JP5594523B2 - Vehicle steering system - Google Patents

Description

  The present invention relates to a vehicle steering apparatus.

  As a vehicle steering device, in recent years, a steering member such as a steering wheel inside a vehicle compartment is mechanically separated from a steering mechanism outside the vehicle compartment, and based on the detection result of the operation direction and the operation amount of the steering member. Thus, there has been proposed a so-called steer-by-wire type steering device that drives and controls a steering motor for the steering mechanism and applies steering force to the steering mechanism to perform steering.

  In such a steer-by-wire type steering device, since the mechanical connection between the steering member and the steering mechanism is broken, a fail-safe measure for the steering motor provided in the steering mechanism is indispensable. Therefore, in Patent Document 1, it is possible to provide two electric motors in the steering mechanism, and when an abnormality occurs in one electric motor, the other electric motor can be driven alone to perform auxiliary steering. Proposed.

  In Patent Document 2, the rotational torque of the motor shaft is reciprocated in the axial direction of the rack shaft between the inner peripheral surface of one side of the hollow motor shaft and the outer peripheral surface of the rack shaft inserted through the motor shaft. A ball screw mechanism for converting to is inserted. A bearing is provided between the outer peripheral surface on the other side of the motor shaft and the housing that houses the motor. For this reason, the motor shaft is rotatably supported by the rack shaft and the housing via the ball screw mechanism and the bearing.

  In Patent Document 2, an annular bush that can be elastically deformed with respect to an external force from the inner peripheral side is fixed to the housing so as to face the outer peripheral surface on one side of the motor shaft via a gap. As a result, when an excessive external force is transmitted to the motor shaft via the steering wheel and the rack shaft and the motor shaft is displaced in the radial direction with the bearing as a fulcrum, the outer peripheral surface of the motor shaft contacts the inner peripheral surface of the annular bush. The annular bush is elastically deformed in response to the external force. The displacement of the motor shaft in the radial direction is suppressed by the elastic force according to the elastic deformation of the annular bush.

JP 2009-292331 A (FIG. 2, 14th paragraph) JP 2010-64536 A (8th, 9th paragraphs)

  By the way, the case where the common rotor core which integrated the rotor core of the rotor of the two electric motors for steering is used, and the both ends of the axial direction of this rotor core are supported with a housing via a bearing is assumed. In this case, when a radial load is applied to the rack shaft due to a road surface reaction force or the like, if the long integrated rotor is difficult to bend, the screw fitting portion of the ball screw mechanism disposed in the central portion of the rotor core There is a problem that a radial load is applied and durability is lowered.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle steering apparatus having excellent durability.

In order to achieve the above object, the present invention provides a cylindrical housing (5), a turning shaft (6) that is inserted into the housing and is movable in the axial direction (X1), and one of the turning shafts. A screw shaft (33) provided in the section, a ball nut (34) screwed to the screw shaft via a ball (35), and first and second electric motors (21) for rotationally driving the ball nut. The first and second electric motors are arranged in the axial direction and fixed to the inner peripheral surface (5a) of the housing, and the first and second stators (24, 26). , And first and second rotors (25, 27) facing the first and second stators, respectively, and the first and second rotors have a common cylindrical rotor core (28). , Opposite to the first and second stators, respectively, First and second permanent magnets (29, 30) supported on the outer peripheral surface (28a) of the rotor core so as to be able to rotate together with the first and second end portions (281) in the axial direction of the rotor core. , 282) is, by the first and second bearing supported (31, 32) by said housing includes a portion that will be rotatably supported respectively, the ball nut, the central portion in the axial direction of the rotor core ( 283), and the thickness (t1) of the rotor core is gradually reduced from the axial central portion of the rotor core toward the portions supported by the first and second bearings, respectively . A steering apparatus for a vehicle is provided (claim 1).

According to the present invention, since the thickness of the rotor core is gradually reduced from the axial central portion of the rotor toward the portions supported by the first and second bearings , the rotor core is It becomes easy to bend as it approaches the part contained in the end. A radial load is applied to the end of the steered shaft due to the road surface reaction force. When the screw shaft is bent, the rotor core supporting the ball nut is bent following the bending of the screw shaft. Thereby, the ball nut can be displaced (released) in the radial direction. That is, since the ball nut does not stretch in the radial direction against the bending of the screw shaft, the radial load applied to the ball nut can be significantly reduced. As a result, the radial load applied to the ball screw mechanism can be significantly reduced, and the durability can be improved.

