JP6596615B1 - Electric power steering device for vehicles - Google Patents

Abstract

The vehicle electric power steering device (10) includes a hollow support member (70), a first member (80) slidably assembled to an inner peripheral surface (73a) of the support member (70), A second member (90) swingably connected to a tip end portion (82) of the first member (80), a steering wheel (11) disposed on the second member (90), and the first member ( 80) and the second member (90), and a second motor (100) provided on the support member (70). The motor shaft (24) of the first motor (20) and the steering wheel (11) are located concentrically with the axis (CL2) of the first member (80). The first motor (20) generates a steering reaction force and applies it to the steering wheel (11). The second motor (100) slides and drives the first member (80) via the first transmission mechanism (110), and moves the second member (90) via the second transmission mechanism (120). Swing drive.

Description

  The present invention relates to an improvement in an electric power steering device for a vehicle.

In recent years, the development of automatic vehicle driving technology has been accelerated. In an autonomous driving vehicle, it is assumed that the driver travels while appropriately switching between automatic driving and manual driving, and it is required to improve the comfort of the driver during the automatic driving. As a technique for improving comfort, for example, the following technique is known.
(1) Driver seat technology that integrates functions, such as adjustment of the driver's driving position, expansion of reclining operation, and stowable pedals during automatic driving.
(2) A technology for storing the steering wheel in order to create a large living space in the passenger compartment during automatic driving.

  As an example of traveling by automatic driving, it is assumed that the vehicle travels in an area where the steering wheel has a high turning frequency and the turning angle frequently changes, such as traveling in an urban area. In that case, the rotation of the steering wheel can change drastically in conjunction with the turning of the steering wheel. The driver may feel an uncomfortable change in the rotation of the steering wheel that occurs in front of her eyes. In order to cope with such a situation, the need for a system that can suppress the behavior of the steering wheel during automatic driving is increased by mechanically separating the steering wheel and the steered portion. Conceivable.

  In light of these needs, a steering device that can perform telescopic motion and tilt motion of the steering wheel is a steer-by-wire type electric power steering system that can cope with advanced automatic driving technology of vehicles. Equipment development is required. The steer-by-wire electric power steering apparatus has a configuration in which a steering wheel and a steered portion are mechanically separated.

  Although not a steer-by-wire type, a technique for performing a telescopic motion and a tilt motion of a steering wheel by a single motor in a general electric power steering apparatus for a vehicle is known from, for example, Patent Document 1.

  The electric power steering device for a vehicle known from Patent Document 1 adds an assist torque generated by an assist motor to the steering torque of a steering wheel and integrates a tilt motion and a telescopic motion of a steering shaft into a single integration. This is performed by a motor (tilt / telescopic motor).

  A steering shaft to which the steering wheel can be connected is inserted into the column tube. One end of the column tube (the end opposite to the steering wheel) is coupled to a mounting bracket attached to the vehicle body so that a tilt operation is possible. The column tube is surrounded by a telescoping tube. The assist motor and the integrated motor are attached to the column tube.

  The integrated motor rotates and moves the moving rod linearly. This moving rod is along the axis of the column tube. A tilt mechanism and a telescopic mechanism are connected to the moving rod. The tilt mechanism and the telescopic mechanism each have an independent clutch.

  When the tilt clutch is engaged, the tilt mechanism converts linear movement of the moving rod into tilt motion of the column tube via the link arm. When the telescoping clutch is engaged, the telescopic mechanism converts the linear movement of the moving rod into the telescopic motion of the column tube via the telescoping tube. In this way, it is possible to individually adjust the tilting operation and the telescopic operation by switching the two clutches.

US Pat. No. 8,904,902

  As described above, the vehicular electric power steering device known from Patent Document 1 does not assume a steer-by-wire configuration. For this reason, this electric power steering apparatus for vehicles does not include a reaction force motor for generating a steering reaction force applied to the steering wheel.

  A steering device mounted on an autonomous driving vehicle is required to be a steer-by-wire electric power steering device that can perform a telescopic motion and a tilt motion of a steering wheel. In addition, the steering device is required to be further downsized in order to create a large living space in the passenger compartment during automatic driving.

  It is an object of the present invention to provide a smaller steer-by-wire electric power steering apparatus having a function capable of telescopic motion and tilt motion of a steering wheel.

According to the present invention,
A hollow support member attachable to the vehicle body;
A first member slidably assembled to the inner peripheral surface of the support member;
A second member swingably connected to the tip of the first member;
While being disposed in the second member, and the steering wheel is on the axis of the first member when they are positioned in the non retracted position,
The motor wheel is housed in the first member and concentrically with the axis of the first member, and generates a steering reaction force that resists the steering force of the steering wheel to generate the steering wheel. A first motor to be added to
A second motor provided on the support member;
A first transmission mechanism for converting the driving force generated by the second motor into a sliding driving force for slidingly driving the first member and transmitting the sliding force to the first member;
A second transmission mechanism that converts the driving force generated by the second motor into a swing driving force that swings the second member and transmits the swinging force to the second member;
Only including,
The steering wheel is connected to the motor shaft by a universal shaft joint,
The first transmission mechanism is
The first member is positioned in parallel to the axis, and extends along the outer peripheral surface of the support member. Relative rotation is allowed with respect to the support member, and relative movement in the axial direction is restricted. A single axis made,
A driving force transmission unit that transmits the driving force of the second motor to the shaft;
A first conversion mechanism that converts a rotational movement of the shaft into a sliding movement of the first member;
Consists of
The second transmission mechanism is constituted by a second conversion mechanism that converts the rotational motion of the shaft into the swing motion of the second member,
The second conversion mechanism includes:
A male screw on the shaft;
A female screw combined with the male screw;
A slider having the female thread and displaceable along the axis;
A link connecting the slider and the second member so as to be capable of being linked together;
Consists of
The slider has a first link connecting bracket for connecting one end of the link so as to be swingable;
The second member has a second link connection bracket that connects the other end of the link so as to be swingable.
An electric power steering device for a vehicle is provided.

In the present invention, the first member is slidably assembled to the inner peripheral surface of the support member attached to the vehicle body. A second member is swingably connected to the tip of the first member. A steering wheel is disposed on the second member. The first member houses a first motor that generates a steering reaction force. For this reason, the 1st motor essential to a steer-by-wire type electric power steering device can be incorporated in the 1st member, without projecting outward from a support member. Moreover, the motor shaft of the first motor is located concentrically with the axis of the first member. When the steering wheel is in the non-retracted position, it is on the axis of the first member. Therefore, it is possible to provide a steer-by-wire electric power steering apparatus having a function capable of performing a telescopic motion and a tilt motion of the steering wheel.

1 is a schematic diagram of an electric power steering device for a vehicle according to a first embodiment of the present invention. It is typical explanatory drawing of the autonomous driving vehicle carrying the electric power steering device for vehicles shown by FIG. FIG. 2 is a perspective view of the steering wheel adjusting device shown in FIG. 1. It is sectional drawing of the steering wheel adjustment apparatus shown by FIG. FIG. 5 is a view taken in the direction of arrow 5 in FIG. 4. It is an effect | action figure of the steering wheel adjustment apparatus shown by FIG. It is a schematic diagram of the electric power steering device for vehicles of Example 2 by the present invention. FIG. 8 is a perspective view of the steering wheel adjusting device shown in FIG. 7. It is a side view of the steering wheel adjustment apparatus shown by FIG. It is sectional drawing of the steering wheel adjustment apparatus shown by FIG. It is sectional drawing along the 11-11 line of FIG. FIG. 10 is an operation diagram of the steering wheel adjusting device shown in FIG. 9. It is a control flowchart of the control apparatus of the electric power steering device for vehicles of Example 3 by the present invention.

  EMBODIMENT OF THE INVENTION The form for implementing this invention is demonstrated below based on an accompanying drawing. The form shown in the attached drawings is an example of the present invention, and the present invention is not limited to the form.

