JP4742704B2 - Vehicle steering system - Google Patents

Description

  The present invention relates to a vehicle steering apparatus used in a steer-by-wire system or the like in which there is no mechanical connection between a steering unit that receives a steering input from a driver and a steering unit that steers steered wheels. It belongs to the technical field.

In a conventional steer-by-wire system, a handle shaft cable reel of a reaction motor, a clutch, and backup means is connected to a column shaft connected to a handle (see, for example, Patent Document 1).
JP 2002-225733 A

  However, in the above prior art, when the torque capacity (engagement capacity) of the clutch is increased, the clutch is increased in size, and as a result, the dimension of the steering unit in the vehicle front-rear direction becomes longer, resulting in poor vehicle mountability. There was a problem.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide a vehicle steering apparatus that can reduce the torque capacity of a clutch and shorten the dimension of the steering section in the vehicle longitudinal direction. It is to provide.

In order to achieve the above object, the present invention provides:
A steering unit having an operation input unit and a steering unit that steers steered wheels are mechanically separated, and a backup unit that mechanically connects the steering unit and the steered unit, and a connection of the backup unit Alternatively, in a vehicle steering apparatus including a clutch that performs disengagement,
Speed increasing means that is disposed between the steering unit and the clutch, and increases the output rotation to the clutch;
A speed reduction means disposed between the clutch and the steered portion to decelerate output rotation to the steered portion;
Equipped with a,
The speed increasing means is provided with a rotation direction conversion function for converting the rotation axis direction of the clutch into a vehicle width direction and outputting the rotation axis direction of the operation input means .

  In the present invention, the torque input to the clutch disposed between the first gear and the second gear can be reduced relative to the input of the first gear and the output of the second gear. Torque capacity can be kept small. Therefore, the vehicle front-rear direction dimension of the steering unit can be shortened, and the vehicle mountability can be improved.

  Hereinafter, the best mode for carrying out the present invention will be described based on Examples 1 to 5.

First, the configuration will be described.
[overall structure]
FIG. 1 is an overall configuration diagram showing a steer-by-wire system to which the vehicle steering apparatus of Embodiment 1 is applied, and FIG. 2 is a detailed view of a steered portion B. The vehicle steering apparatus according to the first embodiment includes a steering section A, a cable column (backup means) 10, a turning section B, and a control controller 19. Each configuration will be described below.

  As shown in FIG. 2, the steering section A includes a handle (operation input means) 1, a column shaft 2, a reaction force motor 3, a reaction force side gear (acceleration means) 4, a clutch 6, and a steered wheel. A side gear (deceleration means) 8, a handle angle sensor 13, and a resolver 15 are included.

  The reaction force motor 3 is a coaxial motor whose output shaft is coaxial with the column shaft 2, and outputs a steering reaction force torque that simulates a road surface reaction force to the column shaft 2 in accordance with a command current value from the controller 19. The reaction force side gear 4 is provided between the reaction force motor 3 and the clutch 6, and makes the rotation axis direction of the clutch 6 different from the rotation axis direction of the handle 1 (the axial direction of the column shaft 2). .

  The clutch 6 is interposed between the column shaft 2 and the cable column 10, and in the first embodiment, a wet multi-plate mechanical clutch as shown in FIG. 3 is used. In FIG. 3, 6a is a clutch body, 6b is an inner disk, 6c is an outer disk 6c, 6d is a pressure plate, 6e is a lever, 6f is a lever pin, 6g is a release spring, 6h is an adjustment plate, 6i is a stop pin, and 6j is A nut, 6k is a parallel key, 6m is a shifter pulley, 6n is a stop plate, and 6p is a stop pin spring.

  The steering torque applied to the handle 1 by the engagement of the clutch 6 is mechanically transmitted to the steering mechanism 11. The handle angle sensor 13 detects the rotation angle of the column shaft 2. The resolver 15 detects the motor rotation angle of the reaction force motor 3.

