JP6421623B2 - Vehicle steering system - Google Patents

Description

  The present invention relates to a vehicle steering apparatus.

  In a steering device for a cargo handling vehicle such as a forklift, a rear wheel as a steered wheel is steered in accordance with steering of a steering (steering component). The forklift may employ a so-called steer-by-wire vehicle steering device in which the mechanical connection between the steering mechanism operating mechanism and the steered wheel steering mechanism is broken.

  The operation mechanism includes a steering shaft coupled to the steering component, and a rotation limiting mechanism that limits a rotation operation amount of the steering component to a predetermined angle or less. The steered mechanism includes a steered actuator that is controlled according to the rotational operation amount of the steering component, and a steered shaft that is operated by the steered actuator and transmits the steered wheel to the steered wheels.

  A steering angle sensor for detecting the steering angle of the rotational operation amount of the steering component and a steering torque sensor for detecting a steering torque applied to the steering component are provided, and the steering angle and steering detected by the steering angle sensor are provided. The steering actuator is driven and controlled based on the steering torque detected by the torque sensor. In this vehicle steering device, when the steering component is rotated, the rotation controlled by the steering actuator in accordance with the amount of rotation operation is changed in the axial direction of the steering shaft via, for example, a ball screw to change the steering shaft. To steer the steered wheels.

  In the vehicle steering apparatus shown in Patent Document 1, the rotation limiting mechanism includes a rotating disk, a stationary disk, a plurality of plate elements provided between the rotating disk and the stationary disk, and a rotating circle among the plurality of plate elements. Adjacent to a first coupling element comprising a first guide groove provided on one of the plate element and the rotating disk and a first protrusion provided on the other so as to restrict relative rotation between the plate element on the plate side and the rotating disk A plurality of second connecting elements constituted by a second guide groove provided on one of adjacent elements and a second protrusion provided on the other so as to regulate the relative rotation amount between the elements to be rotated, and a rotation circle among the plurality of plate elements A first friction plate that imparts frictional resistance to relative rotation between the plate-side plate element and the rotating disk, a second friction plate that imparts frictional resistance to relative rotation between adjacent elements, and a plurality of plate elements The relative rotation between the plate element on the stationary disk side and the stationary disk is regulated. And a switching mechanism for pressing or releasing the first friction plate and the second friction plate, and a third coupling element comprising a third guide groove provided on one of the plate element and the stationary disk and a third protrusion provided on the other. When the first friction plate and the second friction plate are pressed by the switching mechanism, relative rotation is restricted between the rotating disc and the stationary disc via the third coupling element, and the first is achieved by the switching mechanism. When releasing the friction plate and the second friction plate, relative rotation is restricted between the rotating disc and the stationary disc via the first connecting element, the second connecting element, and the third connecting element.

  Patent Document 2 discloses an example of another rotation limiting mechanism. As shown in FIG. 11, the rotation limiting mechanism 9 includes a rotating disk 90 fitted to the steering shaft, a stationary disk 91 fixed to the housing, and a slider 93 integrally formed with a guide ball 93b. A holding groove 90b is formed in the rotating disk 90 in the radial direction, a guide groove 91b is formed in the stationary disk 91 in a spiral shape, and the rotating disk 90 and the stationary disk 91 are overlapped in the axial direction to hold the holding groove 90b. The slider 93 is fitted and held so as to be movable in the radial direction, and the guide ball 93b is engaged with the guide groove 91b.

  When the rotating disk 90 rotates with respect to the stationary disk 91 constrained to non-rotation together with the steering component, the guide ball 93b moves spirally along the guide groove 91b, and the slider 93 moves along the holding groove 90b. Move in the radial direction. When the guide ball 93b contacts the stroke end of the spiral guide groove 91b, the amount of rotation of the steering component can be limited.

