JP4449581B2 - Vehicle steering system - Google Patents

Description

  The present invention is a so-called steer-by-steer equipped with a clutch mechanism that is provided at an intermediate position in the steering system from the operation input means to the steered wheel, and connects the mechanically separated operation input means and the steered wheel. -It belongs to the technical field of wire steering systems for vehicles.

  In a conventional steer-by-wire vehicle steering system in which the reaction torque of the steering wheel and the steering angle of the steered wheel can be set freely, between the column shaft connecting the steering wheel and the steered wheel It is generally known to provide a mechanical backup in order to ensure safety when a system failure (abnormality) occurs. However, if a column shaft or a shaft similar to a column shaft is used as a mechanical backup, the degree of freedom of cockpit arrangement, which is an advantage of the steer-by-wire system, cannot be secured.

Therefore, a steer-by-wire system using a cable mechanism that can have a relatively high degree of freedom of arrangement as a mechanical backup in order to ensure the degree of freedom of arrangement of cockpits is known (for example, Patent Documents). 1).
JP 2002-225733 A.

  However, in the conventional vehicle steering device, the steering portion provided with the steering wheel and the steered portion provided with the steering wheel are separated by a single clutch mechanism. The mechanism rotates with either the steering wheel or the steering wheel, and (1) the steering torque or turning torque is increased by the drag resistance, or (2) winding or winding between the cable and the reel. There is a problem in that the wear of the cable and the reel is promoted by the return contact, and (3) the operation noise due to the collision and interference of the cable is generated at the start of winding and unwinding of the cable and the reel.

  The present invention has been made paying attention to the above problems, and can reliably prevent the backup mechanism from being accompanied by rotation of the operation input means or steering of the steering wheel when the clutch mechanism is released. An object of the present invention is to provide a vehicular steering apparatus.

In order to achieve the above object, in the present invention,
An operation unit having operation input means;
A steering section for steering the steered wheels;
A clutch mechanism that is provided at an intermediate position of the steering system from the operation input means to the steered wheel, and mechanically disengages the operation input means and the steered wheel;
Provided between the operation section and the steering section, and when the clutch mechanism connects the operation input means and the steered wheel, the steering torque input by the operation input means is transmitted to the steered wheel. In a vehicle steering apparatus provided with a backup mechanism,
The clutch mechanism includes a first clutch mechanism provided in the operation unit and a second clutch mechanism provided in the steered unit,
The backup mechanism is disposed at a position sandwiched between the first clutch mechanism and the second clutch mechanism, and includes a first cable reel provided in the operation unit, and a second cable reel provided in the steering unit. The two cable reels are composed of two cables that connect the operation unit and the steered unit while being wound in opposite directions.
When the first clutch mechanism and the second clutch mechanism are in the released state, a cable neutral position correcting means is provided that regulates the two cables near a neutral position where the cable winding amount is equal.

  Therefore, in the vehicle steering apparatus of the present invention, the operation unit side position and the steering unit side position are respectively located at two positions across the backup mechanism that mechanically connects the operation unit and the steering unit. Since the first clutch mechanism and the second clutch mechanism are provided, it is possible to reliably prevent the backup mechanism from being accompanied by rotation of the operation input means and steering of the steered wheel when both clutch mechanisms are released. In addition, when the first clutch mechanism and the second clutch mechanism are in the released state, the cable neutral position correction means determines that the two cables are defined near the neutral position where the cable winding amount is equal. It is possible to reliably eliminate the difference between the left and right of the maximum steering angle during the backup operation in which the two clutch mechanisms in the released state that are disposed between the two are connected.

  Hereinafter, the best mode for carrying out the vehicle steering system of the present invention will be described based on Examples 1 to 8 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram illustrating a vehicle steering apparatus according to a first embodiment. The first embodiment is a steer-by-wire system (hereinafter referred to as an SBW system) in which a steering actuator is a dual system for fail-safe operation. .).

  In FIG. 1, 1 is a steering wheel (operation input means), 2 is an operation unit, 3 is a steering wheel, 4 is a steering unit, 5 is a first clutch mechanism, 6 is a second clutch mechanism, and 7 is a steering angle sensor. , 8 is a reaction force actuator, 9 is a first column shaft (steering shaft), 10 is a second column shaft (steering shaft), 11 is a first steering actuator (steering actuator), and 12 is a second steering actuator ( (Steering actuator), 13 is a pinion angle sensor, 14 is a first pinion shaft (steering shaft), 15 is a second pinion shaft (steering shaft), 16 is a steering mechanism, 17 is a cable mechanism (backup mechanism), 18 Is a vehicle speed sensor, 19 is a contact displacement measuring device (winding neutral position detecting means), 20 is a steer-by-wire controller, 21 is a reaction force actuator drive circuit, and 22 is a first actuator. Clutch drive circuit, 23 is a second clutch driving circuit, 24 first turning actuator drive circuit, 25 is a second turning actuator drive circuit.

  The vehicle steering apparatus according to the first embodiment includes a clutch mechanism that connects the steering wheel 1 and the steered wheels 3 and 3 that are mechanically separated between the steering wheel 1 and the steered wheels 3 and 3. The clutch mechanism is constituted by a first clutch mechanism 5 and a second clutch mechanism 6 provided at two locations of the operation portion 2 and the steered portion 4 with the cable mechanism 17 interposed therebetween.

  The first column shaft 9 of the operation unit 2 is provided with a steering wheel 1, a steering angle sensor 7, and a reaction force actuator 8 in order from the upper end. And between the 1st column shaft 9 and the 2nd column shaft 10 of the operation part 2, the 1st clutch mechanism 5 by the electromagnetic clutch etc. which can control connection and release | release from the outside is provided.

  The second pinion shaft 15 of the steered portion 4 is provided with a first turning actuator 11, a second turning actuator 12, and a pinion angle sensor 13 in order from the top. And between the 1st pinion shaft 14 and the 2nd pinion shaft 15 of the steering part 4, the 2nd clutch mechanism 6 by the electromagnetic clutch etc. which can control connection and a release from the outside is provided.

  A rack and pinion type steering mechanism 16 is connected to the lower end portion of the second pinion shaft 15, and steered wheels 3 and 3 whose steering angles can be changed by movement of the rack gear shaft on both sides of the steering mechanism 16. Is provided.

  The cable mechanism 17 is a backup mechanism that is provided between the operation unit 2 and the turning unit 4 and mechanically connects the operation unit 2 and the turning unit 4 when the clutch mechanisms 5 and 6 are connected. The first cable reel 17a provided at the end of the second column shaft 10, the second cable reel 17b provided at the end of the first pinion shaft 14, and the cable reels 17a and 17b are opposite to each other. It has two cables 17c and 17d which connect the operation part 2 and the steered part 4 in the state wound in the direction.