  The first rotor includes a cylindrical first elastic member (38) fitted to the outer peripheral surface of the rotor core and a hard member fitted to the outer peripheral surface (38a) of the first elastic member. A first cylindrical member (39) and a first permanent magnet (29) fitted to the outer peripheral surface (39a) of the first cylindrical member, wherein the second rotor is the rotor core A cylindrical second elastic member (40) fitted to the outer peripheral surface of the second cylindrical member, and a hard second cylindrical member (41) fitted to the outer peripheral surface (40a) of the second elastic member, And a second permanent magnet (30) fitted to the outer peripheral surface (41a) of the second cylindrical member (claim 2).

  In this case, each permanent magnet is supported by a corresponding hard cylindrical member, and a corresponding elastic member is interposed between the corresponding hard cylindrical member and the rotor core. Therefore, even if the rotor core is bent and deformed, the deformation of the rotor core can be absorbed by each elastic member. As a result, since each permanent magnet does not bend and deform, durability can be improved. Further, since each permanent magnet is supported by a corresponding hard cylindrical member, the center deviation of each permanent magnet is small, and the output characteristics of each electric motor are stable.

  In addition, in the above, the numbers in parentheses represent reference numerals of corresponding components in the embodiments described later, but the scope of the claims is not limited by these reference numerals.

It is a mimetic diagram showing a schematic structure of a steering device for vehicles concerning one embodiment of the present invention. It is a schematic sectional drawing of the mechanism which drives a turning shaft and a turning shaft. It is an enlarged view of the principal part of the mechanism which drives a steered shaft. It is a general | schematic expanded sectional view of a 1st rotor. It is a general | schematic expanded sectional view of a 2nd rotor.

Preferred embodiments of the present invention will be described with reference to the accompanying drawings.
FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle steering apparatus according to an embodiment of the present invention. Referring to FIG. 1, the vehicle steering apparatus 1 constitutes a so-called steer-by-wire system in which mechanical coupling between a steering member 2 such as a steering wheel and a steered wheel 3 is released.
The operation of the steering actuator 4 including, for example, a brushless electric motor, which is driven according to the rotation operation of the steering member 2, is converted into a linear motion in the vehicle width direction of the steering shaft 6 supported by the housing 5, Steering is achieved by converting the linear motion of the steered shaft 6 into the steered motion of the left and right steered wheels 3 for steering.

  The driving force (rotational force of the output shaft) of the steering actuator 4 is applied to the axial direction X1 (vehicle) of the steered shaft 6 by a motion conversion mechanism (for example, a ball screw mechanism) provided in association with the steered shaft 6. It is converted to linear motion in the width direction. The linear motion of the steered shaft 6 is transmitted to the tie rods 7 provided so as to protrude from both ends of the steered shaft 6 and cause the knuckle arm 8 to rotate. Thereby, the turning of the steered wheel 3 supported by the knuckle arm 8 is achieved.

The steered shaft 6, the tie rod 7, the knuckle arm 8, and the like constitute a steered mechanism 50 for steering the steered wheels 3. The housing 5 that supports the steered shaft 6 is fixed to the vehicle body via a bracket or the like (not shown).
The steering member 2 is connected to a rotating shaft 9 that is rotatably supported with respect to the vehicle body. A reaction force actuator 10 for applying an operation reaction force to the steering member 2 is attached to the rotary shaft 9. The reaction force actuator 10 includes an electric motor such as a brushless motor having an output shaft integrated with the rotary shaft 9.

An elastic member 11 made of, for example, a spiral spring or the like is coupled to the end of the rotating shaft 9 on the side opposite to the operation member 2 with the vehicle body. The elastic member 11 returns the steering member 2 to the straight steering position by the elastic force when the reaction force actuator 10 is not applying torque to the steering member 2.
In order to detect the operation input value of the steering member 2, a steering angle sensor 12 for detecting the steering angle θ _h of the steering member 2 is provided in association with the rotary shaft 9. The rotating shaft 9 is provided with a torque sensor 13 for detecting a steering torque T applied to the steering member 2. On the other hand, in relation to the steered shaft 6, a steered angle sensor 14 for detecting the steered angle δ _W (tire angle) of the steered wheels 3 is provided.