<Example 1>
A vehicle electric power steering apparatus 10 according to a first embodiment will be described with reference to FIGS. As shown in FIG. 1, an electric power steering apparatus 10 for a vehicle includes a steering unit 12 that generates a steering input of a steering wheel 11 and a steering unit that steers left and right steered wheels 13 and 13 (including tires). 14 and the control device 15. The left and right steered wheels 13, 13 need only be steered by the steered portion 14, and include front wheels, rear wheels, or both. Hereinafter, the vehicle electric power steering apparatus 10 is simply referred to as a “steering apparatus 10”.

  The steering unit 12 and the steered unit 14 are mechanically separated. For this reason, the steering device 10 operates the steering actuator 34 according to the steering amount of the steering wheel 11 to steer the left and right steered wheels 13, 13, a so-called steer-by-wire system (steer-by type). -wire).

  The steering unit 12 includes a steering wheel 11 that is steered by the driver, a steering shaft 17 that is connected to the steering wheel 11 at one end, and a steering reaction force (reaction torque) with respect to the steering wheel 11 via the steering shaft 17. And a reaction force motor 20 for adding.

  The reaction force motor 20 generates a steering reaction force that resists the steering force of the steering wheel 11 that is steered by the driver, and gives the steering feeling to the driver by adding the steering reaction force to the steering wheel 11. . The reaction force motor 20 is constituted by an electric motor. Hereinafter, the reaction force motor 20 will be appropriately referred to as “first motor 20”. Details of the first motor 20 will be described later.

  The steered portion 14 includes a steered shaft 31 extending in the vehicle width direction, and left and right steered wheels 13 connected to both ends of the steered shaft 31 via tie rods 32 and 32 and knuckles 33 and 33. 13 and a steering actuator 34 for adding steering power to the steering shaft 31.

  The turning actuator 34 includes a turning motor 35 that generates turning power and a turning power transmission mechanism 36 that transmits the turning power to the turning shaft 31. The steered motor 35 is constituted by, for example, an electric motor. The steered power transmission mechanism 36 includes, for example, a first transmission mechanism 37 and a second transmission mechanism 38.

  The first transmission mechanism 37 is constituted by, for example, a worm gear mechanism. The worm gear mechanism 37 (first transmission mechanism 37) includes a worm 37a provided on the motor shaft 35a (output shaft 35a) of the steering motor 35 and a worm wheel 37c provided on the transmission shaft 37b.

  The second transmission mechanism 38 is configured by, for example, a rack and pinion mechanism. The rack and pinion mechanism 38 (second transmission mechanism 38) includes a pinion 38a provided on the transmission shaft 37b and a rack 38b provided on the steered shaft 31. The turning power generated by the turning motor 35 is applied to the turning shaft 31 by the worm gear mechanism 37 and the rack and pinion mechanism 38.

  The vehicle steering apparatus 10 includes a steering angle sensor 41, a steering torque sensor 42, and other various sensors 43. The steering angle sensor 41 detects the steering angle of the steering wheel 11. The steering torque sensor 42 detects the steering torque generated in the steering shaft 17.

  The steer-by-wire electric power steering device 10 for a vehicle can be mounted on an autonomous driving vehicle 50 (see FIG. 2), and is used for performing a telescopic motion and a tilt motion of the steering wheel 11. An adjustment device 60 is provided. The steering wheel adjusting device 60 is controlled by the control device 15 that has received a command from the driving position device 51 mounted on the autonomous driving vehicle 50.

  According to the steering wheel adjusting device 60, the telescopic motion and the tilt motion of the steering wheel 11 can be performed by the single motor 100 (second motor 100). Hereinafter, the single motor 100 is appropriately referred to as “second motor 100”. The second motor 100 is configured by, for example, an electric motor.

  The control device 15 controls the first motor 20, the turning motor 35, the second motor 100, in accordance with signals from the steering angle sensor 41, the steering torque sensor 42, and other various sensors 43, and commands from the driving position device 51. Is controlling. The other various sensors 43 include sensors for detecting rotation angles and drive currents of the motors 20, 35, 100, vehicle speed sensors, yaw rate sensors, and acceleration sensors.

  The driving position device 51 judges the driving situation by the autonomous driving vehicle 50, and various devices are operated in the first driving position where the driver Dr shown in FIG. 2 (a) manually operates, and FIG. 2 (b). To the second driving position in which the driver Dr performs automatic driving.

  FIG. 2A shows an example first driving position in which the driver Dr performs manual driving. In the first driving position, the steering wheel 11, the seat 53, and the pedal 54 are automatically controlled to preset positions that are suitable for the driver Dr to perform manual driving. The steering wheel 11 is located at the non-storage position P1 (first position P1). The non-storage position P1 is a position where the driver Dr can easily steer the steering wheel 11.

  FIG. 2B shows an example second driving position where the driver Dr performs automatic driving. In the second driving position, the steering wheel 11, the seat 53, and the pedal 54 are automatically controlled to preset positions at which the driver Dr can relax. In order to create a large living space in the passenger compartment 55 during the automatic operation, the steering wheel 11 is located at the storage position P2 (second position P2). The storage position P2 is inclined to the forward position and upward as compared to the non-storage position P1 shown in FIG.

  Hereinafter, the steering wheel adjusting device 60 will be described in detail. As shown in FIGS. 3 to 5, the steering wheel adjusting device 60 includes a support member 70, a first member 80, a second member 90, a second motor 100, a first transmission mechanism 110, and a second transmission mechanism 120. ,including.

  The support member 70 is a hollow (for example, cylindrical, preferably cylindrical) member that can be positioned in a state of extending in the front-rear direction of the autonomous driving vehicle 50. The bracket 71 is attachable. Both ends of the support member 70 are open. Further, the support member 70 includes a slit 72 (including a long hole) parallel to the axis CL1 (center line CL1) of the support member 70. The slit 72 penetrates the peripheral wall 73 of the support member 70 in and out.

  The first member 80 is a hollow (for example, cylindrical, preferably cylindrical) member that is slidably mounted on the inner peripheral surface 73a of the peripheral wall 73 of the support member 70 along the axis CL1 of the support member 70. is there. That is, the first member 80 is fitted to the peripheral wall 73 of the support member 70 so as to be slidable along the axis CL1, that is, telescopic movement is possible. Both ends of the first member 80 are open. The axis CL2 (center line CL2) of the first member 80 matches the axis CL1 of the support member 70. The first member 80 houses the first motor 20. The relative displacement of the first motor 20 with respect to the first member 80 is restricted both in the axial direction and in the circumferential direction. For example, when the motor housing 21 is press-fitted or shrink-fitted to the first member 80, the relative displacement of the first motor 20 with respect to the first member 80 is restricted.

  The length of the first member 80 is set to a length that can sufficiently secure the slidable range (stroke) of the first member 80 with respect to the support member 70, that is, the telescopic momentum of the steering wheel 11. On the other hand, in the configuration in which the first motor 20 is directly accommodated in the support member 70, the first motor 20 is enlarged in the axial direction in order to ensure a sufficient stroke, which is not a good idea. Since the first member 80 is provided, the sliding amount of the first motor 20 relative to the support member 70 can be sufficiently secured without increasing the size of the first motor 20.

  As shown in FIG. 4, the first motor 20 is located concentrically with the axis CL <b> 2 of the first member 80. More specifically, the first motor 20 is a bottomed hollow (for example, bottomed cylindrical, preferably bottomed cylindrical) motor housing fixed to the inner peripheral surface 81a of the peripheral wall 81 of the first member 80. 21, a lid 22 blocking the open end of the motor housing 21, a motor shaft 24 (output shaft 24) rotatably accommodated in the motor housing 21 by bearings 23, 23, and the motor shaft 24 And a stator 26 provided inside the motor housing 21 at the outer periphery of the rotor 25.