Here, the configuration of the cable mechanism 17 will be described in more detail with reference to FIGS. 2 and 3.
The first cable reel 17a provided at the end of the second column shaft 10 is housed in the first reel case 17e, and the ends of the two cables 17c and 17d are fixed to the outer periphery of the reel. Of the two cables 17c and 17d, a cable groove is formed which guides one of the cables while winding and guiding the other cable.

  The second cable reel 17b provided at the end of the first pinion shaft 14 is housed in the second reel case 17f, and the ends of the two cables 17c and 17d are fixed to the outer periphery of the reel. Of the two cables 17c and 17d, a cable groove is formed which guides one of the cables while winding and guiding the other cable.

  The two cables 17c and 17d are inserted into two flexible cable outer tubes 17g and 17h that connect the first reel case 17e and the second reel case 17f.

  That is, the cable mechanism 17 winds two cable reels 17a and 17b provided at the end of the second column shaft 10 and the end of the first pinion shaft 14 in the opposite directions around the cable reels 17a and 17b. The two cables 17c and 17d are connected to each other. When the steering wheel 1 is rotated in one direction, one of the two cables 17c and 17d transmits a steering torque input from the driver. The other cable transmits the reaction force torque input from the steering wheels 3 and 3, so that the function equivalent to that of the column shaft is exhibited.

  The steer-by-wire controller 20 inputs sensor signals from the steering angle sensor 7, the pinion angle sensor 13, the vehicle speed sensor 18, and the contact displacement measuring device 19, and the reaction force actuator 8 provided in the operation unit 2 and The first clutch mechanism 5, the first steering actuator 11, the second steering actuator 12, and the second clutch mechanism 6 provided in the steering section 4, the actuators 8, 11, 12 and the both clutch mechanisms 5 , 6 are controlled.

  The contact displacement measuring device 19 is a winding neutral position detecting means for detecting a winding neutral position of the two cables 17c and 17d. The two cables 17c and 17d are not wound together, and the surface of the cable reel 17b is not wound. Utilizing the fact that there is a step corresponding to the diameter of the cables 17c and 17d between the exposed position and the position where the cable 17c or the cable 17d is wound, the change in the step position makes the winding amount neutral. Detect position. That is, as shown in FIG. 3, the contact displacement portion 19a of the contact displacement measuring device 19 is disposed at the winding neutral position of the two cables 17c and 17d of the second cable reel 17b. As a result, if the winding amounts of the two cables 17c and 17d are substantially the same and the contact displacement portion 19a is in contact with the surface of the cable reel 17b, the cable winding is performed by the switch signal (switch ON). If it is detected that the position is near neutral, the winding amount of the two cables 17c and 17d is different, and the contact displacement portion 19a and the surface of the cable 17c or the cable 17d are in contact with each other, the switch signal ( When the switch is turned off, the cable winding position is detected to be out of the neutral position.

  The steer-by-wire controller 20 includes two cables 17c based on a neutral position detection value from the contact displacement measuring device 19 during steer-by-wire control based on permission to start steer-by-wire control. , 17d, the cable neutral position correction unit for correcting the winding neutral position, and during the steer-by-wire control, as long as it is determined that the SBW system is normal, the release of both clutch mechanisms 5, 6 is maintained. A clutch control unit that outputs a command to connect both clutch mechanisms 5 and 6 that are released when it is determined that a failure has occurred in the SBW system.

Next, the operation will be described.
[Steer-by-wire control processing]
FIG. 4 is a flowchart showing the flow of the steer-by-wire control process executed by the steer-by-wire controller 20 according to the first embodiment. Each step will be described below.

  In step S1, based on turning on the SBW system power, the start of SBW control is permitted when the SBW system is normal, and the process proceeds to step S2 (control start permission unit).

  In step S2, a release command (energization ON) is output to both connected clutch mechanisms 5 and 6 due to permission to start SBW control in step S1, and the process proceeds to step S3 (clutch mechanism release control unit). ). Here, both the clutch mechanisms 5 and 6 are in the connected state when the energization is OFF, and in the released state when the energization is ON.

  In step S3, based on the neutral position detection value from the contact displacement measuring device 19, it is determined whether or not the winding position of the two cables 17c and 17d is near neutral. If YES, the process proceeds to step S7. If NO, the process proceeds to step S4 (cable winding amount neutrality determination unit).

  In step S4, based on the determination that the winding position of the two cables 17c and 17d in step S3 is not near neutral, the second clutch mechanism 6 is connected, and the process proceeds to step S5.

  In step S5, with the second clutch mechanism 6 connected, at least one of the two turning actuators 11 and 12 is driven in accordance with the operation state of the driver with respect to the steering wheel 1 and the vehicle state. From the neutral position detection value, it is determined whether or not the winding position of the two cables 17c and 17d is near neutral. If YES, the process proceeds to step S6. If NO, winding of the two cables 17c and 17d is performed. The connection state of the second clutch mechanism 6 is continued until the take-off position is near neutral (neutral position correction drive unit).

  In step S6, based on the determination that the winding position of the two cables 17c and 17d in step S5 is near neutral, the connected second clutch mechanism 6 is released, and the process proceeds to step S7 (clutch release). Processing section). Steps S1 to S6 correspond to the cable neutral position correction processing means of claim 10.

  In step S7, no correction is required in step S3, and when the winding positions of the two cables 17c and 17d are in the neutral position and both clutch mechanisms 5 and 6 are released, or neutral after step S6. When the position of winding the two cables 17c and 17d is in the neutral position and the clutch mechanisms 5 and 6 are released by the position correction process, the SBW system has failed due to failure diagnosis of the drive circuits 21 to 25. It is determined whether or not it has occurred. If NO (normal), the process proceeds to step S8. If YES (failure occurs), the process proceeds to step S11.

  In step S8, the target turning angle is calculated according to the steering angle, the vehicle state, and the like, and a command to make the actual turning angle coincide with the target turning angle is sent to the first turning actuator 11 and the second turning actuator 12. On the other hand, the turning angle control to be output is executed, and the process proceeds to step S9.

  In step S9, an optimal target steering reaction torque is calculated according to the steering situation and vehicle state, and a steering reaction force control is executed to output a command for obtaining the calculated target steering reaction torque to the reaction force actuator 8. Then, the process proceeds to step S10.

  In step S10, it is determined whether or not the SBW system power is OFF. If NO (SBW system power ON), the process returns to step S2. If YES (SBW system power OFF), the process proceeds to END.

  In step S11, when it is determined in step S7 that a failure has occurred in the SBW system, SBW control is stopped, both clutch mechanisms 5 and 6 are connected, and the process proceeds to step S12.

  In step S12, for example, the steering torque is estimated based on the angle deviation between the detected steering angle value and the detected steering angle value, and an assist force command for obtaining a target assist force according to the estimated steering torque is output to the first rotation. The assist force control to be output to the normal one of the rudder actuator 11 and the second steered actuator 12 is performed, and the process proceeds to step S13.