JP2013-193675A JP 2003-48550 A

  In Patent Document 1, since the rotational operation amount of the steering component is limited to a plurality of predetermined angles or less, a plurality of plate elements, a friction plate, a plurality of connecting elements, and the like are required. Length increases and costs increase. In Patent Document 2, although the axial length of the rotation limiting mechanism is reduced, it is difficult to form the spiral shape of the guide groove 91b of the stationary disc 91, and the processing cost is increased, and the relative rotation of the rotatable element and the non-rotatable element is increased. Sometimes friction torque cannot be generated. That is, the driver does not feel responsive when steering the steering component.

  Therefore, the present invention has been made to solve the above-described problems, and the object of the present invention is to simplify the structure, shorten the axial length, reduce the cost, and generate friction torque. An object of the present invention is to provide a vehicle steering apparatus that can perform the above operation.

  According to a first aspect of the present invention, there is provided a vehicle steering apparatus comprising: a steering shaft that rotates integrally with a steering component; a rotation limiting mechanism that is connected to the steering shaft and limits a rotational operation amount of the steering component to a predetermined angle or less; A steering actuator for turning, a steering angle detecting means for detecting the steering angle of the steering component, and turning the steered wheel in one direction when the steering component is operated in one direction When the steering component is operated in the other direction, the steering actuator is driven and controlled based on a signal detected by the steering angle detection means so that the steered wheel is turned in the other direction. In the vehicle steering system including a control device, wherein the mechanical connection between the steering component and the steered wheels is broken, the rotation limiting mechanism is a rotation that rotates integrally with the steering shaft. A non-rotatable element facing the rotatable element in the axial direction of the steering shaft, an annular groove in one of the rotatable element and the non-rotatable element, and the other of the rotatable element and the non-rotatable element An engagement member that is attached to the annular groove and is slidably disposed in the annular groove, a stopper member that is provided on one of the rotatable element and the non-rotatable element and that can contact the engagement member, and the stopper member And a rotational speed detector for detecting relative rotational speeds of the rotatable element and the non-rotatable element, and the control device. Based on the relative rotational speed from the rotational speed detection device, the relative rotation of the rotatable element and the non-rotatable element has reached a predetermined rotational speed. Is detected, the drive device is driven to move the stopper member to a position where the stopper member is engaged with the annular groove, and at least a part of the engagement member is in contact with the annular groove. A pressing device that presses the friction portion in a direction in contact with the annular groove in the engaging member, and by pressing the friction portion against the annular groove with the pressing device, the rotatable element and The gist is that a friction torque is generated at the time of relative rotation between one of the non-rotatable elements and the engaging member.

  According to the first aspect, the rotation limiting mechanism does not require a plurality of plate elements, a friction plate, a plurality of connecting elements, and the like. Therefore, the structure is simplified, the axial length can be shortened, and the cost is reduced. Moreover, since it is not necessary to form in an annular groove and to form in a spiral shape, the processing cost is reduced. Friction torque can be generated at the time of relative rotation of the rotatable element and the non-rotatable element, and a feeling of responsiveness during steering of the steering component can be obtained.

  ADVANTAGE OF THE INVENTION According to this invention, while being simple in structure, the axial direction length becomes short, it becomes cheap, and the steering apparatus for vehicles which can generate | occur | produce a friction torque can be provided.

The schematic diagram which shows schematic structure of the steering apparatus for vehicles to which the rotation limiting mechanism which concerns on one Embodiment of this invention was applied. The disassembled perspective view of the rotation limiting mechanism which concerns on one Embodiment of this invention. The neutral state top view of the 1st plate of the rotation limiting mechanism concerning one embodiment of the present invention. The neutral state top view of the 2nd plate of the rotation limiting mechanism concerning one embodiment of the present invention. FIG. 5 is a sectional view taken along the line ZZ in FIG. 4 according to an embodiment of the present invention, and is a state diagram when the stopper member is retracted. FIG. 5 is a sectional view taken along the line ZZ of FIG. 4 according to an embodiment of the present invention, and is a state diagram when the stopper member is advanced. The top view of the engaging member of the rotation limiting mechanism which concerns on one Embodiment of this invention. The TT sectional view taken on the line of FIG. 7 which concerns on one Embodiment of this invention. The left turn state figure of the rotation restricting mechanism concerning one embodiment of the present invention. The right turn state figure of the rotation limiting mechanism concerning one embodiment of the present invention. The exploded perspective view of the conventional rotation limiting mechanism.