  The first motor 20 includes a motor rotation angle sensor 27 (for example, a resolver) and a control unit 28. The motor rotation angle sensor 27 detects the rotation angle of the first motor 20. The control unit 28 is assembled to the first motor 20 (for example, the lid 22) and housed in the first member 80, and controls the first motor 20 based on a control command of the control device 15 (see FIG. 1). To do. The motor shaft 24 of the first motor 20 is located concentrically with the axis CL <b> 2 of the first member 80.

As shown in FIGS. 3 and 4, the second member 90, along with when being located in the non-retracted position P1 located on the axis CL2 of the first member 80, and open to the first motor 20 It is a member having a bottomed hollow shape (for example, a bottomed cylindrical shape, preferably a bottomed cylindrical shape). The second member 90 can swing in the vertical direction with respect to the distal end portion 82 of the first member 80, that is, can be tilted. More specifically, at least one of the first member 80 and the first motor 20 has an extension 91 that extends to the second member 90 along the motor shaft 24. The extension 91 has, for example, a fork-like configuration that extends to the side surface 90a (see FIG. 3) of the second member 90 while sandwiching the motor shaft 24 from the motor housing 21 and sandwiches the side surface 90a. That is, the extension part 91 has a pair of front-end | tip parts 91a and 91a.

  The second member 90 is sandwiched between a pair of tip portions 91a and 91a of the extension portion 91, and is connected to the pair of tip portions 91a and 91a by a support shaft 92 so as to be swingable. As a result, the second member 90 is connected to the tip portion 82 of the first member 80 so as to be swingable (tiltable).

With respect to the second member 90, the steering shaft 17 is provided by a bearing 93 such that relative rotation is permitted and relative movement in the axial direction is restricted. The steering shaft 17 is located concentrically with respect to the axis CL2 of the first member 80 at the non-retracted position P1 of the steering wheel 11, and the motor shaft 24 of the first motor 20 is located inside the second member 90. It is connected by a universal shaft joint 94 (universal joint 94). As a result, the steering wheel 11 is connected to the motor shaft 24 by the universal shaft joint 94. A point Q1 (bending point Q1) at which the universal shaft joint 94 bends coincides with a swing base point Q2 (center Q2 of the support shaft 92) of the second member 90 with respect to the first member 80.

  As shown in FIGS. 3 to 5, the second motor 100 is attached to the gear housing 74 and drives a single shaft 111. The gear housing 74 is attached to a base 75 provided on the peripheral wall 73 of the support member 70.

  The first transmission mechanism 110 converts the drive force generated by the second motor 100 into a slide drive force that slides the first member 80 and transmits the slide drive force to the first member 80. The first transmission mechanism 110 includes a single shaft 111, a driving force transmission unit 112 that transmits the driving force of the second motor 100 to the shaft 111, and the rotational motion of the shaft 111 as a sliding motion of the first member 80. And a first conversion mechanism 116 for conversion.

  The single shaft 111 is positioned parallel to the axis CL2 of the first member 80 and extends along the outer peripheral surface 73b of the support member 70 (the outer peripheral surface 73b of the peripheral wall 73). The shaft 111 is supported by the gear housing 74 by bearings 76 and 76 and is supported by a support arm 95 extending from the extension portion 91 toward the shaft 111. As a result, the shaft 111 is provided such that relative rotation with respect to the support member 70 is allowed and relative movement in the axial direction is restricted. Further, the shaft 111 has a first male screw 111a and a second male screw 111b.

  As shown in FIG. 4, the driving force transmission unit 112 is configured by a worm gear mechanism, for example. The worm gear mechanism 112 (driving force transmission unit 112) includes a worm 113 provided on the motor shaft 101 (output shaft 101) of the second motor 100 and a worm wheel 114 provided on the shaft 111. The worm gear mechanism 112 is housed in the gear housing 74.

  As shown in FIG. 4, the first conversion mechanism 116 includes a first male screw 111 a included in the shaft 111, a first female screw 117 assembled to the first male screw 111 a, and the first male screw 111 a. And an arm 118 having a female screw 117. The arm 118 extends from one of the first member 80 and the first motor 20 toward the shaft 111. For example, the arm 118 extends from the first motor 20 through the slit 72 to the shaft 111. The first male screw 111a and the first female screw 117 are preferably constituted by trapezoidal screws.

  As shown in FIGS. 3 and 4, the second transmission mechanism 120 converts the driving force generated by the second motor 100 into a swing driving force that swings the second member 90, and introduce. The second transmission mechanism 120 includes a second conversion mechanism 121 that converts the rotational motion of the shaft 111 into the swing motion of the second member 90. The second conversion mechanism 121 includes a second male screw 111b provided on the shaft 111, a second female screw 122 assembled to the second male screw 111b, and a second female screw 122, and a shaft. 111, and a link 124 that connects the slider 123 and the second member 90 so that they can be linked together.

  The slider 123 has a first link connecting bracket 125 that connects one end of the link 124 so as to be swingable. On the other hand, the second member 90 has a second link connecting bracket 126 that connects the other end of the link 124 so as to be swingable.

  The second male screw 111b and the second female screw 122 are preferably constituted by trapezoidal screws. The second male screw 111b and the second female screw 122 are preferably different from each other in the screw direction and pitch with respect to the first male screw 111a and the first female screw 117. For example, the screw direction is opposite.

Next, the operation of the steering wheel adjusting device 60 will be described with reference to FIGS. 2, 4 and 6.
The steering wheel 11 shown in FIG. 2A is located at the non-retracting position P1 (first position P1). The steering wheel adjusting device 60 at this time is in a state shown in FIG. That is, the position of the steering wheel 11 is on the axis CL2 of the first member 80, and is the position farthest away from the support member 70 toward the rear of the autonomous driving vehicle 50 (see FIG. 2A) (advance position). Is located.

  Thereafter, the second motor 100 rotates forward (rotates in the first rotation direction) by receiving a storage command signal from the control device 15 (see FIG. 1). The forward rotation driving force generated by the second motor 100 is transmitted to the shaft 111 via the worm gear mechanism 112. The rotation of the shaft 111 causes the arm 118, the first member 80, and the first motor 20 to move in a direction (retracting direction) in which the steering wheel 11 approaches the support member 70, that is, telescopically move. As a result, the steering shaft 17 connected to the motor shaft 24 of the first motor 20 and the second member 90 connected to the pair of tip portions 91a and 91a of the extension 91 move in the backward direction.

  On the other hand, the screw directions of the second male screw 111 b and the second female screw 122 are opposite to the first male screw 111 a and the first female screw 117. For this reason, the slider 123 moves in the reverse direction (forward direction) with respect to the arm 118, and swings the second member 90 upward via the link 124. As a result, the second member 90 and the steering shaft 17 are tilted upward.

  That is, the steering wheel 11 tilts upward while performing telescopic motion backward. The results are shown in FIGS. 6 and 2 (b). 6 and 2B show that the steering wheel 11 is located at the storage position P2 (second position P2). That is, the position of the steering wheel 11 is located at a position (retracted position) that is tilted upward from the axis CL <b> 2 of the first member 80 and retracted by a preset angle.

  Thereafter, the second motor 100 reversely rotates (rotates in the second rotation direction) by receiving a non-storage command signal from the control device 15 (see FIG. 1). The reverse rotation driving force generated by the second motor 100 is transmitted to the shaft 111 via the worm gear mechanism 112. By the rotation of the shaft 111, the arm 118, the first member 80, and the first motor 20 move in a direction (forward direction) in which the steering wheel 11 is separated from the support member 70, that is, telescopically move. As a result, the steering shaft 17 connected to the motor shaft 24 of the first motor 20 and the second member 90 connected to the pair of tip portions 91a and 91a of the extension 91 move in the forward direction.