  In step S13, it is determined whether or not the SBW system power is OFF. If NO (SBW system power ON), the process returns to step S12. If YES (SBW system power OFF), the process proceeds to END.

[When SBW system is normal]
When the winding position of the two cables 17c and 17d is near neutral and the SBW system is normal, in the flowchart of FIG. 4, step S1, step S2, step S3, step S7, step S8, step S9, step Proceeding to S10, as long as the system is normal and the system power is ON, the flow of going from step S7 → step S8 → step S9 → step S10 is repeated.

  That is, when the SBW system power is turned on, in step S1, the start of SBW control is permitted, and in step S2, clutch control for releasing both clutch mechanisms 5 and 6 is performed. If it is determined that the winding positions of 17c and 17d are near neutral, SBW control is executed while maintaining the release of both clutch mechanisms 5 and 6. In the SBW control, the turning angle control and the steering reaction force control are executed in accordance with the steering operation on the steering wheel 1 by the driver.

  Therefore, when the SBW system is normal, the steer-by-wire system in which the steering wheel 1 and the steered wheels 3 and 3 are mechanically separated is utilized, for example, the operation state of the driver and the vehicle state, etc. Accordingly, the steered wheels 3 and 3 can be steered with an optimum steering angle ratio (steering angle control).

  In the case of a mechanically connected steering device, the steering reaction force due to the turning resistance generated between the road surface and the steering wheels 3 and 3 is given to the driver, whereas the steering wheel 1 and the steering wheel are steered. In the steer-by-wire system in which the wheels 3 and 3 are mechanically separated from each other, the steering reaction force is not transmitted to the steer wheel 1 and gives the driver an uncomfortable feeling of steering. On the other hand, in the steering device of this embodiment, the steering reaction force similar to that of the mechanically connected steering device is given to the driver via the steering wheel 1 by the reaction force actuator 8 (steering reaction force control). .

  Further, when the steering wheel and the steered wheels are separated by a single clutch mechanism, the cable mechanism always rotates with either the steering wheel or the steered wheels if the SBW system is normal. At this time, the steering torque or turning torque is increased by the drag resistance, the wear of the cable or reel is promoted by the winding or rewinding contact between the cable and the reel, the winding of the cable and the reel is started, At the start of rewinding, an operating noise is generated due to cable collision and interference.

  In contrast, when the SBW system of the present embodiment is normal, the release of both clutch mechanisms 5 and 6 is maintained, and the cable mechanism 17 is disconnected from both the steering wheel 1 and the steered wheels 3 and 3. Thus, it is possible to reliably prevent the cable mechanism 17 from being accompanied with the rotation of the steering wheel 1 or the steering of the steered wheels 3 and 3.

[When SBW system fails]
When the winding position of the two cables 17c and 17d is near the neutral position and the release of both the clutch mechanisms 5 and 6 is maintained and the SBW system shifts from the normal state to the failure occurrence state, the flowchart of FIG. In step S7 → step S11 → step S12 → step S13, both clutch mechanisms 5 and 6 are connected in step S11, and assist force control is executed in step S13.

  Therefore, when the SBW system fails, the steering torque applied to the steering wheel 1 by the driver is transmitted to the steering wheel 3 by mechanical connection via the cable mechanism 17 serving as a backup mechanism by connecting the clutch mechanisms 5 and 6. The steering wheels 3 and 3 are steered. At this time, the cable mechanism 17 exhibits a function as a low-rigidity member that is twisted by the transmitted steering torque, and at least one of the steering angle sensor 7, the pinion angle sensor 13, and the both turning actuators 11 and 12 is operated. As long as it is normal, it is possible to apply an appropriate assist torque that reduces the steering burden on the driver, using the estimation information of the steering torque called the torsion angle (= angle deviation).

[Cable neutral position correction]
If both clutch mechanisms 5 and 6 are released after the system power is turned on but the winding positions of the two cables 17c and 17d are not near neutral, step S1, step S2, step S3, step in the flowchart of FIG. The flow proceeds from S4 to step S5 to step S6. In step S4, the second clutch mechanism 6 is connected. In step S5, the turning actuators 11 and 12 are turned on in accordance with the operation state of the driver with respect to the steering wheel 1. The process of determining whether or not the winding position of the two cables 17c and 17d is near neutral while driving at least one of them is repeated. When it is determined in step S5 that the winding position of the two cables 17c and 17d is near neutral, the process proceeds to step S6, and the connected second clutch mechanism 6 is released.

  Therefore, when the winding position of the two cables 17c and 17d is not near neutral, the second clutch mechanism 6 is turned on when the winding position of the two cables 17c and 17d is neutral during the SBW control. Therefore, it is possible to reliably eliminate the occurrence of a large left-right difference in the maximum steering angle during the backup operation by connecting both the clutch mechanisms 5 and 6 due to the failure of the SBW system.

[Necessity of cable neutral position correction]
In the case of the conventional SBW system, in order to secure the freedom degree of cockpit arrangement, a cable mechanism that can have a relatively degree of freedom of arrangement as a mechanical backup is used.

  However, in this conventional SBW system, the steering portion provided with the steering wheel and the steered portion provided with the steering wheel are separated by a single clutch mechanism, so that the cable mechanism is always provided. However, it is accompanied by either the steering wheel or the steered wheel, and (1) the steering torque and the steering torque are increased by the resistance of the rotation, or (2) winding and rewinding between the cable and the reel. There is a problem in that the wear of the cable and the reel is promoted by the contact, and (3) the operation noise due to the collision and interference of the cable is generated at the start of winding and unwinding of the cable and the reel.

  Therefore, as described above, by adopting a configuration in which the two clutch mechanisms 5 and 6 are arranged at a position between which the cable mechanism 17 is sandwiched, when the clutch mechanisms 5 and 6 are released, the steering wheel 1 is rotated or steered. As the wheels 3 and 3 are steered, it is possible to reliably prevent the cable mechanism 17 as a backup mechanism from being rotated.

  However, when a configuration in which the two clutch mechanisms 5 and 6 are arranged at a position sandwiching the cable mechanism 17 is used, for example, the vehicle is stopped with the steered wheels 3 and 3 largely steered to one side, and the key switch When the power is turned off and the driver leaves the vehicle, both clutch mechanisms 5 and 6 are connected by turning off the power.

  Thereafter, when the driver returns to the vehicle, the steering wheel 1 is returned to the neutral position, and the power is turned on by the key switch, the both clutch mechanisms 5 and 6 are immediately released by energization ON, whereby both clutch mechanisms 5 and 6 In the released state, the winding position of the two cables 17c and 17d of the cable mechanism 17 is greatly deviated from the neutral position.