  A first embodiment of the present invention will be described with reference to FIG.

FIG. 1 is a schematic diagram showing a schematic configuration of a vehicle steering apparatus to which a rotation limiting mechanism according to a first embodiment of the present invention is applied. With reference to FIG. 1, the structure of the steering apparatus 1 for vehicles is demonstrated.
The vehicle steering device 1 includes an operation mechanism 10, a steering mechanism 50, and a control device 70. The vehicle steering apparatus 1 has a configuration as a steer-by-wire in which the mechanical connection between the operation mechanism 10 and the steering mechanism 50 is released. The vehicle steering device 1 has a structure in which the steering mechanism 50 is operated by the control device 70 based on the operation of the operation mechanism 10 by the rotation operation of the steering component 2.

  The operation mechanism 10 includes a steering shaft 11, a reaction force actuator 12, a rudder angle sensor 13, a torque sensor 14, and a rotation limiting mechanism 20. The operation mechanism 10 transmits information on the rotation angle (hereinafter referred to as “steering angle”) of the steering component 2 by the rotation operation of the steering component 2 from the steering angle sensor 13 to the control device 70, and the steering shaft by the rotation operation of the steering component 2. 11 is configured to transmit information on torque (hereinafter referred to as “steering torque”) applied to the control device 70 from the torque sensor 14.

The steering shaft 11 is connected to the steering component 2 at its distal end, and rotates integrally with the steering component 2.
The reaction force actuator 12 has an electric motor. The reaction force actuator 12 is connected to the end of the steering shaft 11 opposite to the steering component 2 side. The reaction force actuator 12 has a role of applying a rotational torque of the output shaft of the electric motor to the steering shaft 11.

  The steering angle sensor 13 detects the steering angle of the steering shaft 11 and outputs it to the control device 70.

  The torque sensor 14 is located on the opposite side of the steering component 2 than the steering angle sensor 13. The torque sensor 14 detects the steering torque and outputs a signal corresponding to the steering torque (hereinafter, “torque signal”) to the control device 70.

  The rotation limiting mechanism 20 is located between the torque sensor 14 and the reaction force actuator 12. The rotation limiting mechanism 20 mechanically limits the relative rotation operation amount between the rotatable element and the non-rotatable element so as to be a predetermined angle or less.

  The rotation limiting mechanism 20 is provided with a rotation speed detection device 80 that detects a relative rotation operation amount by an engagement member 21 arranged between the rotatable element and the non-rotatable element, and the detected relative rotation operation amount is controlled by the control device. 70. In addition, when it is recognized that the predetermined relative rotational operation amount has been reached, the stopper device 60 that stops the movement of the engaging member 21 is provided.

  The turning mechanism 50 includes a rack shaft 51, two tie rods 52, a turning actuator 53, and a turning angle sensor 54. The steered mechanism 50 changes the steered angle of the steered wheels 3 of the vehicle based on the steered angle signal of the steered angle sensor 13 that detects the steered angle of the steering shaft 11.

  The rack shaft 51 is located between the pair of steered wheels 3. The rack shaft 51 reciprocates in the axial direction of the rack shaft 51 to change the turning angle of the steered wheels 3 via the tie rod 52. The tie rod 52 is connected to both ends of the rack shaft 51 in the axial direction of the rack shaft 51. The steered actuator 53 has a steered motor 55 and a ball screw mechanism 57. The steered actuator 53 is attached to the rack shaft 51. The steering actuator 53 reciprocates the rack shaft 51 in the axial direction of the rack shaft 51 by rotating the guide shaft nut of the ball screw mechanism 57 by the steering motor 55. The steered angle sensor 54 detects the steered angle of the steered wheels 3. The steered angle sensor 54 outputs a steered angle signal of the steered wheels 3 (hereinafter referred to as “steered angle signal”) to the control device 70.