  On the other hand, the slider 123 moves in the reverse direction (retracting direction) with respect to the arm 118, and swings the second member 90 downward via the link 124. As a result, the second member 90 and the steering shaft 17 are tilted downward. That is, the steering wheel 11 tilts downward while performing telescopic motion forward. The results are shown in FIGS. 4 and 2 (a). The steering wheel adjusting device 60 returns to the state shown in FIG. The steering wheel 11 returns to the non-storage position P1 (first position P1) shown in FIG.

The description of the first embodiment is summarized as follows.
As shown in FIGS. 1 and 3 to 6, the electric power steering device 10 for a vehicle includes:
A hollow support member 70 attachable to the vehicle body 56;
A first member 80 slidably assembled to the inner peripheral surface 73a of the support member 70;
A second member 90 swingably connected to the tip 82 of the first member 80;
While being disposed in the second member 90, a steering wheel 11 located on the axis CL2 of the first member 80 when it is located in the non-retracted position P1,
The motor shaft 24 is housed in the first member 80 and positioned on the axis CL2 of the first member 80, and generates a steering reaction force that resists the steering force of the steering wheel 11. A first motor 20 (reaction force motor 20) added to the steering wheel 11,
A second motor 100 provided on the support member 70;
A first transmission mechanism 110 that converts the driving force generated by the second motor 100 into a sliding driving force that slides the first member 80 and transmits the sliding force to the first member 80;
And a second transmission mechanism 120 that converts the driving force generated by the second motor 100 into a swing driving force that swings the second member 90 and transmits the swinging force to the second member 90.

Thus, in the first embodiment, the first member 80 is slidably assembled to the inner peripheral surface 73a of the cylindrical support member 70 attached to the vehicle body 56. For this reason, the support member 70 can sufficiently increase the rigidity with which the first member 80 is slidably supported. A second member 90 is swingably connected to the distal end portion 82 of the first member 80. The steering wheel 11 is disposed on the second member 90. The first member 80 houses the first motor 20 that generates a steering reaction force. Therefore, the first motor 20 that is essential for the steer-by-wire type electric power steering apparatus 10 can be incorporated into the first member 80 without protruding outward from the support member 70. Moreover, the motor shaft 24 of the first motor 20 is located concentrically with the axis CL <b> 2 of the first member 80. The steering wheel 11 is on the axis CL2 of the first member 80 when the steering wheel 11 is located at the non-storage position P1. Therefore, it is possible to provide a smaller steer-by-wire type electric power steering apparatus 10 having a function capable of telescopic movement and tilt movement of the steering wheel 11. As a result, the mountability of the electric power steering device 10 on the autonomous driving vehicle 50 can be improved.

Furthermore, as shown in FIG. 4, the first motor 20 is housed in the first member 80 among the first member 80 and the second member 90.
The steering wheel 11 (directly or via the steering shaft 17) is connected to the motor shaft 24 by a universal joint 94.

  In this way, the first motor 20, which is a heavy object, is housed in the first member 80 that supports the second member 90 instead of the second member 90 that performs the tilting motion. The support member 70 assembled with the first member 80 can be attached to the vehicle body 56. It is possible to reduce the weight of the second member 90 on the distal end side that performs a tilting motion while collecting heavy objects on the support member 70 and the first member 80 on the proximal end side that are attached to the vehicle body 56. That is, the rigidity of the support member 70 and the first member 80 and the rigidity of the second member 90 can be increased reasonably. Therefore, the overall rigidity of the device 60 having a function capable of telescopic motion and tilt motion of the steering wheel 11, that is, the steering wheel adjusting device 60 can be improved in a balanced manner.

  Moreover, the steering wheel 11 is connected to the motor shaft 24 of the first motor 20 by a universal shaft joint 94. That is, the transmission system that applies the steering reaction force from the motor shaft 24 of the first motor 20 to the steering wheel 11 does not include a reduction device for reducing the rotation of the first motor 20. Since the speed reducer is not interposed in the transmission system, the first member 80 that houses the first motor 20 can be reduced in size. For this reason, the steering wheel adjusting device 60 and the electric power steering device 10 can be further downsized. Therefore, the mountability of the electric power steering device 10 to the autonomous driving vehicle 50 can be further improved. Moreover, the steering wheel 11 is not affected by the reverse efficiency of the speed reducer when the steering wheel 11 is steered. For this reason, the steering feeling of the steering wheel 11 can be further enhanced.

Furthermore, as shown in FIG. 4, the first transmission mechanism 110 includes:
The first member 80 is positioned parallel to the axis CL2 and extends along the outer peripheral surface 73b of the support member 70, and is allowed to rotate relative to the support member 70 and in the axial direction. A single axis 111 whose relative movement is restricted,
A driving force transmission unit 112 that transmits the driving force of the second motor 100 to the shaft 111;
A first conversion mechanism 116 that converts the rotational movement of the shaft 111 into the sliding movement of the first member 80, and
The second transmission mechanism 120 includes a second conversion mechanism 121 that converts the rotational motion of the shaft 111 into the swing motion of the second member 90.

  For this reason, the first transmission mechanism 110 skillfully utilizes the single shaft 111 to convert the rotational motion of the shaft 111 into the slide motion of the first member 80 and the swing motion of the second member 90, respectively. It is only necessary to convert it, and a small and simple configuration can be obtained.

Furthermore, as shown in FIG. 4, the first conversion mechanism 116 includes:
A first male screw 111a on the shaft 111;
A first female screw 117 assembled to the first male screw 111a;
The arm 118 extends from one of the first member 80 and the first motor 20 toward the shaft 111 and has the first female screw 117.

  For this reason, the 1st conversion mechanism 116 can be set as a very simple structure by the axis | shaft 111 which has the 1st external thread 111a, and the arm 118 which has the 1st internal thread 117.

Furthermore, as shown in FIG. 4, the second conversion mechanism 121 is
A second male screw 111b on the shaft 111;
A second female screw 122 assembled to the second male screw 111b;
A slider 123 having the second female screw 122 and being displaceable along the axis 111;
The slider 123 and the second member 90 are configured by a link 124 that is connected so as to be linked.

  For this reason, the second conversion mechanism 121 is made extremely powerful by the shaft 111 having the second male screw 111b, the slider 123 having the second female screw 122, and the link 124 connecting the slider 123 to the second member 90. A simple configuration can be obtained.

Furthermore, as shown in FIG. 3 and FIG. 4, it further includes a support arm 95 extending from at least one of the first member 80 and the first motor 20 toward the shaft 111. And
The support arm 95 rotatably supports the shaft 111.
For this reason, the axis | shaft 111 can be reliably supported by the support arm 95 which performs a telescopic motion.

Furthermore, as shown in FIG. 4, the first male screw 111a, the first female screw 117, the second male screw 111b, and the second female screw 122 are constituted by trapezoidal screws. Yes.
For this reason, the self-locking function can be enhanced with a simple configuration.

Furthermore, as shown in FIG. 4, at least one of the pitch and the screw direction of the second male screw 111b and the second female screw 122 is different from that of the first male screw 111a and the first female screw 117. Are different.
Accordingly, at least one of the pitch and the screw direction can be set so that both the telescopic motion and the tilt motion of the steering wheel 11 are optimal.

Furthermore, as shown in FIG. 4, it further has a control unit 28 for controlling the first motor 20,
The control unit 28 is assembled to the first motor 20 and housed in the first member 80.
For this reason, the first motor 20 and the control unit 28 can be telescopically moved simultaneously. The wiring between the first motor 20 and the control unit 28 can be rationally wired.