  The cable-type column 10 has a column shaft function for transmitting torque while avoiding interference with a member interposed between the steering part A and the steered part B in the backup mode in which the clutch 6 is engaged. It is a mechanical backup mechanism that demonstrates it. The cable-type column 10 includes two handle reels 10a connected to the column shaft 2 and two pin reels 10b connected to the pinion shaft 21, and two inner ends fixed to the cable reels 10a and 10b. The cables are wound in opposite directions, and both ends of outer tubes 10c, 10c having two inner cables inserted into two reel cases are fixed.

  As shown in FIG. 2, the steered portion B includes a steering mechanism 11, a resolver 16, a torque sensor 17, an encoder 18, steered motors 20 and 20, a pinion shaft 21, steered wheels 22, 22.

  The steering mechanism 11 includes a rack and pinion type steering gear 11 a and steers the steered wheels 22 and 22 according to the rotation of the pinion shaft 21. The steered motors 20 and 20 are motors connected to the pinion shaft 21 via a speed reducer such as a worm & worm wheel, and the steered wheels 22 are applied to the pinion shaft 21 according to a command current value from the controller 19. , 22 is output.

  The resolver 16 detects the motor rotation angle of the steering motors 20 and 20. The torque sensor 17 detects an input torque to the pinion shaft 21. The encoder 18 detects the rotation angle of the pinion shaft 21.

  The controller 19 receives detection signals from the handle angle sensor 13, the torque sensor 14, the resolvers 15 and 16, the torque sensor 17, and the encoder 18, and based on each sensor signal, the reaction force motor 3. And the steering motors 20 and 20 are drive-controlled.

  In normal steer-by-wire control (clutch 6 disengaged state), the rotation angle of the handle 1 is read by the handle angle sensor 13, and the turning amount of the steering mechanism 11 based on this is calculated by the controller 19 for control. A command current value for driving the steering motors 20 and 20 is output from the controller 19, and the steering mechanism 11 is driven. At this time, a reaction force acting on the steering mechanism 11 is detected by the torque sensor 17, and a command current value for driving the reaction force motor 3 is output via the controller 19, and a steering reaction force is applied to the handle 1.

  When an abnormality occurs in the steer-by-wire system, the clutch 6 is engaged to mechanically connect the handle 1 to the steering mechanism 11. At this time, the operating force of the handle 1 is transmitted in the order of the handle 1, the column shaft 2, the reaction force side gear 4, the clutch 6, the steered side gear 8, the cable column 10, and the steering mechanism 11.

[Detailed configuration of steering section]
As shown in FIG. 4, the steering portion A is disposed on the vehicle interior side partitioned from the engine room of the vehicle body by the dash panel 9. The reaction force side gear 4 and the clutch 6 are connected by a first shaft (rotating shaft) 5. The clutch 6 and the steered side gear 8 are connected by a second shaft (rotating shaft) 7. The handle-side cable reel 10a is connected by a third shaft (rotary shaft) 8c.

FIG. 5 is a schematic diagram showing a detailed configuration of the reaction force side gear 4, the clutch 6, and the steered side gear 8.
The reaction force side gear 4 is a bevel gear constituted by an input gear 4a and an output gear 4b. The input gear 4 a is connected to the column shaft 2 (the output shaft of the reaction force motor 3), and the output gear 4 b is connected to the first shaft 5. The rotation input to the column shaft 2 is converted into a right angle direction (vehicle width direction) by the rotation direction conversion function of the reaction force side gear 4 and input to the clutch 6 via the first shaft 5. The first shaft 5 has a smaller diameter than the column shaft 2 and the third shaft 8c.

  The steered side gear 8 is a bevel gear constituted by an input gear 8a and an output gear 8b. The input gear 8a is connected to the second shaft 7, and the output gear 8b is connected to the third shaft 8c. The rotation output from the clutch 6 to the second shaft 7 is converted into a right-angle direction (vehicle front-rear direction) by the rotation direction conversion function of the steered side gear 8, and the handle side of the cable column 10 via the third shaft 8c. Input to the cable reel 10a. Similar to the first shaft 5, the second shaft 7 is set to have a smaller diameter than the column shaft 2 and the third shaft 8 c.