  The control device 70 receives a vehicle speed signal of the vehicle speed sensor 4 (hereinafter “vehicle speed signal”) and a signal corresponding to the steering torque of the torque sensor 14 (hereinafter “torque signal”), and receives the vehicle speed signal and torque. A target turning angle is calculated based on the signal. The control device 70 feedback-controls the driving of the turning actuator 53 based on the deviation between the turning angle signal and the target turning angle.

  Further, the control device 70 reacts so that a steering reaction force that is opposite to the direction in which the steering component 2 is rotated based on the vehicle speed signal, the torque signal, and the turning angle signal is applied to the steering component 2. The driving of the force actuator 12 is controlled.

With reference to FIGS. 2-5, the detailed structure of the rotation limiting mechanism 20 which concerns on one Embodiment of this invention is demonstrated.
As shown in FIG. 2, the rotation limiting mechanism 20 includes a first plate 30 as a rotatable element, a second plate 40 as a non-rotatable element, and an engaging member 21. The first plate 30 and the second plate 40 face each other in the axial direction of the steering shaft 11, and the engaging member 21 is located between the first plate 30 and the second plate 40. The rotation limiting mechanism 20 has a configuration in which the first plate 30 rotates integrally with the steering shaft 11 and the second plate 40 does not rotate with respect to the rotation of the steering shaft 11. The engaging member 21 is formed in an arc shape.

  As shown in FIG. 3, the first plate 30 includes a plate body 31, a through hole 32, and an annular groove 33. The plate body 31 is formed as a flat disk, and a through hole 32 is formed in the center portion in the thickness direction, and the steering shaft 11 is press-fitted and fixed in the through hole 32. The annular groove 33 is formed in the plate body 31 in a circumferential shape. The annular groove 33 has a semicircular cross-section that is recessed in the axial direction of the steering shaft 11 from the facing surface 31 a facing the second plate 40.

As shown in FIG. 4, the second plate 40 includes a plate body 41, a through hole 42, and a storage groove 43. The plate body 41 is formed as a flat disk that is equal to the outer diameter of the plate body 31 of the first plate 30. A through hole 42 is formed in the center portion of the plate body 41 in the thickness direction. The inner diameter of the through hole 42 is slightly larger than the outer diameter of the steering shaft 11, and the steering shaft 11 is inserted into the through hole 42. .
An arcuate storage groove 43 is formed in the plate body 41 on the same circumference at a position facing the annular groove 33.

  The storage groove 43 formed at a position facing the annular groove 33 has a semicircular cross section that is recessed in the axial direction of the steering shaft 11 from the facing surface 41 a facing the first plate 30.

As shown in FIG. 5, in a state where the first plate 30 and the second plate 40 are overlapped, the annular groove 33 of the first plate 30 and the storage groove 43 of the second plate 40 are in the axial direction of the steering shaft 11. Opposite.
The arcuate engagement member 21 is housed and engaged in the annular groove 33 and the housing groove 43.

  The guide shaft main body 22 that is a part of the engaging member 21 is housed in the housing groove 43 of the second plate 40 so as not to move, and the sliding member 23 that is the remaining part of the engaging member 21 is The first plate 30 is accommodated in a movable state in the annular groove 33. The engaging member 21 is in contact with the bottom surface of the annular groove 33. Thus, the engaging member 21 is sandwiched between the annular groove 33 and the storage groove 43 in the axial direction of the steering shaft 11. Therefore, the engaging member 21 has a structure that moves and slides in the annular groove 33 as the first plate 30 rotates with respect to the second plate 40.

Next, the engagement member 21 will be described in detail with reference to FIGS. 7 and 8.
As shown in FIGS. 7 and 8, the engaging member 21 is formed in a circular shape with a circular cross section, a guide shaft main body 22, and a sliding member 23 that is slidably guided and supported by the guide shaft main body 22. Consists of. The sliding member 23 is configured to engage with the annular groove 33, and the guide shaft main body 22 is configured to engage with the storage groove 43.

  The guide shaft body 22 has a cylindrical portion 22b that is curved in an arc shape, and hemispherical guide portions 22a that are formed at both ends of the cylindrical portion 22b. A storage hole 22c is formed in the cylindrical portion 22b in the groove depth direction of the annular groove 33, and a sliding member 23 is slidably fitted in the storage hole 22c.