When the first embodiment is summarized in more detail, as shown in FIGS. 1 and 3 to 6, the electric power steering device 10 for a vehicle includes:
A hollow support member 70 attachable to the vehicle body 56;
A first member 80 slidably assembled to the inner peripheral surface 73a of the support member 70;
A second member 90 swingably connected to the tip 82 of the first member 80;
A steering shaft 17 that is rotatably supported by the second member 90 and is on the axis CL2 of the first member 80 when positioned at the non-storage position P1 ;
A steering wheel 11 provided on the steering shaft 17;
The motor member 24 is accommodated in the first member 80 while its relative displacement is restricted, is concentric with the axis CL2 of the first member 80, and is connected to the steering shaft 17 by a universal shaft joint 94. A first motor 20 that generates a steering reaction force that resists the steering force of the steering wheel 11 and applies the steering reaction force to the steering wheel 11;
The first member 80 is positioned in parallel to the axis CL2 and extends along the outer peripheral surface 73b of the support member 70. The first member 80 is allowed to rotate relative to the support member 70 and in the axial direction. A single shaft 111 having a first male screw 111a and a second male screw 111b, the relative movement of which is restricted, and
A second motor 100 which is provided on the support member 70 and drives the single shaft 111;
An arm 118 having a first female thread 117 extending from one of the first member 80 and the first motor 20 toward the shaft 111 and assembled to the first male thread 111a;
A slider 123 having a second female screw 122 to be combined with the second male screw 111b, and being displaceable along the shaft 111;
And a link 124 linking the slider 123 and the second member 90 so as to be capable of being linked.

  By having two male screws 111a and 111b on a single shaft 111, the sliding motion of the first member 80 and the swinging motion of the second member 90 are performed simultaneously. For this reason, the telescopic motion and the tilt motion of the steering wheel 11 can be performed in a short time by the single motor 100 (second motor 100). Therefore, the steering wheel 11 can be quickly switched between the non-storage position P1 and the storage position P2. It is optimal as the steering device 10 mounted on the autonomous driving vehicle 50.

To further summarize Example 1, as shown in FIGS. 1 and 3 to 6, the electric power steering device 10 for a vehicle includes:
A steering wheel 11 provided on the steering shaft 17;
A first motor 20 (reaction force motor 20) for generating a steering reaction force on the steering shaft 17,
A second motor 100 for controlling a telescopic operation for moving the steering wheel 11 forward and rearward and a tilt operation for moving the steering wheel 11 up and down;
The first motor 20 has a motor shaft 24 concentric with the steering wheel 11, and moves due to a telescopic operation or a tilt operation when the second motor 100 is driven.

  Therefore, it is possible to provide a smaller steer-by-wire type electric power steering device 10 having a function capable of performing a telescopic motion and a tilt motion of the steering wheel 11. As a result, the mountability of the electric power steering device 10 on the autonomous driving vehicle 50 can be improved.

<Example 2>
A vehicle electric power steering apparatus 200 according to a second embodiment will be described with reference to FIGS. FIG. 7 is shown corresponding to FIG. FIG. 8 is shown corresponding to FIG. FIG. 10 is shown corresponding to FIG.

  The vehicle electric power steering apparatus 200 according to the second embodiment is different from the reaction force motor 20 and the steering wheel adjusting apparatus 60 according to the first embodiment shown in FIGS. 1 to 6 with the reaction force motor 220 shown in FIGS. The other configuration is the same as that of the first embodiment, and a description thereof will be omitted.

  As shown in FIG. 7, the control device 15 according to the second embodiment includes a steered motor 35 according to signals from the steering angle sensor 41, the steering torque sensor 42, and other various sensors 43, and commands from the driving position device 51. The first motor 220 and the second motor 300 are controlled.

  As shown in FIG. 7, the steering unit 12 includes a reaction force motor 220 that applies a steering reaction force (reaction force torque) to the steering wheel 11. The reaction force motor 220 generates a steering reaction force that resists the steering force of the steering wheel 11 that is steered by the driver, and gives the steering feeling to the driver by adding the steering reaction force to the steering wheel 11. . The reaction force motor 220 is constituted by an electric motor. Hereinafter, the reaction force motor 220 is appropriately referred to as “first motor 220”. Details of the first motor 220 will be described later.

  As shown in FIGS. 8 to 10, the steering wheel adjustment device 260 according to the second embodiment includes a support member 270, a first member 280, a second member 290, a second motor 300, a first transmission mechanism 310, and a second transmission. Mechanism 320.

  The support member 270 is a hollow (for example, cylindrical, preferably cylindrical) member that can be positioned in a state of extending in the front-rear direction of the autonomous driving vehicle 50 (see FIG. 2A). A bracket 271 that can be attached to the vehicle body 56 of the autonomous driving vehicle 50 is provided. Both ends of the support member 270 are open.

  The first member 280 is a hollow shape (for example, a cylindrical shape, preferably a cylindrical shape) that is slidably mounted on the inner peripheral surface 273a of the peripheral wall 273 of the supporting member 270 along the axis CL11 (center line CL11) of the supporting member 270. Member). In other words, the first member 280 is fitted to the peripheral wall 273 of the support member 270 so as to be slidable along the axis CL11, that is, telescopic movement is possible. Both ends of the first member 80 are open. The axis line CL12 (center line CL12) of the first member 280 matches the axis line CL1 of the support member 270.

The second member 290, along with when being located in the non-retracted position P1 located on the axis CL12 of the first member 280, hollow bottom which is open towards the first member 280 (e.g., a bottomed cylinder. Preferably Is a bottomed cylindrical member. The second member 290 can swing in the vertical direction with respect to the distal end portion 282 of the first member 280, that is, can tilt. More specifically, the first member 280 has an extension 281 that extends to the second member 290. The extension portion 281 has, for example, a fork-like configuration that extends from the first member 280 to the side surface 290a of the second member 290 and sandwiches the side surface 290a. That is, the extension part 281 has a pair of tip parts 281a and 281a.

  The second member 290 is sandwiched between a pair of tip portions 281a and 281a of the extension portion 91, and is connected to the pair of tip portions 281a and 281a by a support shaft 292 so as to be swingable. As a result, the second member 290 is connected to the distal end portion 282 of the first member 280 so as to be swingable (tiltable).

The second member 290 has the first motor 220 integrally. As the configuration that the first motor 220 has integrally with the second member 290, there are the following configurations (1) and (2).
(1) Although not shown, the second member 290 is configured to accommodate the first motor 220 while restricting relative displacement.
(2) As shown in FIG. 10, the second member 290 also serves as the motor housing 221 of the first motor 220. That is, the second member 290 is the first motor 220 itself.
Hereinafter, the configuration (2) will be exemplified.

As shown in FIG. 10, the first motor 220, when being positioned in the non retracted position P1 is positioned on the axis CL12 of the first member 280. More specifically, the first motor 220 includes a bottomed hollow (for example, bottomed cylindrical, preferably bottomed cylindrical) motor housing 221 (configured by the second member 290), and the motor housing. A lid 222 blocking the open end of the motor 221, a motor shaft 224 (output shaft 224) rotatably accommodated in the motor housing 221 by bearings 223 and 223, and a rotor included in the motor shaft 224 225 and a stator 226 provided inside the motor housing 221 and located on the outer periphery of the rotor 225. The first motor 220 includes a motor rotation angle sensor 227 (for example, a resolver). The motor rotation angle sensor 227 detects the rotation angle of the first motor 220.

The motor shaft 224 of the first motor 220 is positioned concentrically with the steering wheel 11 and also serves as the steering shaft 17. That is, the steering wheel 11 is directly attached to the motor shaft 224.

  As shown in FIGS. 7, 10, and 11, the second motor 300 is attached to the gear housing 274 and drives the first member 280. The gear housing 274 is provided on the peripheral wall 273 of the support member 270.

  The first transmission mechanism 310 converts the driving force generated by the second motor 300 into a slide driving force that slide-drives the first member 280 and transmits it to the first member 280. The first transmission mechanism 310 is constituted by, for example, a rack and pinion mechanism. The rack and pinion mechanism 310 (first transmission mechanism 310) includes a pinion 311 provided on the motor shaft 301 (output shaft 301) of the second motor 300 and a rack 312 provided on the outer peripheral surface 280a of the first member 280. It consists of. The rack and pinion mechanism 310 is accommodated in the gear housing 274.