  FIG. 6 is a diagram showing the internal structure of the reaction force side gear 4, and the reaction force side gear 4 has an input shaft 4c and an output shaft 4d. One end of the input shaft 4c is connected to the column shaft 2, and the other end is connected to the input gear 4a. One end of the output shaft 4 d is connected to the output gear 4 b and the other end is connected to the first shaft 5.

The input / output gears 4a and 4b are accommodated in the casing 4e. The input shaft 4c is supported by the casing 4e via two needle bearings 4f and 4g, and the output shaft 4d is supported by the casing 4e via two needle bearings 4h and 4i and a ball bearing 4j.
The internal structure of the steered side gear 8 is the same as that of the reaction force side gear 4 shown in FIG.

The number of teeth of the input gear 4a of the reaction side gear 4 is Z1, the number of teeth of the output gear 4b is Z2, the number of teeth of the input gear 8a of the steered side gear 8 is Z1 ', and the number of teeth of the output gear 8b is Z2'. The relationship between the number of teeth satisfies the following formula (1).
Z1 / Z2 ＝ Z2 '/ Z1'… (1)
Where Z1> Z2, Z1 '<Z2'

  That is, the reaction force side gear 4 accelerates the rotation of the column shaft 2 and outputs it to the clutch 6, and the steered side gear 8 decelerates the output rotation of the clutch 6 and outputs it to the cable column 10. Further, the rotation speed of the column shaft 2 and the input rotation of the cable column 10 are the same.

Next, the operation will be described.
[Clutch torque capacity reduction]
When the steer-by-wire system is abnormal, the clutch 6 is engaged, and the steering force transmission of the handle 1 is as follows: column shaft 2 → reaction side gear 4 → clutch 6 → steering side gear 8 → cable column 10 → steering mechanism 11 in order. Further, the road surface reaction force from the steered wheels 22 and 22 is transmitted in the order of the steering mechanism 11 → cable column 10 → steering side gear 8 → clutch 6 → reaction side gear 4 → column shaft 2 → handle 1. .

  In the first embodiment, the reaction force side gear 4 that is the speed increasing gear is provided on the handle side of the clutch 6, and the steering side gear 8 that is the reduction gear is provided on the steering mechanism 11 side of the clutch 6. Torque (driver steering force and road surface reaction force) is smaller than the input to the reaction force side gear 4 and the output from the steered side gear 8. Therefore, the torque capacity of the clutch 6 can be kept small.

  In the first embodiment, since the reaction force side gear 4 is a bevel gear, the rotation shaft on the front wheels 22, 22 side of the reaction force motor 3 can be shifted from the column by the reaction force side gear 4. The vehicle longitudinal dimension of A can be shortened.

[Ease of dropping off at the time of collision]
In the first embodiment, since the additional torque to the first shaft 5 that connects the reaction force side gear 4 and the clutch 6 and the second shaft 7 that connects the clutch 6 and the steered side gear 8 is small, the first shaft 5 and The second shaft 7 can be reduced in weight by reducing the diameter. Therefore, it becomes easy to separate the first shaft 5 and the second shaft 7 at the time of a vehicle collision. Therefore, when an impact force is applied to the steering portion A at the time of a vehicle collision, the first shaft 5 or the second shaft 7 is broken and the steering portion A moves to the dash panel 9 side, and the distance between the handle 1 and the driver Can reduce the impact on the driver.

[Control response improvement]
During normal steer-by-wire control (when the clutch is not engaged), the rotation angle of the handle 1 is read by the handle angle sensor 13, and the operation amount of the steering mechanism 11 based on this is calculated by the controller 19. A command for driving the steering motor 20 is sent from 19 to operate the steering mechanism 11. At this time, the reaction force acting on the steering mechanism 11 is detected by the torque sensor 17, and a command for driving the reaction force motor 3 is sent via the controller 19 to give the steering reaction force to the handle 1.