  If a failure occurs in the SBW system while the vehicle is running in this state, and both the clutch mechanisms 5 and 6 are connected and a backup operation is performed by mechanical coupling as described above, the two cables 17c, Since the winding position of 17d is deviated from the neutral position, the maximum steering angle is sufficiently allowed in the steering that rotates the steering wheel 1 in one direction, but the maximum steering angle in the steering that rotates the steering wheel 1 in the other direction. Is limited by a small angle. That is, if neutral correction of the cable mechanism 17 is not performed, a large left-right difference occurs in the maximum steering angle during the backup operation in which the steering wheel 1 and the steered wheels 3 and 3 are mechanically coupled.

Next, the effect will be described.
In the vehicle steering apparatus according to the first embodiment, the following effects can be obtained.

  (1) It is provided at an intermediate position in the steering system from the steering wheel 1 to the steered wheels 3 and 3, and the operation unit 2 having the steering wheel 1, the steered unit 4 for steering the steered wheels 3 and 3. , A clutch mechanism for connecting the steering wheel 1 to the steered wheels 3 and 3, and the operation unit 2 and the steered unit 4. The clutch mechanism is provided between the steering wheel 1 and the steered wheels 3 and 3. And a backup mechanism for transmitting a steering torque input from the steering wheel 1 to the steered wheels 3, 3 when connected to the steering wheel 1, the clutch mechanism is provided in the operation unit 2. The first clutch mechanism 5 and the second clutch mechanism 6 provided in the steered portion 4, and the backup mechanism is located between the first clutch mechanism 5 and the second clutch mechanism 6. The first cable reel 17a provided in the operation unit 2, the second cable reel 17b provided in the steering unit 4, and the cable reels 17a and 17b are respectively wound in opposite directions. When the first clutch mechanism 5 and the second clutch mechanism 6 are in the released state, the two cables 17c and 17d are used to connect the operation unit 2 and the steered unit 4 in the opened state. Since the cable neutral position correcting means for defining the cables 17c and 17d in the vicinity of the neutral position where the cable winding amount is equal is provided, when the clutch mechanisms 5 and 6 are released, the rotation of the steering wheel 1 and the steering wheels 3 and 3 The two clutch machines in the released state, which can surely prevent the cable mechanism 17 from being rotated along with the turning and are arranged with the cable mechanism 17 interposed therebetween. Laterality of maximum steering angle at the time of the backup operation by connecting the 5,6 can be reliably eliminate.

  (2) The reaction force actuator 8 and the first clutch mechanism 5 provided in the operation unit 2, the first turning actuator 11, the second turning actuator 12 and the second clutch mechanism provided in the turning unit 4. 6 and a steer-by-wire controller 20 for controlling the actuators 8, 11, 12 and the clutch mechanisms 5, 6 to constitute an SBW system, and at least one of the cable reels 17a, 17b. In addition, a winding neutral position detecting means for detecting the winding neutral position of the two cables 17c and 17d is provided, and the cable neutral position correcting means is a neutral position during the SBW control by the steer-by-wire controller 20. Since this is a means for correcting the winding neutral position of the two cables 17c and 17d based on the detection, the neutrality during SBW control By the correction processing based on the position detection, even if the two cables 17c and 17d are out of the winding neutral position during the SBW control, the winding neutral position of the two cables 17c and 17d can be corrected reliably. .

  (3) The winding neutral position detecting means includes a position where the two cables 17c, 17d are not wound together and the surface of the cable reels 17a, 17b is exposed, and a position where the cable 17c or the cable 17d is wound. Since the contact displacement measuring device 19 detects the neutral position of the winding amount by the displacement of the step position by utilizing the step corresponding to the diameter of the cables 17c and 17d, a simple electric switch is used. By using it, it can be determined whether the winding position of the two cables 17c and 17d is near neutral at low cost.

  (4) The cable neutral position correcting means includes a control start permission step S1 for allowing the start of SBW control when the system power is turned on, a clutch mechanism release control step S2 for releasing both clutch mechanisms 5 and 6, and a winding A cable winding amount neutral determination step S3 for determining whether or not the winding position of the two cables 17c and 17d is the neutral position based on the detected neutral position position, and the winding position of the two cables 17c and 17d are When not in the neutral position, the second clutch mechanism 6 is connected, and neutral position correction drive steps S4 and S5 for driving at least one steered actuator 11, 12 according to the operation state of the steering wheel 1 of the driver, When the winding position of the two cables 17c and 17d is corrected to the neutral position by driving the actuator, Since the clutch release processing step S5 for releasing the latch mechanism 6 is provided, the two cables 17c can be eliminated without any burden on the driver by the automatic correction operation using the steering actuators 11 and 12 as neutral position correction actuators. , 17d can be corrected.

  The second embodiment is an example in which a non-contact displacement measuring device 29 is used in place of the contact displacement measuring device 19 of the first embodiment.

  The non-contact displacement measuring device 29 is a winding neutral position detecting means for detecting the winding neutral position of the two cables 17c and 17d. The two cables 17c and 17d are not wound together, and the surface of the cable reel 17b is not wound. Between the position where the cable is exposed and the position where the cable 17c or the cable 17d is wound, a difference corresponding to the diameter of the cables 17c, 17d is used. Detect neutral position. That is, as shown in FIG. 5, the non-contact displacement measuring device 29 is disposed at the winding neutral position of the two cables 17c and 17d of the second cable reel 17b.

  Thus, when the distance α to the front shield (reel surface) detected by the non-contact displacement measuring device 29 such as an optical laser displacement meter is equal to or larger than a preset threshold value β (α ≧ β), the cable When it is detected that the winding position is near neutral and the distance α to the front shield (cable) detected by the optical non-contact displacement measuring device 29 is less than a preset threshold β (α < β) Detects that the cable winding position is out of the neutral position.

  Since other configurations are the same as those of the first embodiment, illustration and description thereof are omitted. The operation is also the same as that of the first embodiment, and the description is omitted.

Next, the effect will be described.
In the vehicle steering apparatus according to the second embodiment, the effects listed below can be obtained in addition to the effects (1), (2), and (4) of the first embodiment apparatus.

  (5) The winding neutral position detecting means includes a position where the two cables 17c, 17d are not wound together and the surface of the cable reels 17a, 17b is exposed, and a position where the cable 17c or the cable 17d is wound. Is a non-contact displacement measuring device 29 that detects the neutral position of the winding amount by displacement of this step position by utilizing the fact that there is a step corresponding to the diameter of the cables 17c and 17d. It is possible to determine whether or not the winding position of the two cables 17c and 17d is near neutral due to the high reliability.

  The third embodiment is an example in which a rotation angle measuring device 39 is used instead of the contact displacement measuring device 19 of the first embodiment.

  The rotation angle measuring device 39 is a winding neutral position detecting means for detecting the winding neutral position of the two cables 17c and 17d, and the neutral position of the winding amount is measured by measuring the rotation angle of the cable reel 17b. To detect. That is, as shown in FIG. 6, a rotation angle measuring device 39 using a resolver or the like is disposed at the outer peripheral position of the first pinion shaft 14.