The sliding member 23 is formed in a circular arc shape with a semicircular cross section, and has a convex shaft 23d extending from the center toward the cylindrical portion 22b. The convex shaft 23d has a guide hole.
The cylindrical portion 22b has a semicircular cross section and is formed in an annular shape. A storage hole 22c is formed in the axial direction and has a convex shaft 22d extending from the center of the storage hole 22c toward the sliding member 23. The convex shaft 22d is slidably fitted in the guide hole of the convex shaft 23d. A compression spring 25 is arranged on the outer peripheral side of the convex shaft 22d and the convex shaft 23d, and the compression spring 25 presses the sliding member 23 and the cylindrical portion 22b away from each other.

  Therefore, a frictional force is generated between the sliding member 23 and the annular groove 33 due to the pressing of the compression spring 25.

  The configuration of the stopper device 60 will be described with reference to FIG. The stopper device 60 includes a cylindrical solenoid 62, a cup-shaped housing 61 disposed on the outer periphery of the solenoid 62, a first cylindrical member 66, a second cylindrical member 67, and a third cylinder disposed on the inner periphery of the solenoid 62. The cylindrical member 68, the stopper member 64 slidably fitted to the inner periphery of the first cylindrical member 66, the second cylindrical member 67, and the third cylindrical member 68, and the housing 61 and the stopper member 64 are disposed. It has a coil spring 63 and a bottom 69 disposed in the opening of the housing 61.

  A mounting hole 34 is formed in the first plate 30 at one location on the circumference of the annular groove 33, and a stopper device 60 is press-fitted and fixed in the mounting hole 34. The first plate 30 is formed with a through hole 35 penetrating from the attachment hole 34 to the annular groove 33. A stopper member 64 is inserted through the through hole 35.

  The stopper member 64 includes a first stopper portion 65a and a second stopper portion 65b. The first stopper portion 65a and the second stopper portion 65b are arranged side by side in the axial direction, and the first stopper portion 65a and the second stopper portion 65b are connected to each other at the end portions. The first stopper portion 65a is made of a nonmagnetic material, and the second stopper portion 65b is made of a magnetic material.

  The stopper member 64 has a circular cross section. A part of the stopper member 64, that is, a part of the first stopper part 65 a is engaged with the annular groove 33, so that it can contact the engaging member 21 and prevent the rotation of the second plate 40. It has become.

  The first cylindrical member 66, the second cylindrical member 67, and the third cylindrical member 68 all have a cylindrical shape. The first cylindrical member 66 is a magnetic material, the second cylindrical member 67 is a nonmagnetic material, and the third cylinder. The member 68 is made of a magnetic material. The first cylindrical member 66, the second cylindrical member 67, and the third cylindrical member 68 are arranged in this order.

  The bottom 69 has a disk shape, is press-fitted into the opening of the housing 61, and is fixed by caulking the opening of the housing 61. The bottom 69 and the housing 61 are made of a magnetic material.

  The solenoid 62 is formed by winding a coil around a cylindrical bobbin, and magnetic lines of force are generated around the solenoid 62 when a current is applied to the coil. That is, the lines of magnetic force that pass through the housing 61, the bottom 69, the third cylindrical member 68, the second stopper 65b, and the first cylindrical member 66 are generated. As a result, a magnetic attraction force is generated between the first cylindrical member 66 and the second stopper portion 65b.

  The stopper device 60 inserts a stopper member 64 into the annular groove 33 when the rotational speed detection device 80 detects that the relative rotation of the first plate 30 and the second plate 40 has reached a predetermined rotational speed, and the stopper member 60 By engaging 64 with the engagement member 21, the relative rotation of the rotatable element 30 and the non-rotatable element 40 is stopped.