  Normally, the reaction force side gear 4 and the first shaft 5 side of the clutch 6 are rotated with the handle 1, and the second shaft 7 side, the steered side gear 8 and the cable column 10 of the clutch 6 are provided with a steering mechanism. 11 will be accompanied. Especially in reaction force control, the response and the like directly affect the steering feeling, so it is desirable to reduce the accompanying friction and inertia as much as possible.

  In the first embodiment, the clutch 6 is reduced in capacity and the first shaft 5 and the second shaft 7 are lighter, so that the influence of the accompanying rotation can be reduced, and the responsiveness of the reaction force control and the turning control can be improved. Further, since the reaction force side gear 4 is interposed between the reaction force motor 3 and the clutch 6, the friction of the reaction force side gear 4 is applied to the steering reaction force applied from the reaction force motor 3 to the handle 1. Intervention can be avoided and deterioration of steering feeling can be prevented.

[Full length shortening of the steering part]
The steering part of the conventional steer-by-wire system has a column shaft connected to the handle, the reaction force motor, the clutch, and the cable reel on the handle side of the cable column are arranged in series, that is, on the same axis. The (vehicle body longitudinal dimension) must be long. The total length of the steering section should be set as short as possible in order to avoid interference with the dash panel (dashboard) and to prevent the impact force at the time of vehicle collision from being transmitted to the driver via the column shaft. preferable.

  In the first embodiment, the reaction force side gear 4 that converts the direction of the rotation axis of the clutch 6 into the vehicle width direction is provided with respect to the direction of the rotation axis of the handle 1. Dimensions can be set shorter. Therefore, the vehicle mountability can be improved and the degree of freedom of layout in the passenger compartment can be increased.

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

  (1) Back-up means for mechanically connecting the steering part A and the steered part B by mechanically separating the steering part A having the steering wheel 1 and the steered part B for steering the steered wheels 22 and 22 (Vehicle steering column 10) and a clutch 6 for connecting or disconnecting the backup means, in the vehicle steering system, on the rotating shaft (first shaft 5) between the steering section A and the clutch 6 It is arranged on the reaction force side gear 4 that accelerates the output rotation to the clutch 6 and the rotating shaft (second shaft 7) between the clutch 6 and the steered portion B. And a steered side gear 8 that decelerates the output rotation. Therefore, the torque applied to the clutch 6 can be reduced with respect to the input to the reaction force side gear 4 and the output from the steered side gear 8, and the torque capacity of the clutch 6 can be kept small.

  (2) The reaction force side gear 4 has a rotation direction conversion function for outputting the rotation axis direction of the clutch 6 differently with respect to the rotation axis direction of the handle 1, so that the axial direction of the steering portion A (vehicle longitudinal dimension) Can be set short. Therefore, the vehicle mountability can be improved and the degree of freedom of layout in the passenger compartment can be increased. In addition, the friction of the clutch accompanying at the time of steering can be kept small, and the responsiveness of the reaction force control can be improved.

(3) The steered side gear 8 is provided with a rotation direction conversion function for changing the input direction to the backup means with respect to the rotation axis direction of the clutch 6 . Therefore, the rotation direction of the handle 1 converted by the reaction force side gear 4 can be returned to a direction parallel to the column shaft 2.

  (4) Since the diameter of the first shaft 5 between the reaction force side gear 4 and the clutch 6 is set smaller than the diameter of the column shaft 2 between the reaction force side gear 4 and the handle 1, Accompanying inertia can be kept small, and the response of reaction force control can be improved. Moreover, since the separation at the time of the collision is easy, the impact on the driver at the time of the collision can be reduced.

  (5) The diameter of the second shaft 7 between the steered side gear 8 and the clutch 6 is set smaller than the diameter of the third shaft 8c between the steered side gear 8 and the steered portion B side. In addition, the inertia of the accompanying rotation at the time of turning can be suppressed, and the response of turning control can be improved. Moreover, since the separation at the time of the collision is easy, the impact on the driver at the time of the collision can be reduced.