  As a result, when the rotation angle measured value θ detected by the rotation angle measuring device 39 such as a resolver is within the preset neutral position threshold value ε (ε ≧ θ ≧ −ε), the cable winding is performed. The rotation angle measured value θ detected by the rotation angle measuring device 39 using a resolver or the like when the position is in the vicinity of the neutral position (the accumulated rotation angle in the case of more than one rotation from the neutral position) is a preset neutral position threshold. When the value ε is out of the range (ε <θ or θ <−ε), it is detected that the cable winding position is out of the neutral position.

  Since other configurations are the same as those of the first embodiment, illustration and description thereof are omitted. The operation is also the same as that of the first embodiment, and the description is omitted.

Next, the effect will be described.
In the vehicle steering apparatus of the third embodiment, the effects listed below can be obtained in addition to the effects (1), (2), and (4) of the first embodiment apparatus.

  (6) Since the winding neutral position detecting means is a rotation angle measuring device 39 that detects the neutral position of the winding amount by measuring the rotation angle of the cable reel 17b, the rotation angle can be directly measured and the accuracy is high. It can be determined whether or not the winding position of the two cables 17c and 17d is near neutral.

  The fourth embodiment is an example in which a force measuring device 49 is used instead of the contact displacement measuring device 19 of the first embodiment.

  The force measuring device 49 is a winding neutral position detecting means for detecting the winding neutral position of the two cables 17c and 17d, and is wound around the cable reel 17 in accordance with the winding amount of the two cables 17c and 17d. The position of the two cables 17c and 17d is changed, and the pressure applied to the contact point between the two cables 17c and 17d and the cable outer tubes 17g and 17h is changed. Detect the neutral position. That is, as shown in FIG. 7, a force measuring device 49 made of pressurized conductive rubber or the like is disposed at a contact position between the cable outer tube 17g and the cable 17c, and the cable outer tube 17h and the cable 17d.

  As a result, when the absolute value of the difference between the two force measurement values F1 and F2 detected by the force measuring device 49 using a pressurized conductive rubber or the like is equal to or less than a preset threshold value δ (| F1-F2 | ≦ δ), it is detected that the cable winding position is near neutral, and the absolute value of the difference between the two force measurement values F1 and F2 detected by the force measuring device 49 using pressurized conductive rubber or the like is a preset threshold. When the value δ is exceeded (| F1-F2 |> δ), it is detected that the cable winding position is out of the neutral vicinity.

  Since other configurations are the same as those of the first embodiment, illustration and description thereof are omitted. The operation is also the same as that of the first embodiment, and the description is omitted.

Next, the effect will be described.
In the vehicle steering apparatus according to the fourth embodiment, the effects listed below can be obtained in addition to the effects (1), (2), and (4) of the first embodiment apparatus.

  (7) The winding neutral position detecting means changes the position of the two cables 17c and 17d wound around the cable reel 17 in accordance with the winding amount of the two cables 17c and 17d, and the two cables Since the force measuring device 49 detects the neutral position of the winding amount by this pressure change by utilizing the change in the pressure applied to the contact points between the cable outer tubes 17g and 17h and the cable outer tubes 17g and 17h. By setting the neutral position detecting means, it can be determined whether or not the winding position of the two cables 17c and 17d is near neutral.

  In the fifth embodiment, the reel diameter L1 of the first cable reel 17a and the reel diameter L2 of the second cable reel 17b are set differently, and the first neutral position detector is set on each of the two cable reels 17a and 17b. This is an example in which 59a and a second neutral position detector 59b are set.

First, the configuration will be described.
FIG. 8 is an overall system diagram showing the vehicle steering apparatus according to the fifth embodiment.
In FIG. 8, 1 is a steering wheel (operation input means), 2 is an operation unit, 3 is a steering wheel, 4 is a steering unit, 5 is a first clutch mechanism, 6 is a second clutch mechanism, and 7 is a steering angle sensor. , 8 is a reaction force actuator, 9 is a first column shaft (steering shaft), 10 is a second column shaft (steering shaft), 11 is a first steering actuator (steering actuator), and 12 is a second steering actuator ( (Steering actuator), 13 is a pinion angle sensor, 14 is a first pinion shaft (steering shaft), 15 is a second pinion shaft (steering shaft), 16 is a steering mechanism, 17 is a cable mechanism (backup mechanism), 18 Is a vehicle speed sensor, 59a is a first neutral position detector (winding neutral position detecting means), 59b is a second neutral position detector (winding neutral position detecting means), and 20 is steer-by- Ear controller, a reaction force actuator drive circuit 21, 22 is a clutch driving circuit, 23 first turning actuator drive circuit, 24 is a second turning actuator drive circuit.

  The difference from the configuration of the first embodiment will be described. The reel diameter L1 (small diameter) of the first cable reel 17a and the reel diameter L2 (large diameter) of the second cable reel 17b are set differently.

  A first neutral position detector 59a and a second neutral position detector 59b are set on each of the two cable reels 17a and 17b. The first neutral position detector 59a and the second neutral position detector 59b have one rotational position relationship between the two cable reels 17a and 17b due to a difference in rotational frequency between the two cable reels 17a and 17b due to different diameters. The neutral position of the winding amount is detected by simultaneously detecting the rotational neutral positions of the two cable reels 17a and 17b. That is, FIG. 9A shows the two cable reels 17a and 17b in the neutral position of the winding amount. The rotation position of this relationship is defined as a cable winding neutral position, and in this state, it is detected that the cable winding position is near neutral. When the upper cable reel 17a is rotated from the cable winding neutral position by the steering wheel 1 as shown in FIGS. 9B, 9C, and 9D, the two cable reels 17a and 17b are displaced. It becomes. Therefore, if the deviation shown in FIGS. 9B, 9C, and 9D is performed, it is detected that the cable winding position is out of the neutral vicinity. Further, in the state of FIG. 9 (e), the upper cable reel 17a is in the same position as FIG. 9 (a), but the position of the lower cable reel 17b is shifted from FIG. 9 (a). Detects that the cable winding position is out of neutral.

  The other configuration is the same as that of the first embodiment, and the operation is also the same as that of the first embodiment, so that the description thereof is omitted.

Next, the effect will be described.
In the vehicle steering apparatus according to the fifth embodiment, the following effects can be obtained in addition to the effects (1), (2), and (4) of the first embodiment apparatus.