  The configuration of the rotation speed detection device 80 will be described with reference to FIG. The rotation speed detection device 80 includes two non-contact sensors 81a and 81b. The two non-contact sensors 81 a and 81 b are disposed on both sides of the stopper device 60 along the annular groove 33. The two non-contact sensors 81 a and 81 b are arranged beside the annular groove 33, and output an ON signal to the control device 70 when the engaging member 21 passes by the non-contact sensors 81 a and 81 b. When the non-contact sensor 81a is turned on after the non-contact sensor 81a is turned on, it is determined that the counter-clockwise rotation is performed. When the non-contact sensor 81a is turned on after the non-contact sensor 81b is turned on, the rotation is clockwise. Judge that The control device 70 determines whether the predetermined number of rotations has been made clockwise or counterclockwise.

The operation of the rotation limiting mechanism 20 will be described with reference to FIGS. 4, 10, and 11.
When the steering component 2 (see FIG. 1) is rotated, the first plate 30 (see FIG. 2) rotates integrally with the steering shaft 11 and rotates relative to the second plate 40. The engaging member 21 moves in the circumferential direction of the steering shaft 11 along the annular groove 33 as the first plate 30 rotates.

  When the engaging member 21 moves along the annular groove 33, simultaneously, a pressing force is generated in the annular groove by the compression spring 25 of the engaging member 21, and a frictional force is generated. By this frictional force, a friction torque can be applied to the first plate 30, and the driver can feel the responsiveness of the steering component 2.

  As shown in FIG. 4, when the steering component 2 is in the neutral position, that is, when the rotational operation amount of the steering component 2 is “0”, the engaging member 21 is located at the intermediate position of the second plate 40.

  As shown in FIG. 10, when the steering component 2 is rotated in the counterclockwise direction from the neutral position, that is, when the steering component 2 is rotated counterclockwise, the engaging member 21 is moved to the first plate 30. It moves along the annular groove 33. When the non-contact sensor 81b is turned on after the engagement member 21 turns on the non-contact sensor 81a, the control device 70 determines that the engagement member 21 has rotated counterclockwise. The control device 70 determines whether or not the predetermined number of rotations is counterclockwise, and the stopper device 60 is operated when the predetermined number of rotations is reached. Then, a part of the stopper member 64, that is, a part of the first stopper part 65 a is engaged with the annular groove 33. Then, as indicated by a broken line in the drawing, the engagement member 21 comes into contact with a part of the first stopper portion 65a of the stopper member 64, so that the movement of the engagement member 21 is limited. Accordingly, the first plate 30 is restricted from rotating counterclockwise with respect to the second plate 40, that is, the steering component 2 is restricted from rotating counterclockwise.

  As shown in FIG. 9, when the steering component 2 is rotated in the clockwise direction from the neutral position, that is, when the steering component 2 is rotated in the clockwise direction, the engaging member 21 has the first plate 30. It moves along the annular groove 33. When the non-contact sensor 81a is turned on after the engagement member 21 turns on the non-contact sensor 81b, the control device 70 determines that the engagement member 21 has rotated clockwise. The control device 70 determines whether or not the predetermined number of rotations has been made clockwise, and the stopper device 60 is operated when the predetermined number of rotations has been reached. Then, a part of the stopper member 64, that is, a part of the first stopper part 65 a is engaged with the annular groove 33. Then, as indicated by a broken line in the drawing, the engagement member 21 comes into contact with a part of the first stopper portion 65a of the stopper member 64, so that the movement of the engagement member 21 is limited. Accordingly, the first plate 30 is restricted from rotating clockwise with respect to the second plate 40, that is, the rotation of the steering component 2 in the clockwise direction is restricted.

  In this way, the rotation limiting mechanism 20 limits the rotation operation of the steering component 2 in the left turning direction when the steering component 2 rotates a predetermined amount in the left turning direction from the neutral position. In addition, the rotation limiting mechanism 20 limits the rotation operation of the steering component 2 in the right turning direction when the steering component 2 rotates in the right turning direction from the neutral position.

  According to the above configuration, this makes it possible to regulate relative rotation of the first plate 30 and the second plate 40 by one or more rotations without using the annular groove 33 as a spiral groove. Further, by using the engagement member 21 and generating a frictional force between the first spring 30 and the second plate 40 by generating a frictional force between the compression spring 25 and the annular groove 33, a large friction torque is stably generated. Can be generated, and a feeling of touch can be felt.

