JP4193635B2 - Vehicle steering system - Google Patents

Description

  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.

  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.

  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).

  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.

  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).

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

  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.

  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.

  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.

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.

  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.

  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.

  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.

  Hereinafter, the present invention will be described in detail with reference to the drawings illustrating embodiments thereof.

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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  FIG. 2 is an enlarged cross-sectional view taken along line II-II in FIG.

  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.

  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. .

  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.

  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.

  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.

  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.

  FIG. 3 is a schematic diagram showing a state when a failure occurs.

  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.

  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.

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.

  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.

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.

  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.

  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.

  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.

  FIG. 5 is a schematic diagram showing a state when active control is performed.

  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.

  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.

  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.

  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.

  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.,.

  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.

1 is a schematic diagram illustrating an overall configuration of a first embodiment of a vehicle steering apparatus according to the present invention. It is an expanded sectional view of the II-II line of FIG. It is a schematic diagram which shows a state when the failure of Embodiment 1 generate | occur | produces. It is a schematic diagram which shows the whole structure of Embodiment 2 of the steering apparatus for vehicles which concerns on this invention. It is a schematic diagram which shows the state in case the active control of Embodiment 2 is performed.

Explanation of symbols

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)

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 . 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. 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. 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.

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