  (8) The first cable reel 17a and the second cable reel 17b have different reel diameters L1 and L2, and the take-up neutral position detecting means detects a first neutral position of the first cable reel 17a. The neutral position detector 59a and the second neutral position detector 59b for detecting the neutral position of the second cable reel 17b are configured, and the rotational positional relationship between the two rotating cable reels 17a and 17b is only at a predetermined position. Using the matching, the neutral position of the two cable reels 17a and 17b is detected at the same time to detect the neutral position of the winding amount. Therefore, the rotational positions of the two cable reels 17a and 17b having different diameters are detected. Due to the relationship, it can be accurately detected that the cable winding position is near the neutral position.

  If the reel diameters L1 and L2 are set so that the first cable reel 17a and the second cable reel 17b do not have the same angle except in the neutral position, one of the cable reels 17b rotates 360 degrees from the neutral position. Even in such a state, since the other cable reel 17a has another rotation angle, it is possible to detect that the cable winding position is not near the neutral position without erroneously detecting the cable winding neutral position. it can.

  The sixth embodiment employs a neutral position detection non-contact switch as a neutral position detector, and this neutral position detection non-contact switch is interposed between the vehicle power supply and the solenoids of both clutch mechanisms 5 and 6. Thus, this is an example in which the release of both clutch mechanisms 5 and 6 is simply achieved in the cable neutral position state.

  That is, as shown in FIG. 10, a neutral position non-contact detection switch constituted by a photodiode and a phototransistor arranged to face each other through a slit formed in a cable reel is adopted as a neutral position detector. That is, the first neutral position detection non-contact switch 69a and the second neutral position detection non-contact switch 69b are conductive (switched on) when the two cables 17c and 17d are both in the winding neutral position.

  As shown in FIG. 10, after the power is turned on, energization of both solenoids 5a and 6a is performed as long as at least one of the first neutral position detection non-contact switch 69a and the second neutral position detection non-contact switch 69b is off. By turning off both the clutch mechanisms 5 and 6 are kept connected, and when both the first neutral position detection non-contact switch 69a and the second neutral position detection non-contact switch 69b are turned on, the energization of both solenoids 5a and 6a is turned on. A first neutral position detection switch circuit is configured to place both clutch mechanisms 5 and 6 in a disengaged state and simultaneously start SBW control by turning on the system power.

  Therefore, when both the first neutral position detection non-contact switch 69a and the second neutral position detection non-contact switch 69b are turned on, the photodiode of the second neutral position detection non-contact switch 69b attached to the second cable reel 17b side, The phototransistor becomes conductive. Due to the conduction of the phototransistor, a current flows through the photodiode of the first neutral position detection non-contact switch 69a attached to the first cable reel 17a, and the phototransistor is conducted. Power is supplied to the phototransistor of the first neutral position detection non-contact switch 69a, and the two clutch mechanisms 5 and 6 can be released by conducting.

  Since other configurations and operations are the same as those in the first embodiment, illustration and description thereof are omitted.

Next, the effect will be described.
In the vehicle steering apparatus according to the sixth embodiment, the following effects can be obtained in addition to the effects (1) and (2) of the first embodiment apparatus and (8) of the fifth embodiment.

  (9) The first neutral position detector and the second neutral position detector are both switched on when the two cables 17c and 17d are in the winding neutral position. As long as at least one of the first neutral position detection non-contact switch 69b and the second neutral position detection non-contact switch 69b is off after power-on, the cable neutral position correction means Keeps both clutch mechanisms 5 and 6 connected by energization off, and both clutch mechanisms 5 and 6 are energized when both the first neutral position detection non-contact switch 69a and the second neutral position detection non-contact switch 69b are turned on. Since this is the first neutral position detection switch circuit that enters the release state by turning on and at the same time starts SBW control by turning on the system power, a simple switch The cable neutral position detecting function and the releasing function of both the clutch mechanisms 5 and 6 can be achieved in combination with the multi-circuit.

  The seventh embodiment employs a neutral position detection contact switch as a neutral position detector, and the neutral position detection contact switch is interposed between the vehicle power supply and the solenoids of both clutch mechanisms 5 and 6, This is an example in which the release of both clutch mechanisms 5 and 6 is achieved simply in the cable neutral position state.

  That is, as shown in FIG. 11, a neutral position contact detection switch configured by a conductive terminal provided on the cable reel side and a conductive terminal provided on the reel case side is employed as the neutral position detector. That is, the first neutral position detection contact switch 79a and the second neutral position detection contact switch 79b are turned on when the two cables 17c and 17d are both in the winding neutral position.

  As shown in FIG. 11, after the power is turned on, as long as at least one of the first neutral position detection contact switch 79a and the second neutral position detection contact switch 79b is off, the energization of both solenoids 5a and 6a is turned off. Both clutch mechanisms 5 and 6 are kept connected, and both clutch mechanisms 5 are turned on by energizing both solenoids 5a and 6a when both first neutral position detection contact switch 79a and second neutral position detection contact switch 79b are turned on. , 6 are in a released state, and at the same time, a second neutral position detection switch circuit is configured to start SBW control by turning on the system power.

  Therefore, when both the first neutral position detection contact switch 79a and the second neutral position detection contact switch 79b are turned on, the current from the power source is changed to the first neutral position detection contact switch 79a → the solenoid 5a → the second neutral position detection contact switch 79b. The flow from the solenoid 6a to the ground and the energization drive of the solenoids 5a and 6a allows the clutch mechanisms 5 and 6 to be released.

  Since other configurations and operations are the same as those in the fifth embodiment, illustration and description thereof are omitted.

Next, the effect will be described.
In the vehicle steering apparatus of the seventh embodiment, the following effects can be obtained in addition to the effects (1), (2) of the first embodiment apparatus and the (8) of the fifth embodiment.

  (10) The first neutral position detection contact switch 79a and the second neutral position sensor which are energized when the first neutral position detector and the second neutral position detector are in the winding neutral position of the two cables 17c and 17d. As the position detection contact switch 79b, the cable neutral position correcting means is a two-clutch mechanism as long as at least one of the first neutral position detection contact switch 79a and the second neutral position detection contact switch 79b is energized after the power is turned on. 5 and 6 are kept connected by energization off, and both the first neutral position detection contact switch 79a and the second neutral position detection contact switch 79b are energized so that both clutch mechanisms 5 and 6 are released by energization on. At the same time, it is a second neutral position detection switch circuit that starts SBW control when the system power is turned on. It was with a simple switch circuit can be achieved along with the release function of the cable neutral position detection function and a double clutch mechanism 5,6.

First, the configuration will be described.
The eighth embodiment is an example in which the reel diameter of the second cable reel 17b is set so as to gradually increase from the central portion in the axial direction toward the both ends with respect to the reel diameter of the first cable reel 17a.

  FIG. 12 is an overall system diagram showing the vehicle steering apparatus of the eighth embodiment, and FIG. 13 is a side view of the second cable reel 17b of the eighth embodiment. The second cable reel 17b is set so that its diameter gradually increases from the axial center toward both ends, and the reel diameter L2 at the axial center is minimum and the reel diameter L3 at both ends is maximum. Yes.