In addition to these sensors, a vehicle speed sensor 15 for detecting the vehicle speed V, a vertical acceleration sensor 16 serving as a rough road condition detecting sensor for detecting a vertical acceleration G _Z of the vehicle body 60, for detecting the lateral acceleration G _y of the vehicle A lateral acceleration sensor 17 and a yaw rate sensor 18 for detecting the yaw rate γ of the vehicle are provided.
The detection signals of the sensors 12 to 18 are input to a control device 19 as vehicle control means including an electronic control unit (ECU) including a microcomputer.

The control device 19 sets a target turning angle based on the steering angle θ _h detected by the steering angle sensor 12 and the vehicle speed V detected by the vehicle speed sensor 15, and the target turning angle and the turning angle sensor 14 are set. Based on the deviation from the turning angle δ _W detected by the above, the steering actuator 4 is driven and controlled (steering control) via the drive circuit 20A.
On the other hand, the control device 19 reacts via the drive circuit 20B so that an appropriate reaction force in the direction opposite to the steering direction of the steering member 2 is generated based on the detection signals output from the sensors 12-18. Drive control (reaction force control) of the force actuator 10 is performed.

  With reference to FIG. 2, the middle portion of the steered shaft 6 is inserted into a cylindrical housing 5. The steered shaft 6 is supported by the first and second bushes 51 and 52 supported at both ends of the housing 5 so as to be movable in the axial direction X1. Between the inner peripheral surface 5a of the housing 5 and the turning shaft 6 inserted into the housing 5, the first and second electric motors 21 and 22 constituting the turning actuator 4 and the electric motors 21, 22 A ball screw mechanism 23 is disposed as a motion conversion mechanism that converts the output rotation of 22 into the axial movement of the steered shaft 6.

  The first electric motor 21 and the second electric motor 22 constituting the steering actuator 4 are arranged in the housing 5 along the axial direction X1. The first electric motor 21 includes a first stator 24 fixed to the inner peripheral surface 5 a of the housing 5, and a first rotor 25 that faces the first stator 24. The second electric motor 22 includes a second stator 26 that is fixed to the inner peripheral surface 5 a of the housing 5, and a second rotor 27 that faces the second stator 26.

  The first rotor 25 and the second rotor 27 have a common cylindrical rotor core 28 that surrounds the periphery of the steered shaft 6. The first rotor 25 has a first permanent magnet 29 disposed so as to surround the cylindrical outer peripheral surface 28 a of the common rotor core 28. The second rotor 27 has a second permanent magnet 30 disposed so as to surround the outer peripheral surface 28 a of the common rotor core 28.

  The housing 5 rotatably supports both end portions in the axial direction of the rotor core 28 via the first and second bearings 31 and 32. Specifically, the rotor core 28 has first and second end portions 281 and 282 in the axial direction. Each of the first and second end portions 281 and 282 has an L-shaped cross section. The housing 5 rotatably supports the first end 281 of the rotor core 28 via the first bearing 31. The housing 5 rotatably supports the second end 282 of the rotor core 28 via the second bearing 32. The outer rings of the first bearing 31 and the second bearing 32 are restricted from moving in the axial direction relative to the housing 5, and the inner rings of the first bearing 31 and the second bearing 32 are moved in the axial direction relative to the rotor core 28. Is regulated. Thereby, the axial movement of the rotor core 28 with respect to the housing 5 is restricted.

  The ball screw mechanism 23 includes a screw shaft 33 formed on a part of the steered shaft 6, a ball nut 34 that surrounds the screw shaft 33 and rotates together with the rotor core 28, and a plurality of balls 35 that form a row. It has. The ball 35 is formed between a spiral screw groove 36 (female screw groove) formed on the inner periphery of the ball nut 34 and a spiral screw groove 37 (male screw groove) formed on the outer periphery of the screw shaft 33. Intervene.

The ball nut 34 is fitted to the inner peripheral surface 28b of the rotor core 28 so as to be able to rotate along with the axially central portion 283 of the rotor core 28. In addition, relative movement in the axial direction of the ball nut 34 and the rotor core 28 is restricted by using a retaining ring (not shown) or the like locked in an inner circumferential groove (not shown) of the rotor core 28.
The inner peripheral surface 28b of the rotor core 28 is formed in a cylindrical surface in the central portion 283. The inner peripheral surface 28b of the rotor core 28 is gradually expanded in a curved shape or a tapered shape from the central portion 283 toward the first end portion 281 side having an L-shaped cross section. Further, the inner peripheral surface 28b of the rotor core 28 is gradually expanded in a curved shape or a tapered shape from the central portion 283 toward the second end portion 282 side having an L-shaped cross section. As a result, the thickness t1 of the rotor core 28 gradually decreases as it approaches the end portions 281 and 282 from the central portion 283. As a result, the rotor core 28 is easily bent as it approaches the end portions 281 and 282.