  The second transmission mechanism 320 converts the driving force generated by the second motor 300 into a swing driving force that swings the second member 290 and transmits the swing driving force to the second member 290. More specifically, the second transmission mechanism 320 includes a first bracket 321, a second bracket 322, and a link 323.

  The first bracket 321 is a member provided on the outer peripheral surface 273b of the peripheral wall 273 of the support member 270, and has a long hole 324 parallel to the axis CL12 of the first member 280. The length of the long hole 324 is set to be shorter than the slidable length of the first member 280 with respect to the support member 270.

  The second bracket 322 is provided on the second member 290. The link 323 connects the elongated hole 324 and the second bracket 322 so that they can be linked. That is, one end of the link 323 is slidably connected to the long hole 324 by the first pin 325. The other end of the link 323 is swingably connected to the second bracket 322 by a second pin 326.

Next, the operation of the steering wheel adjusting device 260 will be described with reference to FIGS. 2, 10, and 12.
The steering wheel 11 shown in FIG. 2A is located at the non-retracting position P1 (first position P1). At this time, the steering wheel adjusting device 260 is in the state shown in FIG. That is, the position of the steering wheel 11 is on the axis CL12 of the first member 280, and the position farthest away from the support member 270 in the automatic driving vehicle 50 (see FIG. 2A) (advance position). Is located. In this state, the first pin 325 is located at the front end of the long hole 324.

  Thereafter, as shown in FIG. 10, the second motor 300 rotates forward (rotates in the first rotation direction) by receiving a storage command signal from the control device 15 (see FIG. 7). The forward rotation driving force generated by the second motor 300 is transmitted to the first member 280 by the rack and pinion mechanism 310 (first transmission mechanism 310). As shown in FIG. 12B, the first member 280 moves backward with respect to the support member 270. Accordingly, the steering wheel 11, the second member 290, and the second motor 300 move in a direction approaching the support member 270 (reverse direction), that is, perform a telescopic motion. As a result, the first pin 325 is located at the rear end of the long hole 324. The movement amount L11 of the first pin 325 corresponds to the length L1 of the long hole 324.

  Thereafter, when the second motor 300 continues to rotate forward, the first member 280 continues to move backward as shown in FIG. 12C, but the backward movement of the second member 290 and the second motor 300 is restricted. The In addition, the support shaft 292 continues to move backward together with the first member 80. This is the movement amount L12 of the first pin 325. For this reason, the second member 290 and the second motor 300 retreat while swinging upward about the support shaft 292. As a result, the steering wheel 11 tilts upward while performing telescopic motion backward.

  The result is shown in FIG. FIGS. 12C and 2B show that the steering wheel 11 is located at the storage position P2 (second position P2). That is, the position of the steering wheel 11 is located at a position (retracted position) where the steering wheel 11 is inclined backward from the axis CL12 of the first member 280 by an angle set in advance.

  Thereafter, the second motor 300 rotates in the reverse direction (rotates in the second rotation direction) by receiving a non-storage command signal from the control device 15 (see FIG. 7). The reverse driving force generated by the second motor 300 is transmitted to the first member 280 by the rack and pinion mechanism 310. As shown in FIG. 12C, the first member 280 advances with respect to the support member 270. Therefore, the steering wheel 11 tilts downward while performing telescopic motion forward, and returns to the position of the axis CL11 of the support member 270. The result is shown in FIG.

  Thereafter, when the second motor 300 continues to rotate in the reverse direction, the steering wheel 11, the second member 290, and the second motor 300 move in a direction away from the support member 270 (advance direction), that is, perform a telescopic motion. As a result, the first pin 325 is located at the front end of the long hole 324. The results are shown in FIGS. 12 (a) and 2 (a). The steering wheel adjusting device 260 returns to the state shown in FIG. The steering wheel 11 returns to the non-storage position P1 (first position P1) shown in FIG.

The description of the second embodiment is summarized as follows.
As shown in FIGS. 7 to 12, the electric power steering device for a vehicle 200 includes:
A hollow support member 270 attachable to the vehicle body 56;
A first member 280 slidably assembled to the inner peripheral surface 273a of the support member 270;
A second member 290 swingably connected to the tip 282 of the first member 280;
A steering wheel that is disposed on the second member 290 and is on the axis CL12 of the first member 280 when the second member 290 is located at the non-retracted position P1 ;
The motor shaft 301 is provided integrally with the second member 290 and concentric with the axis CL12 of the first member 280, and generates a steering reaction force that resists the steering force of the steering wheel 11. A first motor 220 (reaction force motor 220) added to the steering wheel 11;
A second motor 300 provided on the support member 270;
A first transmission mechanism 310 that converts the driving force generated by the second motor 300 into a sliding driving force that slides the first member 280 and transmits the sliding force to the first member 280;
A second transmission mechanism 320 that converts the driving force generated by the second motor 300 into a swing driving force that swings the second member 290 and transmits the swinging force to the second member 290.

  Thus, in the second embodiment, the first member 280 is slidably assembled to the inner peripheral surface 273a of the hollow support member 270 attached to the vehicle body 56. For this reason, the support member 270 can sufficiently increase the rigidity with which the first member 280 is slidably supported. A second member 290 is swingably connected to the tip 282 of the first member 280. The steering wheel 11 is disposed on the second member 290. The first member 280 or the second member 290 has a first motor 220 that generates a steering reaction force. Therefore, the first motor 220 that is essential for the steer-by-wire electric power steering apparatus 200 can be incorporated into the first member 280 or the second member 290 without projecting outward from the support member 270.

Moreover, the motor shaft 224 of the first motor 220 is located concentrically with the axis CL12 of the first member 280. The steering wheel 11 is on the axis CL12 of the first member 280 when the steering wheel 11 is located at the non-storage position P1. Therefore, it is possible to provide a smaller steer-by-wire type electric power steering apparatus 200 having a function capable of telescopic movement and tilt movement of the steering wheel 11. As a result, the mountability of the electric power steering apparatus 200 on the autonomous driving vehicle 50 can be improved.

  In addition, the steering wheel 11 is connected to the motor shaft 224 of the first motor 220. In other words, the transmission system that applies the steering reaction force from the motor shaft 224 of the first motor 220 to the steering wheel 11 does not include a reduction device for reducing the rotation of the first motor 220. Since the reduction gear is not interposed in the transmission system, the first member 280 provided with the first motor 220 can be reduced in size. For this reason, the steering wheel adjusting device 260 and the electric power steering device 200 can be further downsized. Therefore, the mountability of the electric power steering apparatus 200 on the autonomous driving vehicle 50 can be further improved. Moreover, the steering wheel 11 is not affected by the reverse efficiency of the speed reducer when the steering wheel 11 is steered. For this reason, the steering feeling of the steering wheel 11 can be further enhanced.

Further, the first motor 220 is integrally provided with the second member 290 among the first member 280 and the second member 290 (configuration also serving as the second member 290, or The second member 290).
The steering wheel 11 is connected to the motor shaft 224 (directly or via the steering shaft 17).

  For this reason, the 1st member 280 does not need to have the 1st motor 220, and only needs to carry out a slide motion. The first member 280 can have a simple configuration and can be downsized. In addition, the support rigidity of the first member 280 with respect to the support member 270 can be increased.

Further, the first transmission mechanism 310 includes a pinion 311 that is rotated by the driving force of the second motor 300, and a rack 312 that is provided on the outer peripheral surface 280a of the first member 280 so as to be able to mesh with the pinion 311. Consists of
The second transmission mechanism 320 includes:
A first bracket 321 provided on the outer peripheral surface 273b of the support member 270 and having a long hole 324 parallel to the axis CL12 of the first member 280;
The long hole 324 and the second bracket 322 provided on the second member 290 are configured by a link 323 that connects the long hole 324 and the second bracket 322 so as to be able to be linked.