  (6) Since the clutch 6 is a friction clutch, it is possible to suppress the occurrence of misengagement when the clutch is engaged, as compared with a meshing clutch (dog clutch).

  The second embodiment is an example in which a speed-up rotation by the reaction force side gear is decelerated by a cable column.

First, the configuration will be described.
FIG. 7 is a schematic diagram illustrating a configuration of the vehicle steering apparatus according to the second embodiment. In addition, the same code | symbol is attached | subjected to the structure same as Example 1, and description is abbreviate | omitted.
In Example 2, the number of teeth of the input gear 23a of the steered side gear 23 and the number of teeth of the output gear 23b are set to the same number, and the gear ratio is 1: 1.

  In the cable type column 24, the reel diameter of the handle-side cable reel 24a is set to be smaller than the reel diameter of the pinion-side cable reel 24b, and the increased rotational speed of the steering input by the reaction force side gear 4 is set to the original rotational speed. It is set to return (corresponding to deceleration means).

When the number of teeth of the input gear 4a of the reaction side gear 4 is Z1, the number of teeth of the output gear 4b is Z2, the reel diameter of the handle side cable reel 24a is d1, and the reel diameter of the pinion side cable reel 24b is d2. The relationship between the number of teeth and the reel diameter satisfies the following formula (2).
Z1 / Z2 ＝ d2 / d1… (2)
Where Z1> Z2, d2> d1

  In the second embodiment, the third shaft 23c that connects the steered side gear 23 and the handle side cable reel 23a of the cable column 23 is smaller in diameter than the column shaft 2 (the same diameter as the first shaft 5 and the second shaft 7). ) Is set.

Next, the operation will be described.
[Control response improvement]
In the second embodiment, the configuration is such that the increased rotational speed by the reaction force side gear 4 is decelerated by the cable column 24. Therefore, in addition to the 1st shaft 5 and the 2nd shaft 5, since the 3rd shaft 24 can be reduced in weight, the influence of accompanying rotation can be made smaller and the responsiveness of steering control can be improved.

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

  (7) The backup means is a cable-type column 24 that transmits the steering torque input by the handle 1 to the steered wheels 22 and 22 by two cables when the clutch is engaged, and the handle-side cable of the cable-type column 24 is used as the speed reduction means. The reel diameter of the reel 24a was set to be smaller than the reel diameter of the pinion side cable reel 24b. Therefore, the third shaft 23c that connects the steered side gear 23 and the handle side cable reel 23a of the cable column 23 can be reduced in weight, and the accompanying inertia at the time of steering can be reduced.

  The third embodiment is an example in which the speed-up rotation by the reaction force side gear is decelerated by a reduction gear provided between the cable column and the steering mechanism.

First, the configuration will be described.
FIG. 8 is a schematic diagram illustrating a configuration of the vehicle steering device of the third embodiment. In addition, the same code | symbol is attached | subjected to the structure same as Example 1 or Example 2, and description is abbreviate | omitted.
In the third embodiment, a reduction gear (deceleration means) 25 is interposed between the pinion side cable reel 10 b of the cable column 10 and the steering mechanism 11. The gear ratio (reduction ratio) of the reduction gear 25 is set so that the increased rotational speed of the steering input by the reaction force side gear 4 is returned to the original rotational speed.

When the gear ratio of the reduction gear 25 is Z3, the number of teeth of the input gear 4a of the reaction force side gear 4 is Z1, and the number of teeth of the output gear 4b is Z2, Z3 satisfies the following formula (3).
Z3 = Z2 / Z1 (3)
Where Z1> Z2

Next, the operation will be described.
[Cable friction reduction effect]
In the third embodiment, the reduction gear 25 that decelerates the speed increase rotation by the reaction force side 4 is disposed between the cable column 10 and the steering mechanism 11, so that the additional torque of the cable column 10 can be reduced and the cable friction can be reduced. Can be suppressed. Therefore, it is possible to improve the steering feeling when the clutch is engaged and to improve the durability of the cable column 10.