  FIG. 14 is a side view of the first cable reel 17a of the eighth embodiment, and the first cable reel 17a is formed in a cylindrical shape having a constant reel diameter L1.

Further, the reel diameter L1 of the first cable reel 17a and the reel diameter L2 of the central portion in the axial direction of the second cable reel 17b are set to be different from each other.
L3>L1> L2
The relationship is established.

  The other configuration is the same as that of the fifth embodiment shown in FIG.

Next, the operation will be described.
[Small steering]
When the operation amount of the steering wheel 1 is small, the two cables 17c and 17d are wound and unwound in the vicinity of the central portion in the axial direction in the second cable reel 17b. At this time, as shown in FIG. 15 (a), the reel diameter L2 at the axial center of the second cable reel 17b is smaller than the reel diameter L1 of the first cable reel 17a. The steering response is improved and the required steering amount is reduced. As a result, the amount of cable stroke is reduced, cable wear due to friction during cable stroke can be reduced, and cable durability is improved.

  That is, in the vicinity of the small steering neutral, the lateral acceleration of the vehicle is generally small and the cable tension is low. Therefore, by reducing the cable stroke amount, cable wear is reduced and cable durability is improved.

[Large steering]
When the operation amount of the steering wheel 1 is large, the cable winding / rewinding position of the second cable reel 17b gradually shifts to the vicinity of the end portion in the axial direction. At this time, as shown in FIG. 15 (b), the reel diameter of the second cable reel 17b gradually increases from the central portion in the axial direction toward the both end portions, and the reel diameter L3 at the axial end portion is the first. Since the diameter is larger than the reel diameter L1 of the cable reel 17a, the driver can steer the rack gear shaft with a small steering steering force, and the steering feeling is improved.

  That is, during large steering, the lateral acceleration of the vehicle is generally large and the cable tension is large. Therefore, by reducing the cable tension, the steering force can be reduced and the steering feeling is improved.

[Cable stroke variable action during small steering and large steering]
For example, consider a case where both the first cable reel 17a and the second cable reel 17b are cylindrical.

  When the reel diameter of the second cable reel 17b is larger than the reel diameter of the first cable reel 17a, the rack gear shaft turning amount with respect to the steering amount is small and the response is dull at the time of small steering. The wheel 1 needs to be rotated. Accordingly, since the cable stroke increases, there is a concern that the operational feeling is deteriorated due to the cable friction when the cable slides and the cable durability is lowered.

  On the other hand, when the reel diameter of the second cable reel 17b is smaller than the reel diameter of the first cable reel 17a, the steering steering force required for steering becomes excessive at the time of large steering, which increases the driving load on the driver. Steering feeling deteriorates.

  On the other hand, in Example 8, the reel diameter of the second cable reel 17b is gradually increased from the central portion in the axial direction toward the both end portions in the axial direction with respect to the reel diameter of the first cable reel 17a. By setting it, the above problem is solved. In other words, at the time of small steering, the cable wear can be reduced by reducing the cable stroke due to the relationship of L1> L2, and at the time of large steering, the required steering force of the driver can be kept low by increasing the cable stroke due to the relationship of L1 <L3. The deterioration of the steering feeling can be prevented.

  Since the operation derived from other configurations is the same as that of the fifth embodiment, illustration and description thereof are omitted.

Next, the effect will be described.
In the vehicle steering system of the eighth embodiment, in addition to the effects (1), (2), (4) of the first embodiment apparatus and the effect (8) of the fifth embodiment, the following effects are obtained. be able to.

  (11) Since the reel diameter of the second cable reel 17b is set so as to gradually increase from the center of the axial direction toward both ends with respect to the reel diameter of the first cable reel 17a, the cable at the time of small steering It is possible to achieve both wear suppression and good steering feeling during large steering.

  (12) The reel diameter L1 at the central portion in the axial direction of the first cable reel 17a is set larger than the reel diameter L2 at the central portion in the axial direction of the second cable reel 17b, and both ends of the first cable reel 17a The reel diameter L1 is set smaller than the reel diameter L3 at both ends of the second cable reel 17b, so that the effects of suppressing cable wear during small steering and improving steering feeling during large steering can be further enhanced. .

(Other examples)
As mentioned above, although the vehicle steering apparatus of this invention has been demonstrated based on Example 1- Example 8, it is not restricted to these Examples about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention.

  For example, in the first to eighth embodiments, the example of the SBW system in which the steering actuator is a double system is shown. For example, the SBW system (reaction force actuator + steering actuator) and a hydraulic power steering system are combined. Or a system that combines an SBW system (reaction actuator + steering actuator) and an electric power steering system. In this combination system example, when a failure occurs in the SBW system, the assist force can be applied by the hydraulic PS system or the electric PS system only by connecting the clutch mechanism. Thus, the necessity for a dual system is reduced, and the number of steering actuators can be reduced.

  In the first to eighth embodiments, the cable neutral position correcting means corrects the winding neutral position of the two cables based on detection of the neutral position during traveling or stopping in the SBW control by the steer-by-wire controller. In the example shown in Fig. 2, the neutral position correction of the two cables is performed at the initialization time until the SBW control is started by the steer-by-wire controller based on the neutral position detection value. Also good.

  In the eighth embodiment, the first cable reel has a cylindrical shape with a constant reel diameter, and the second cable reel has a shape in which the side surface of the central portion of the cylinder is recessed. However, the second cable reel has a cylindrical shape with a constant reel diameter. The same effect as in Example 8 can be obtained even if the first cable reel has a shape in which the central side surface of the cylinder swells.

1 is an overall system diagram illustrating a vehicle steering apparatus according to a first embodiment. It is a perspective view which shows the cable mechanism of Example 1 apparatus. It is the longitudinal cross-sectional view by the cross-sectional view which shows the cable mechanism and contact displacement measuring device of Example 1 apparatus, and arrow A direction. 6 is a flowchart illustrating a flow of a steer-by-wire control process executed by the steer-by-wire controller according to the first embodiment. It is a longitudinal cross-sectional view which shows the cable mechanism and non-contact displacement measuring device of Example 2 apparatus. It is a longitudinal cross-sectional view which shows the cable mechanism and rotation angle measuring device of Example 3 apparatus. It is a longitudinal cross-sectional view which shows the cable mechanism and force measuring device of Example 4 apparatus. FIG. 10 is an overall system diagram illustrating a vehicle steering apparatus according to a fifth embodiment. FIG. 10 is an explanatory diagram for determining a neutral position by a first neutral position detector and a second neutral position detector of a vehicle steering system according to a fifth embodiment. FIG. 10 is a system diagram showing a main part of a vehicle steering apparatus according to a sixth embodiment. FIG. 10 is a system diagram of a principal part illustrating a vehicle steering apparatus according to a seventh embodiment. FIG. 10 is an overall system diagram illustrating a vehicle steering apparatus according to an eighth embodiment. FIG. 10 is a side view of a second cable reel of Example 8. FIG. 10 is a side view of a first cable reel of Example 8. It is explanatory drawing which shows the cable stroke variable effect | action at the time of the small steering and the large steering of Example 8. FIG.