  As described above, the rack 312 has the first member 280 itself. For this reason, a separate member for providing the rack 312 is not necessary. Further, the first transmission mechanism 310 that performs the sliding motion and the second transmission mechanism 320 that performs the swing motion are linked only through the first member 280. The driving force generated by the second motor 300 is transmitted from the first member 280 to the second member 290 and the first motor 220 by the second transmission mechanism 320. In order to convert the slide motion of the first member 280 into a swing motion, the second transmission mechanism 320 is a link mechanism. The first transmission mechanism 310 and the second transmission mechanism 320 can be reduced in size with a simple configuration.

  Moreover, the first bracket 321 has a long hole 324 in order to ensure a smooth swing motion of the second member 290 and the first motor 220 regardless of the size of the sliding range of the first member 280. The start timing and completion timing of the swing motion of the second member 290 and the first motor 220 are determined by the length of the long hole 324. That is, when the slide range is large, the length of the long hole 324 may be set large.

  The swing angle of the second member 290 and the first motor 220 can be optimally set by appropriately setting the length of the long hole 324 corresponding to the size of the slide range of the first member 280. Furthermore, the second member 290 and the first motor 220 perform a swing motion while the first member 280 is performing a slide motion. For this reason, the telescopic motion and the tilt motion of the steering wheel 11 can be performed in a short time by the single motor 300 (second motor 300). Therefore, the steering wheel 11 can be quickly switched between the non-storage position P1 and the storage position P2. It is optimal as a steering device 200 mounted on the autonomous driving vehicle 50.

When Example 2 is summarized in more detail, as shown in FIGS. 7 to 12, the electric power steering device for a vehicle 200 includes:
A hollow support member 270 attachable to the vehicle body 56;
A first member 280 slidably assembled to the inner peripheral surface 273a of the support member 270;
A second member 290 swingably connected to the tip 282 of the first member 280;
A steering wheel 11 disposed on the second member 290 and positioned concentrically with the axis CL12 of the first member 280;
A steering wheel on the axis CL12 of the first member 280 when disposed on the second member and at the non-storage position P1 ;
The second member 290 is integrally provided (including a configuration housed in the second member 290 and a configuration serving as the motor housing 221 of the first motor 220), and the motor shaft 224 is connected to the steering wheel 11. A first motor 220 that is concentrically connected to the steering wheel 11 and generates a steering reaction force that resists the steering force of the steering wheel 11 and is applied to the steering wheel 11;
A second motor 300 provided on the support member 270;
A pinion 311 rotated by the driving force of the second motor 300;
A rack 312 having an outer peripheral surface 280a of the first member 280 so as to be able to mesh with the pinion 311;
A first bracket 321 provided on an outer peripheral surface 280a of the first member 280 and having a long hole 324 parallel to the axis CL12 of the first member 280;
A link 323 that connects the elongated hole 324 and the second bracket 322 provided in the second member 290 so as to be able to be linked is included.

  Therefore, the first motor 220 that is essential for the steer-by-wire electric power steering apparatus 200 can be incorporated into the first member 280 or the second member 290 without projecting outward from the support member 270.

When the second embodiment is further summarized, as shown in FIGS. 7 to 12, the electric power steering device for a vehicle 200 includes:
A steering wheel 11 provided on the steering shaft 17;
A first motor 220 (reaction force motor 220) for generating a steering reaction force on the steering shaft 17,
A telescopic operation for moving the steering shaft 17, the steering wheel 11, and the first motor 220 forward and backward, and a tilt operation for moving the steering shaft 17, the steering wheel 11, and the first motor 220 up and down. A second motor for controlling
The first motor 220, the has a motor shaft 224 to the steering wheel 11 is concentric to move due to the telescopic operation or tilting operation during driving of the second motor 300.

  Therefore, it is possible to provide a smaller steer-by-wire type electric power steering apparatus 200 having a function capable of performing a telescopic motion and a tilt motion of the steering wheel 11. As a result, the mountability of the electric power steering apparatus 200 on the autonomous driving vehicle 50 can be improved.

<Example 3>
The vehicle electric power steering apparatus 400 according to the third embodiment will be described with reference to FIG. The vehicle electric power steering apparatus 400 according to the third embodiment includes the vehicle electric power steering apparatus 10 according to the first embodiment shown in FIG. 1 and the vehicle electric power steering apparatus 200 according to the second embodiment shown in FIG. The control device 15 is changed (see FIG. 13), and the other configurations are the same as those in the first and second embodiments, so the description thereof is omitted.

  As shown in FIGS. 1 and 7, the control device 15 according to the third embodiment includes a steering motor according to a steering angle sensor 41, a steering torque sensor 42, various other sensors 43, and a command from the driving position device 51. 35, the first motors 20 and 220, and the second motors 100 and 300 are controlled.

  The control device 15 is configured by a microcomputer, for example. An example of specific control of the control device 15 constituted by a microcomputer will be described as follows. The control of the control device 15 will be described based on FIG. 13 with reference to FIGS.

  FIG. 13 is a control flowchart of the control device 15 and shows a subroutine for executing an operation mode switching process in a series of controls of the control device 15. This subroutine is executed by, for example, an interrupt process based on a predetermined condition or a time division process.

  When the control device 15 starts control, first, in step S01, the steering wheel 11 is set to the manual driving position (first driving position) as shown in FIG. That is, the second motors 100 and 300 are controlled.

  Next, in step S02, it is determined whether or not there is a command for switching to the automatic operation mode from the driving position device 51. Here, when it is determined that there is no command to switch to the automatic operation mode, the process proceeds to step S03. In step S03, it is determined whether or not to end this subroutine. If it is determined that the process is to be terminated, the subroutine is terminated. If it is determined that the process is to be continued, the process returns to step S02. Thus, in step S02, step S02 is repeated until it is determined that there is a command to switch to the automatic operation mode.

  If it is determined in step S02 that there is a command to switch to the automatic operation mode, the process proceeds to step S04. In step S04, it is determined whether or not the automatic driving function of the automatic driving vehicle 50 is normal. If there is a normal command from the driving position device 51, it is determined to be normal and the process proceeds to step S05. In step S05, the steering wheel 11 is set to the automatic driving position (second driving position) as shown in FIG. 2 (b). That is, the second motors 100 and 300 are controlled.

  Next, in step S06, it is determined whether or not there is a command for switching to the manual operation mode from the driving position device 51. Here, when it is determined that there is no command to switch to the manual operation mode, the process proceeds to step S08. In step S08, it is determined whether or not to end this subroutine. If it is determined that the process is to be terminated, the subroutine is terminated. If it is determined that the process is to be continued, the process returns to step S04. As described above, when the steering wheel 11 is set to the automatic driving position, it is always determined whether or not the automatic driving function of the automatic driving vehicle 50 is normal.

  On the other hand, if it is determined in step S06 that there is a command to switch to the manual operation mode, the process proceeds to step S07. In step S07, it is determined whether or not to end this subroutine. If it is determined that the process is to be terminated, the subroutine is terminated. If it is determined that the process is to be continued, the process returns to step S01 to set the steering wheel 11 to the manual operation position.

  In step S04, if there is a command from the driving position device 51 that the automatic driving function of the autonomous driving vehicle 50 is abnormal, it is determined that there is an abnormality, and the process proceeds to step S09. In step S09, the steering wheel 11 is set to the manual operation position, and the process proceeds to step S10. That is, the second motors 100 and 300 are controlled. In step S10, it is determined whether or not to end this subroutine. Here, if it is determined to end, this subroutine is ended, and if it is determined to continue, step S10 is repeated.

  As is apparent from the above description, when the control device 15 determines in step S09 that an abnormality has occurred in the automatic driving function of the automatic driving vehicle 50 equipped with the vehicle electric power steering device 400, the steering wheel 11 Is maintained in the manual operation position (non-retracted state). That is, when it is determined that an abnormality has occurred when there is a command to switch from the manual operation mode to the automatic operation mode, the steering wheel 11 is maintained in the manual operation position as it is. When it is determined that an abnormality has occurred when the steering wheel 11 is in the automatic driving position, the steering wheel 11 is switched to the manual driving position.