  This is to reduce the radial load applied to the ball screw mechanism 23 when, for example, a radial load F1 due to a road surface reaction force is applied to the end portion 61 of the steered shaft 6. Specifically, a radial load G1 in the direction opposite to the radial load F1 is generated in the first bush 51. Further, from the balance of the moment of force centered on the first bush 51, the radial load H1 in the same direction as the radial load F1 is applied from the rotor core 28 to the screw shaft 33 via the ball nut 34.

  As shown in FIG. 3, which is an enlarged view of FIG. 2, the first permanent magnet 29 of the first rotor 25 is formed on the outer peripheral surface 28 a of the rotor core 28 with a cylindrical first elastic member 38 and a hard first member. The cylindrical member 39 is supported so as to be able to rotate together. The second permanent magnet 30 of the second rotor 27 is supported on the outer peripheral surface 28a of the rotor core 28 so as to be able to rotate together with the cylindrical second elastic member 40 and the hard second cylindrical member 41. Has been. As the 1st and 2nd cylindrical members 39 and 41, the aluminum plate which is a nonmagnetic material can be used, for example.

  As the first and second elastic members 38 and 40, it is preferable to use a sheet-like rubber material that is easily deformed but easily restored. Examples of the rubber material include natural rubber (NR) and polyisoprene rubber (IR). ), Halogenated butylene rubber (chlorinated butyl rubber, brominated butyl rubber, etc.), polybutadiene rubber (BR), styrene butadiene rubber (SBR), ethylene-propylene rubber (EPM), ethylene-propylene-diene rubber (EPDM), chloroprene rubber ( CR), acrylonitrile-butadiene rubber (NBR), butyl rubber (IIR) and the like can be used.

  As shown in FIG. 4, a cylindrical first elastic member 38 is fitted to the outer peripheral surface 28a of the rotor core 28 so as to be able to rotate together. A hard first cylindrical member 39 is fitted on the outer peripheral surface 38a of the first elastic member 38 so as to be able to rotate together. A first permanent magnet 29 is fitted on the outer peripheral surface 39a of the first cylindrical member 39 so as to be able to rotate together. The first elastic member 38 may be bonded to at least one of the rotor core 28 and the first cylindrical member 39.

In an unloaded state, the rotor core 28, the first elastic member 38, the first cylindrical member 39, and the first permanent magnet 29 are arranged concentrically. The first cylindrical member 39 and the first permanent magnet 29 are elastically supported by the first elastic member 38 so as to be displaceable in the radial direction (can be eccentric with respect to the rotor core 28).
As shown in FIG. 5, a cylindrical second elastic member 40 is fitted to the outer peripheral surface 28a of the rotor core 28 so as to be able to rotate together. A hard second cylindrical member 41 is fitted to the outer peripheral surface 40a of the second elastic member 40 so as to be able to rotate together. A second permanent magnet 30 is fitted on the outer peripheral surface 41a of the second cylindrical member 41 so as to be able to rotate together. The second elastic member 40 may be bonded to at least one of the rotor core 28 and the second cylindrical member 41.

In an unloaded state, the rotor core 28, the second elastic member 40, the second cylindrical member 41, and the second permanent magnet 30 are arranged concentrically. The second cylindrical member 41 and the second permanent magnet 30 are elastically supported by the second elastic member 40 so that they can be displaced in the radial direction (can be eccentric with respect to the rotor core 28).
According to the present embodiment, the thickness t1 of the rotor core 28 is gradually reduced from the axial central portion 283 toward the end portions 281, 282. , 282, it can be lowered. That is, the rotor core 28 is easily bent as it approaches the ends 281 and 282.

