Transmission shaft (first rotating member)
41, 51 Large gear 42, 52 Small gear

Claims (4)

操舵部材の操作に応じて車輪を転舵する車両用操舵装置において、前記操舵部材の操作によって回転する第1の回転部材の回転を増速する大歯車及び小歯車を含む第1の増速機構と、前記車輪に繋がる第2の回転部材の回転を増速する大歯車及び小歯車を含む第2の増速機構と、第1及び第2の増速機構を連動連結可能とした連動連結手段とを備え、連動連結手段は第1の増速機構の小歯車の中心部に連結され、非連結位置/連結位置への移動が可能な第1の連結体と、第2の増速機構の小歯車の中心部に連結された第2の連結体とを有し、第1の連結体は軸心に対して偏倚する凸部を有し、第2の連結体は軸心に対して偏倚し第1の連結体の凸部と係合可能な凸部を有し、第1の連結体の移動により両凸部同士が両凸部間の周方向隙間分を周方向に相対移動して係合可能として、第1の増速機構の小歯車の回転を第2の増速機構の小歯車に伝動、又は、第2の増速機構の小歯車の回転を第1の増速機構の小歯車に伝動するように構成されていることを特徴とする車両用操舵装置。 In a vehicle steering apparatus that steers a wheel in accordance with an operation of a steering member, a first speed increasing mechanism including a large gear and a small gear that increase the rotation of a first rotating member that is rotated by the operation of the steering member. And a second speed increasing mechanism including a large gear and a small gear for speeding up the rotation of the second rotating member connected to the wheel, and a interlocking connecting means capable of interlockingly connecting the first and second speed increasing mechanisms. The interlocking connecting means is connected to the central portion of the small gear of the first speed increasing mechanism, and is capable of moving to the non-connecting position / connecting position, and the second speed increasing mechanism. A second coupling body connected to the center of the small gear, the first coupling body has a convex portion that is biased with respect to the axis, and the second coupling body is biased with respect to the axis. And a convex portion that can be engaged with the convex portion of the first connecting body. The rotation of the small gear of the first speed increasing mechanism is transmitted to the small gear of the second speed increasing mechanism, or the rotation of the small gear of the second speed increasing mechanism is A vehicular steering apparatus configured to be transmitted to a small gear of one speed increasing mechanism . 操舵部材の操作に応じて車輪を転舵する車両用操舵装置において、前記操舵部材の操作によって回転する第1の回転部材の回転を増速する大歯車及び小歯車を含む第1の増速機構と、前記車輪に繋がる第2の回転部材の回転を増速する大歯車及び小歯車を含む第2の増速機構と、第1及び第2の増速機構を連動連結可能とした連動連結手段とを備え、連動連結手段は第1の増速機構の小歯車の中心部に連結された第1の連結体と、第2の増速機構の小歯車の中心部に連結され、非連結位置/連結位置への移動が可能な第2の連結体とを有し、第1の連結体は軸心に対して偏倚する凸部を有し、第2の連結体は軸心に対して偏倚し第1の連結体の凸部と係合可能な凸部を有し、第2の連結体の移動により両凸部同士が両凸部間の周方向隙間分を周方向に相対移動して係合可能として、第1の増速機構の小歯車の回転を第2の増速機構の小歯車に伝動、又は、第2の増速機構の小歯車の回転を第1の増速機構の小歯車に伝動するように構成されていることを特徴とする車両用操舵装置。In a vehicle steering apparatus that steers a wheel in accordance with an operation of a steering member, a first speed increasing mechanism including a large gear and a small gear that increase the rotation of a first rotating member that is rotated by the operation of the steering member. And a second speed increasing mechanism including a large gear and a small gear for speeding up the rotation of the second rotating member connected to the wheel, and a interlocking connecting means capable of interlockingly connecting the first and second speed increasing mechanisms. And the interlocking connecting means is connected to the central portion of the small gear of the first speed increasing mechanism and is connected to the central portion of the small gear of the second speed increasing mechanism, and is in an unconnected position. / The second connecting body capable of moving to the connecting position, the first connecting body has a convex portion that is biased with respect to the axis, and the second connected body is biased with respect to the axis. And a convex portion that can be engaged with the convex portion of the first coupling body, and the movement of the second coupling body causes the two convex portions to have a gap in the circumferential direction between both convex portions. The rotation of the small gear of the first speed increasing mechanism is transmitted to the small gear of the second speed increasing mechanism, or the rotation of the small gear of the second speed increasing mechanism is A vehicular steering apparatus configured to be transmitted to a small gear of one speed increasing mechanism. 通常の操舵中は連動連結手段を非連結とし、フェイルが発生したときは連結される請求項1または2記載の車両用操舵装置。The vehicle steering apparatus according to claim 1 or 2, wherein the interlocking connecting means is disconnected during normal steering and is connected when a failure occurs. 車両の横移動を自動的に小さく抑えるためのアクティブ制御が行われる場合は連動連結手段を非連結とし、アクティブ制御が行われない場合は連結される請求項1または2記載の車両用操舵装置。The vehicle steering apparatus according to claim 1 or 2, wherein when the active control for automatically suppressing the lateral movement of the vehicle is performed, the interlocking connection means is disconnected, and when the active control is not performed, the vehicle steering device is connected.
JP2003294593A 2003-08-18 2003-08-18 Vehicle steering system Expired - Fee Related JP4193635B2 (en)

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