  Further, since the additional torque of the cable type column 10 can be reduced, the handle-side cable reel 10a and the pinion-side cable reel 10b can be reduced in diameter to reduce the weight, and the accompanying inertia at the time of turning can be reduced.

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

  (8) Since the reduction gear 25 connects the cable column 10 and the steering mechanism 11 of the steered portion B, the additional torque of the cable column 10 can be reduced, and cable friction can be suppressed. Therefore, it is possible to improve the steering feeling when the clutch is engaged and to improve the durability of the cable column 10.

The fourth embodiment is an example in which a steering gear of a steering mechanism is used as a speed reducing unit that decelerates the speed-up rotation by the reaction force side gear.
FIG. 9 is a schematic diagram illustrating a configuration of the vehicle steering device of the fourth embodiment. In addition, the same code | symbol is attached | subjected to the structure same as Example 3, and description is abbreviate | omitted.
The steering gear (deceleration means) 26a of the steering mechanism 26 is set to have a steering gear ratio that returns the increased rotational speed of the steering input by the reaction force side gear 4 to the original rotational speed.

The steering gear ratio of the steering gear 26a is Z0, the normal steering gear ratio (the gear ratio of the steering gear 11 of the first to third embodiments) is Z0 ^* , the number of teeth of the input gear 4a of the reaction force side gear 4 is Z1, and the output gear When the number of teeth of 4b is Z2, the steering gear ratio Z0 satisfies the following expression (4).
Z0 ＝ Z0 ^* × (Z2 / Z1)… (4)
Where Z1> Z2

[Parts reduction]
In the fourth embodiment, since the steering gear 26 of the steering mechanism 26 is used as the speed reducing means for decelerating the increased rotational speed by the reaction force side gear 4, the number of parts is different from the configuration of the third embodiment in which the speed reduction gear 25 is separately provided. And the size from the pinion side cable pulley 10b of the cable column 10 to the steering mechanism 26 can be shortened.

Next, the effect will be described.
In the vehicle steering device of the fourth embodiment, the following effects can be obtained.

  (9) Since the speed reduction means is the steering gear 26a of the steering mechanism 26, the cost can be reduced by reducing the number of parts and the turning part B can be made compact compared to the configuration of the third embodiment in which the speed reduction means is separately provided. it can.

The fifth embodiment is an example in which the reduction ratio of the steered side gear is different from the speed increase ratio of the reaction force side gear.
First, the configuration will be described.
FIG. 10 is a diagram illustrating a detailed configuration of the reaction force side gear 4, the clutch 6, and the steered side gear 27 according to the fifth embodiment. In addition, the same code | symbol is attached | subjected to the structure same as Example 1, and description is abbreviate | omitted.

In the fifth embodiment, the reduction ratio of the steered side gear (deceleration means) 27 is made different from the speed increasing ratio of the reaction force side gear 4, and the number of teeth of the input gear 4a of the reaction force side gear 4 is Z1 and output. When the number of teeth of the gear 4b is Z2, the number of teeth of the input gear 27a of the steered side gear 27 is Z1 ", and the number of teeth of the output gear 27b is Z2", the relationship between each number of teeth is expressed by the following equation (3) Satisfied.
Z1 / Z2 ≠ Z2 "/ Z1"… (5)
Where Z1> Z2, Z1 "<Z2"

At this time, by setting Z1 / Z2> Z2 "/ Z1", the steered amount of the steered wheels 22, 22 becomes larger than the steered amount of the steering wheel 1, and the steering gear ratio can be set quickly.
On the other hand, by setting Z1 / Z2 <Z2 "/ Z1", the steered amount of the steered wheels 22, 22 becomes smaller than the steered amount of the steering wheel 1, and the steering gear ratio can be set to slow.