Therefore, as shown in FIG. 2, when the radial load F <b> 1 due to the road surface reaction force is applied to the end portion 61 of the steered shaft 6, and due to this, the central portion of the screw shaft 33 is bent, the screw shaft 33. Since the rotor core 28 serving as the housing of the ball nut 34 bends following the bending, the ball nut 34 can be displaced (released) in the radial direction.
In other words, the ball nut 34 does not stretch in the radial direction against the bending of the screw shaft 33. Therefore, the radial load H1 loaded on the ball nut 34 can be significantly reduced. As a result, the radial load applied to the ball screw mechanism 23 can be significantly reduced, and the durability can be improved.

  Further, each of the first and second permanent magnets 29 and 30 is supported by the corresponding hard cylindrical members 39 and 41, and corresponds between the corresponding hard cylindrical members 39 and 41 and the rotor core 28. Elastic members 38 and 40 are interposed. Therefore, even if the rotor core 28 is bent and deformed following the steered shaft 6 by the road surface reaction force, the deformation of the rotor core 28 can be absorbed by the elastic members 38 and 40. As a result, since the first and second permanent magnets 29 and 30 are not bent and deformed, durability can be improved. In addition, since the first and second permanent magnets 29, 30 are supported by the corresponding hard cylindrical members 39, 41, the first and second permanent magnets 29, 30 are less misaligned, and the first and second permanent magnets 29, 30 are less affected. The output characteristics of the second electric motors 21 and 22 are stable.

  In the above-described embodiment, the example in which the present invention is applied to the steer-by-wire vehicle steering device in which the mechanical connection between the steering member and the steered wheels is released has been described, but the present invention is not limited thereto. . For example, the present invention may be applied to an electric power steering device that outputs the output of an electric motor as a steering assist force. In addition, a transmission ratio variable mechanism that can change the ratio of the turning angle of the steered wheels to the steering angle of the steering member, and the transmission ratio variable type vehicle steering that uses the output of the electric motor to drive the transmission ratio variable mechanism. The present invention may be applied to an apparatus. In addition, various modifications can be made within the scope of the claims.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle steering device, 2 ... Steering member, 3 ... Steering wheel, 4 ... Steering wheel, 5 ... Housing, 5a ... Inner peripheral surface, 6 ... Steering shaft, 21 ... 1st electric motor, 22 ... 2nd electric motor, 23 ... ball screw mechanism, 24 ... 1st stator, 25 ... 1st rotor, 26 ... 2nd stator, 27 ... 2nd rotor, 28 ... rotor core, 28a ... outer peripheral surface, 28b ... inner peripheral surface, 281 ... first end, 282 ... second end, 283 ... central part, 29 ... first permanent magnet, 30 ... second permanent magnet, 31 ... first bearing, 32 2nd bearing, 33 ... Screw shaft, 34 ... Ball nut, 35 ... Ball, 38 ... First elastic member, 38a ... Outer peripheral surface, 39 ... First cylindrical member, 39a ... Outer peripheral surface, 40 ... Second 40a ... outer peripheral surface, 41 ... second cylindrical member, ... outer peripheral surface, t1 ... wall thickness, X1 ... Direction

Claims (2)

A tubular housing;
A steered shaft that is inserted into the housing and is movable in the axial direction;
A screw shaft provided on a part of the steered shaft;
A ball nut threadably engaged with the screw shaft via a ball;
First and second electric motors for rotationally driving the ball nut,
The first and second electric motors include first and second stators arranged in the axial direction and fixed to the inner peripheral surface of the housing, and first and second stators facing the first and second stators, respectively. A second rotor,
The first and second rotors are opposed to the common cylindrical rotor core and the first and second stators, respectively, and are supported on the outer peripheral surface of the rotor core so as to be rotatable along with the first and second permanent members. A magnet,
The first and second ends of the axial direction of the rotor core, the first and second bearings supported by said housing includes a portion that will be rotatably supported, respectively,
The ball nut is disposed in the axial center of the rotor core,
The vehicle steering apparatus in which the thickness of the rotor core is gradually reduced from the axial central portion of the rotor core toward the portions supported by the first and second bearings . 2. The first rotor according to claim 1, wherein the first rotor is a cylindrical first elastic member fitted to the outer circumferential surface of the rotor core, and a hard first fitting fitted to the outer circumferential surface of the first elastic member. And a first permanent magnet fitted to the outer peripheral surface of the first cylindrical member,
The second rotor includes a cylindrical second elastic member fitted to the outer peripheral surface of the rotor core, and a hard second cylindrical member fitted to the outer peripheral surface of the second elastic member; And a second permanent magnet fitted to the outer peripheral surface of the second cylindrical member.

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