Explanation of symbols

1 Steering wheel (operation input means)
2 Operation section 3 Steering wheel 4 Steering section 5 First clutch mechanism 6 Second clutch mechanism 7 Steering angle sensor 8 Reaction force actuator 9 First column shaft (steering shaft)
10 Second column shaft (steering shaft)
11 First steering actuator (steering actuator)
12 Second steering actuator (steering actuator)
13 Pinion angle sensor 14 First pinion shaft (steering shaft)
15 Second pinion shaft (steering shaft)
16 Steering mechanism 17 Cable mechanism (backup mechanism)
18 Vehicle speed sensor 19 Contact displacement measuring instrument (neutral position detecting means)
20 steer-by-wire controller 21 reaction force actuator drive circuit 22 first clutch drive circuit 23 second clutch drive circuit 24 first steered actuator drive circuit 25 second steered actuator drive circuit

Claims (12)

An operation unit having operation input means;
A steering section for steering the steered wheels;
A clutch mechanism that is provided at an intermediate position of the steering system from the operation input means to the steered wheel, and mechanically disengages the operation input means and the steered wheel;
Provided between the operation section and the steering section, and when the clutch mechanism connects the operation input means and the steered wheel, the steering torque input by the operation input means is transmitted to the steered wheel. In a vehicle steering apparatus provided with a backup mechanism,
The clutch mechanism includes a first clutch mechanism provided in the operation unit and a second clutch mechanism provided in the steered unit,
The backup mechanism is disposed at a position sandwiched between the first clutch mechanism and the second clutch mechanism, and includes a first cable reel provided in the operation unit, and a second cable reel provided in the steering unit. The two cable reels are composed of two cables that connect the operation unit and the steered unit while being wound in opposite directions.
A vehicle neutral position correcting means is provided for defining the two cables near a neutral position where the amount of winding of the cables is equal when the first clutch mechanism and the second clutch mechanism are in a released state. Steering device. In the vehicle steering apparatus according to claim 1,
A reaction force actuator and a first clutch mechanism provided in the operation section, a steering actuator and a second clutch mechanism provided in the steering section, and a steer-by-wire that controls these actuators and both clutch mechanisms And a steer-by-wire system with a controller,
At least one of the cable reels is provided with a winding neutral position detecting means for detecting a winding neutral position of two cables,
The cable neutral position correction means is a means for correcting the winding neutral position of two cables based on neutral position detection during steer-by-wire control by the steer-by-wire controller. A vehicle steering device. In the vehicle steering apparatus according to claim 2,
The winding neutral position detecting means has a step corresponding to the diameter of the cable between the position where the two cables are not wound and the surface of the cable reel is exposed and the position where the cable is wound. This is a contact displacement measuring device that detects the neutral position of the winding amount based on the displacement of the step position. In the vehicle steering apparatus according to claim 2,
The winding neutral position detecting means has a step corresponding to the diameter of the cable between the position where the two cables are not wound and the surface of the cable reel is exposed and the position where the cable is wound. This is a non-contact displacement measuring device for detecting the neutral position of the winding amount by the displacement of the step position. In the vehicle steering apparatus according to claim 2,
The winding neutral position detecting means is a rotation angle measuring device that detects a neutral position of a winding amount by measuring a rotation angle of a cable reel. In the vehicle steering apparatus according to claim 2,
The backup mechanism includes two first cable outer tubes and a second cable outer tube that connect the first cable reel and the second cable reel, and the two cables are flexible. Inserted into the two cable outer tubes having
The winding neutral position detection means changes the position of the cable wound around the cable reel according to the winding amount of the cable, and changes the pressure applied to the contact point between the cable and the cable outer tube. A vehicle steering apparatus characterized by being a force measuring device that detects the neutral position of the winding amount by this pressure change. In the vehicle steering apparatus according to claim 2,
The first cable reel and the second cable reel have different reel diameters;
The winding neutral position detecting means includes a first neutral position detector that detects a neutral position of the first cable reel and a second neutral position detector that detects a neutral position of the second cable reel. The neutral position of the two cable reels is detected at the same time, and the neutral position of the winding amount is detected by utilizing the fact that the positional relationship between the two cable reels matches only at a predetermined position. A vehicle steering device. The vehicle steering apparatus according to any one of claims 1 to 7,
The vehicular steering apparatus, wherein the reel diameter of the second cable reel is set so as to gradually increase from the axial center to the both ends with respect to the reel diameter of the first cable reel. . In the vehicle steering apparatus according to claim 8,
The reel diameter of the axial center part of the first cable reel is set larger than the reel diameter of the axial center part of the second cable reel, and the reel diameters of both ends of the first cable reel are A steering apparatus for a vehicle, characterized in that the diameter is set smaller than a reel diameter at both ends of the second cable reel. The vehicle steering apparatus according to any one of claims 2 to 9, wherein
The cable neutral position correction means includes a control start permission unit that permits start of steer-by-wire control when the system power is turned on, a clutch mechanism release control unit that releases both clutch mechanisms, and a winding neutral position detection. A cable winding amount neutrality determining unit that determines whether the winding position of the two cables is in a neutral position based on the value; and when the winding position of the two cables is not in the neutral position, the second clutch mechanism And a neutral position correction drive unit that drives the steered actuator in response to an input from the operation input means, and the second clutch mechanism is released when the winding position of the two cables is corrected to the neutral position by driving the actuator. A vehicle steering apparatus comprising: a clutch release processing unit. In the vehicle steering device according to claim 7,
The first neutral position detector and the second neutral position detector are both switched on when the two cables are in the winding neutral position. As a contact switch,
After the power is turned on, the cable neutral position correction means connects both clutch mechanisms by turning off the power as long as at least one of the first neutral position detection non-contact switch and the second neutral position detection non-contact switch is off. And the first neutral position detection non-contact switch and the second neutral position detection non-contact switch are both turned on so that both clutch mechanisms are brought into a released state by energization on. A vehicle steering apparatus characterized by the above. In the vehicle steering device according to claim 7,
The first neutral position detector and the second neutral position detector are a first neutral position detection contact switch and a second neutral position detection contact switch that are both energized when the two cables are in the winding neutral position. ,
After the power is turned on, the cable neutral position correcting means sets both clutch mechanisms in the connected state by turning off the power as long as at least one of the first neutral position detecting contact switch and the second neutral position detecting contact switch is turned off. And a second neutral position detection switch circuit that releases both clutch mechanisms by energization when both the first neutral position detection contact switch and the second neutral position detection contact switch are energized. A vehicle steering device.

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