The description of the third embodiment is summarized as follows.
As shown in FIG. 1, FIG. 2, FIG. 7 and FIG.
A control device 15 for controlling the second motors 100 and 300;
When the control device 15 determines that an abnormality has occurred in the automatic driving function of the autonomous driving vehicle 50 equipped with the vehicle electric power steering device 400, the steering wheel 11 is in the non-retracted state (non-retracted position P1). Thus, the second motor 100, 300 is controlled.

  Therefore, when an abnormality occurs in the automatic driving function of the automatic driving vehicle 50, the driver Dr can manually steer the steering wheel 11. The driver Dr can freely drive the autonomous driving vehicle 50.

The vehicle electric power steering apparatus 10, 200, 400 according to the present invention is not limited to the embodiment as long as the effects and effects of the present invention are exhibited.
For example, Example 3 can be appropriately combined with Example 1 and Example 2.

  The vehicular electric power steering apparatus 10, 200, 400 of the present invention is suitable for being mounted on the autonomous driving vehicle 50.

10, 200, 400 Electric power steering device for vehicle 11 Steering wheel 15 Control device 17 Steering shaft 20, 220 First motor (reaction force motor)
24, 224 Motor shaft 28 Control unit 50 Autonomous vehicle 56 Car body 60, 260 Steering wheel adjusting device 70, 270 Support member 73, 273 Support member peripheral wall 73a, 273a Peripheral wall inner peripheral surface 73b, 273b 280 First member 81 First member peripheral wall 81a Inner peripheral surface 82, 282 First member tip 90, 290 Second member 90a, 290a Side surface of second member 91 Extension 91a Extension tip 92 Support Shaft 94 Universal shaft joint 95 Support arm 100, 300 Second motor 101, 301 Motor shaft 110, 310 First transmission mechanism 111 Single shaft 111a First male screw 111b Second male screw 112 Driving force transmission portion 116 First conversion Mechanism 117 First female screw 118 Arm 120, 320 Second transmission 121 Second conversion mechanism 122 Second female screw 123 Slider 124 Link 280a Outer peripheral surface of first member 281 Extension part 281a Extension part tip part 282 First member tip part 311 Pinion 312 Rack 323 Link CL2, CL12 of first member Axis

Claims (5)

A hollow support member attachable to the vehicle body;
A first member slidably assembled to the inner peripheral surface of the support member;
A second member swingably connected to the tip of the first member;
While being disposed in the second member, and the steering wheel is on the axis of the first member when they are positioned in the non retracted position,
The motor wheel is housed in the first member and concentrically with the axis of the first member, and generates a steering reaction force that resists the steering force of the steering wheel to generate the steering wheel. A first motor to be added to
A second motor provided on the support member;
A first transmission mechanism for converting the driving force generated by the second motor into a sliding driving force for slidingly driving the first member and transmitting the sliding force to the first member;
A second transmission mechanism that converts the driving force generated by the second motor into a swing driving force that swings the second member and transmits the swinging force to the second member;
Only including,
The steering wheel is connected to the motor shaft by a universal shaft joint,
The first transmission mechanism is
The first member is positioned in parallel to the axis, and extends along the outer peripheral surface of the support member. Relative rotation is allowed with respect to the support member, and relative movement in the axial direction is restricted. A single axis made,
A driving force transmission unit that transmits the driving force of the second motor to the shaft;
A first conversion mechanism that converts a rotational movement of the shaft into a sliding movement of the first member;
Consists of
The second transmission mechanism is constituted by a second conversion mechanism that converts the rotational motion of the shaft into the swing motion of the second member,
The second conversion mechanism includes:
A male screw on the shaft;
A female screw combined with the male screw;
A slider having the female thread and displaceable along the axis;
A link connecting the slider and the second member so as to be capable of being linked together;
Consists of
The slider has a first link connecting bracket for connecting one end of the link so as to be swingable;
The second member has a second link connection bracket that connects the other end of the link so as to be swingable.
The vehicle electric power steering apparatus characterized by. A hollow support member attachable to the vehicle body;
A first member slidably assembled to the inner peripheral surface of the support member;
A second member swingably connected to the tip of the first member;
While being disposed in the second member, and the steering wheel is on the axis of the first member when they are positioned in the non retracted position,
The motor member is integrated with the second member, and is concentrically positioned with respect to the axis of the first member, and generates a steering reaction force that resists the steering force of the steering wheel. A first motor to be added;
A second motor provided on the support member;
A first transmission mechanism for converting the driving force generated by the second motor into a sliding driving force for slidingly driving the first member and transmitting the sliding force to the first member;
A second transmission mechanism that converts the driving force generated by the second motor into a swing driving force that swings the second member and transmits the swinging force to the second member;
Only including,
The steering wheel is connected to the motor shaft;
The first transmission mechanism is constituted by a pinion that rotates by the driving force of the second motor, and a rack that is provided on the outer peripheral surface of the first member so as to be able to mesh with the pinion.
The second transmission mechanism is
A first bracket provided on an outer peripheral surface of the support member, and having a long hole parallel to the axis of the first member;
A link connecting the elongated hole and the second bracket provided on the second member so as to be capable of being linked;
Composed of,
The vehicle electric power steering apparatus characterized by. A hollow support member attachable to the vehicle body;
A first member slidably assembled to the inner peripheral surface of the support member;
A second member swingably connected to the tip of the first member;
A steering shaft that is rotatably supported by the second member and is on the axis of the first member when positioned in a non-retracted position ;
A steering wheel provided on the steering shaft;
The first member is housed while its relative displacement is restricted, has a motor shaft that is concentric with the axis of the first member and is connected to the steering shaft by a universal shaft joint, A first motor that generates a steering reaction force that resists the steering force of the steering wheel and applies the steering reaction force to the steering wheel;
The first member is positioned parallel to the axis, and extends along the outer peripheral surface of the support member. Relative rotation with respect to the support member is allowed and relative movement in the axial direction is restricted. A single shaft having a first male screw and a second male screw;
A second motor that is provided on the support member and drives the single shaft;
An arm extending from either one of the first member and the first motor toward the shaft, and having a first female screw that mates with the first male screw;
A slider having a second internal thread that mates with the second external thread and being displaceable along the axis;
A link connecting the slider and the second member so that they can be linked together;
Including
The slider has a first link connecting bracket for connecting one end of the link so as to be swingable;
The second member has a second link connection bracket that connects the other end of the link so as to be swingable.
The vehicle electric power steering apparatus characterized by. A hollow support member attachable to the vehicle body;
A first member slidably assembled to the inner peripheral surface of the support member;
A second member swingably connected to the tip of the first member;
While being disposed in the second member, and the steering wheel is on the axis of the first member when they are positioned in the non retracted position,
Has integrally with the second member is coupled to the steering wheel together with the motor shaft is positioned in the steering wheel and concentric, wherein by generating a steering reaction force resisting the steering force of the steering wheel A first motor added to the steering wheel;
A second motor provided on the support member;
A pinion rotating by the driving force of the second motor;
A rack having an outer peripheral surface of the first member so as to be able to mesh with the pinion;
A first bracket provided on an outer peripheral surface of the support member , and having a long hole parallel to the axis of the first member;
A link connecting the elongated hole and the second bracket provided on the second member so as to be capable of being linked;
An electric power steering device for a vehicle including: A control device for controlling the second motor;
When the control device determines that an abnormality has occurred in the automatic driving function of the autonomous driving vehicle on which the electric power steering device for a vehicle according to any one of claims 1 to 4 is mounted, the control wheel is turned off. An electric power steering device for a vehicle that controls the second motor so as to be in a retracted state.

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