  The rotation limiting mechanism 20 of the present embodiment does not require a plurality of plate elements, friction plates, a plurality of connecting elements, and the like, so that the structure is simplified and the axial length can be shortened and the cost is reduced. Further, since the annular groove 33 is not required to be formed in a spiral shape, the processing cost is reduced. And friction torque can be generated at the time of relative rotation of the 1st plate 30 and the 2nd plate 40, and the feeling of responsiveness at the time of steering of steering component 2 is obtained.

  The present invention is not limited to these embodiments, and can of course be implemented in various modes without departing from the gist of the present invention.

  In the above-described embodiment, the example in which the first plate 30 rotates integrally with the steering shaft 11 and the second plate 40 is fixed has been described. As another embodiment, the second plate 40 may rotate integrally with the steering shaft 11 and the first plate 30 may be fixed. In this case, the first plate 30 corresponds to a “non-rotatable element”, and the second plate 40 corresponds to a “rotatable element”.

  In the embodiment described above, the rotation limiting mechanism 20 has a configuration in which the annular groove 33 is formed in the first plate 30 and the storage groove 43 is formed in the second plate 40. As another embodiment, the rotation limiting mechanism 20 may have a configuration in which the storage groove 43 is formed in the first plate 30 and the annular groove 33 is formed in the second plate 40.

  The compression spring may be a gas spring that generates a pressing force with compressed gas.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle steering device, 2 ... Steering component, 3 ... Steering wheel, 10 ... Operation mechanism, 11 ... Steering shaft, 12 ... Reaction force actuator, 13 ... Steering angle sensor, 20 ... Rotation limiting mechanism, 21 ... Engagement member , 23 ... sliding member (friction part), 25 ... compression spring (pressing device), 30 ... first plate (rotatable element), 33 ... annular groove, 40 ... second plate (non-rotatable element), 50 ... steering Mechanism: 60 ... Stopper device (drive device), 64 ... Stopper member, 70 ... Control device, 80 ... Rotational speed detection device

Claims (1)

A steering shaft that rotates integrally with the steering component, a rotation limiting mechanism that is connected to the steering shaft and limits a rotational operation amount of the steering component to a predetermined angle or less, and a steering actuator for turning the steered wheels; A steering angle detecting means for detecting a steering angle of the steering component, and when the steering component is operated in one direction, the steered wheel is turned in one direction and the steering component is operated in the other direction. A control device that drives and controls the steering actuator based on a signal detected by the steering angle detection means so as to turn the steered wheel in the other direction. In the vehicle steering apparatus in which mechanical connection with the steering wheel is broken, the rotation limiting mechanism includes a rotatable element that rotates integrally with the steering shaft, and the steerable wheel. A non-rotatable element facing the rotatable element in the axial direction of the shaft; an annular groove in one of the rotatable element and the non-rotatable element; and the annular ring attached to the other of the rotatable element and the non-rotatable element An engagement member slidably disposed in the groove; a stopper member provided on one of the rotatable element and the non-rotatable element; and capable of contacting the engagement member; and the stopper member engaged with the annular groove. A drive device that moves the position to enter and a position to leave the annular groove; and a rotational speed detection device that detects a relative rotational speed of the rotatable element and the non-rotatable element, and the control device detects the rotational speed. When it is recognized that the relative rotation of the rotatable element and the non-rotatable element has reached a predetermined rotational speed based on the relative rotational speed from the apparatus, the drive A mechanism for driving the device to move the stopper member to a position to be engaged with the annular groove, wherein at least a part of the engaging member is a friction part in contact with the annular groove, and the friction part is A pressing device that presses in a direction in contact with the annular groove is provided in the engagement member, and the friction member is pressed against the annular groove by the pressing device, so that one of the rotatable element and the non-rotatable element is engaged with the engagement member. A vehicle steering apparatus characterized in that a friction torque is generated during relative rotation with a joint member.

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