1 is an overall configuration diagram illustrating a steer-by-wire system to which a vehicle steering apparatus according to a first embodiment is applied. 3 is a detailed view of a steered portion B of Embodiment 1. FIG. It is a cross-sectional perspective view which shows the structure of 6 of the dry-type multi-plate mechanical clutch of Example 1. FIG. FIG. 3 is a schematic diagram illustrating a configuration of a steering unit A according to the first embodiment. FIG. 3 is a schematic diagram illustrating a detailed configuration of a reaction force side gear 4, a clutch 6, and a steered side gear 8 according to the first embodiment. It is a figure which shows the internal structure of the reaction force side gear 4 of Example 1. FIG. It is a schematic diagram which shows the structure of the steering apparatus for vehicles of Example 2. FIG. FIG. 6 is a schematic diagram illustrating a configuration of a vehicle steering device according to a third embodiment. FIG. 6 is a schematic diagram illustrating a configuration of a vehicle steering device according to a fourth embodiment. FIG. 10 is a diagram illustrating a detailed configuration of a reaction force side gear 4, a clutch 6, and a steered side gear 27 according to a fifth embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Handle 2 Column shaft 3 Reaction force motor 4 Reaction force side gear 6 Clutch 8 Steering side gear 10 Cable type column 11 Steering mechanism 11a Steering gear 13 Handle angle sensor 15 Resolver 16 Resolver 17 Torque sensor 18 Encoder 19 Control controller 20 Steering Motor 21 Pinion shaft 22 Steering wheel

Claims (9)

A steering unit having an operation input unit and a steering unit that steers steered wheels are mechanically separated, and a backup unit that mechanically connects the steering unit and the steered unit, and a connection of the backup unit Alternatively, in a vehicle steering apparatus including a clutch that performs disengagement,
Speed increasing means that is disposed between the steering unit and the clutch, and increases the output rotation to the clutch;
A speed reduction means disposed between the clutch and the steered portion to decelerate output rotation to the steered portion;
Equipped with a,
The vehicle steering apparatus according to claim 1, wherein the speed increasing means has a rotation direction conversion function for converting the rotation axis direction of the clutch to a vehicle width direction and outputting the rotation axis direction of the operation input means . The vehicle steering apparatus according to claim 1,
The vehicle steering apparatus according to claim 1, wherein the speed reduction unit includes a rotation direction conversion function that outputs an output by changing a direction of input to the backup unit with respect to a rotation axis direction of the clutch. The vehicle steering apparatus according to claim 1 ,
The backup means is a cable-type column that transmits the steering torque input by the operation input means when the clutch is engaged to the steered wheels with two cables,
The vehicle steering apparatus according to claim 1, wherein the reel diameter of the handle side cable reel of the cable column is set to be smaller than the diameter of the pinion side cable reel as the speed reducing means. The vehicle steering apparatus according to claim 1 or 2,
The vehicular steering apparatus, wherein the speed reduction means connects the backup means and the steered portion. The vehicle steering apparatus according to claim 1 ,
A vehicle steering apparatus, wherein the speed reducing means is a steering gear of the steered portion. An apparatus as claimed in any one of claims 1 to claim 5,
A vehicle steering apparatus, wherein a diameter of a rotating shaft between the speed increasing means and the clutch is set smaller than a diameter of a rotating shaft between the speed increasing means and the operation input means. The vehicle steering apparatus according to any one of claims 1 to 6, wherein:
A vehicle steering apparatus, wherein a diameter of a rotation shaft between the speed reduction means and the clutch is set to be smaller than a diameter of a rotation shaft between the speed reduction means and the steered portion side. The vehicle steering apparatus according to any one of claims 1 to 7,
A vehicle steering apparatus, wherein the clutch is a friction clutch. A steering unit having an operation input unit and a steering unit that steers steered wheels are mechanically separated, and a backup unit that mechanically connects the steering unit and the steered unit, and a connection of the backup unit Alternatively, in a vehicle steering apparatus including a clutch that performs disengagement,
At the same time as increasing the input rotation from the operation input means side to the clutch on the operation input means side of the clutch, the rotation axis direction of the clutch is converted into the vehicle width direction with respect to the rotation axis direction of the operation input means, vehicle steering apparatus, wherein the benzalkonium decelerate the output rotation from the clutch at the steering wheel side of the clutch to the steering wheel side.

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