JP7150402B2 - Rudder angle sensor mounting structure - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering angle sensor mounting structure for fitting a gear constituting a steering angle sensor to a rotating body that rotates in conjunction with a steering wheel.

Conventionally, in a vehicle such as an automobile, a steering angle sensor is attached to a roll connector that rotates in conjunction with the steering wheel in order to transmit rotation of the steering wheel to a steering angle detection circuit (see Patent Document 1). ).

Here, the roll connector has an annular fixed case and a rotating case rotatably provided inside thereof. , the rotating case of the roll connector rotates in conjunction with the steering shaft (steering wheel). On the other hand, the ring-shaped main gear that constitutes the steering angle sensor is engaged with the rotating case of the roll connector, the rotation of the steering shaft is transmitted to the main gear, and one of the two sub-gears housed in the fixing case of the roll connector. meshes with the main gear and rotates in conjunction with the main gear, and is arranged so that the rotation of one of the sub-gears is transmitted to the other sub-gear. The angle is detected by a steering angle detection circuit. There is also a configuration in which the two sub-gears do not mesh with each other, but mesh with the main gear.

A ring-shaped main gear is attached from the outside of the rotation case to the engagement portion between the rotation case of the roll connector and the main gear of the steering angle sensor. A plurality of projections formed on the inner circumference of the main gear of the steering angle sensor are engaged with each of them.

Japanese Patent Application Laid-Open No. 2015-108592 (paragraphs 0018 to 0021, see FIGS. 3 and 4)

However, in the case of the mounting structure of the steering angle sensor to the roll connector described above, in order to transmit the rotation of the rotation case of the roll connector to the main gear and sub-gear of the steering angle sensor, the recess on the side of the rotation case of the roll connector and the steering angle sensor The required play is provided between the main gear side of the steering angle sensor, between the main gear of the steering angle sensor and the sub-gear that meshes with it, and between the two sub-gears. There is a so-called "dead zone" in which rotation is not transmitted to the steering angle detection circuit. This dead zone is also caused by the eccentricity of the rotating case and the main gear of the steering angle sensor during assembly. Since this poses a problem in accurately performing vehicle control using the steering angle detection value, it is desired to minimize the dead zone.

SUMMARY OF THE INVENTION An object of the present invention is to provide a structure capable of reducing a dead zone when a steering angle sensor is attached to a rotating body such as a roll connector that rotates in conjunction with steering.

In order to achieve the above object, the steering angle sensor mounting structure of the present invention provides a steering angle sensor for mounting a rotating body that rotates in conjunction with a steering wheel by externally fitting a gear that constitutes the steering angle sensor. In the mounting structure of (1), a rotating body-side fitting portion formed of either a projection or a recess formed on the rotating body, and the rotating body-side fitting portion of the rotating body formed on the gear of the steering angle sensor a sensor-side fitting portion formed of either a recess or a projection to be fitted, wherein the rotating-body-side fitting portion and the sensor-side fitting portion, whichever is formed of a recess, are spaced between opposing surfaces of the recess; are formed wider than the width of the convex portion of the rotating-body-side fitting portion and the sensor-side fitting portion, and a pair of elastic springs provided at positions opposed to each other on the facing surfaces of the recesses. An elastic portion and a pair of protruding portions integrally formed to bulge at positions facing each other on opposing surfaces of the recess and on the tip side of the protruding portion in a state where the protruding portion is fitted in the recess. , the distance between the tips of the protrusions is wider than the width of the protrusion, and the distance between the elastic parts is narrower than the width of the protrusion toward the tip. It is characterized in that an elastic portion is formed.

According to such a configuration, when the convex portion of the rotating-body-side fitting portion and the sensor-side fitting portion is fitted between the pair of elastic portions, both elastic portions are deformed. The distance between the tips of the elastic parts widens, the convex part is fitted between the two elastic parts, and due to the elastic force of both elastic parts, the fitted convex part continues to be sandwiched between the tips of the two elastic parts, and the fitted convex part is It is held by both elastic parts.

Therefore, when the sensor-side fitting portion is fitted to the rotating-body-side fitting portion, the convex portions of the rotating-body-side fitting portion and the sensor-side fitting portion are displaced by the elastic forces of both elastic portions. When the steering wheel rotates, it can reliably transmit the rotation to the steering angle detection circuit. It is possible to reduce the dead band in which the steering angle detection value is not transmitted to the steering angle detection value, and to improve the control accuracy when performing vehicle control using the steering angle detection value.

Further, the distance between the tips of both projections formed on the facing surface of the recessed portion of the rotor-side fitting portion and the sensor-side fitting portion is the same as that of the rotor-side fitting portion and the sensor-side fitting portion. For example, even if one or both of the blades are damaged, the protrusions contact one of the protrusions when the steering wheel rotates, causing the steering wheel to be damaged. rotation of the steering wheel is transmitted, it is possible to prevent a situation in which the rotation angle of the steering wheel cannot be detected.

Further, the distance between the two elastic portions is set so that it becomes narrower than the width of the protrusion as it goes toward both protrusions of the rotator-side fitting portion and the sensor-side fitting portion located on the tip side of the protrusion. Since the elastic portion is formed, when the rotator-side fitting portion and the sensor-side fitting portion are fitted together, the projection can be guided toward the distal end where the gap between the two elastic portions is narrowed, thereby improving the fitting operation. work can be done easily.

Further, the steering angle sensor mounting structure of the present invention is a steering angle sensor mounting structure for attaching a gear constituting the steering angle sensor to a rotating body that rotates in conjunction with a steering wheel by externally fitting the gear. a rotating body-side fitting portion formed of either a projection or a recess formed on a body; and a recess or projection formed on the gear of the steering angle sensor and fitted to the rotating body-side fitting portion of the rotating body. and a sensor-side fitting portion composed of the other of the rotating-body-side fitting portion and the sensor-side fitting portion, the one of which is a recess, the interval between the facing surfaces of the recess is equal to that of the rotating-body-side fitting a pair of base portions which are formed wider than the width of the convex portion of the portion and the sensor-side fitting portion and integrally bulge formed at positions facing each other on the opposing surfaces of the concave portion; and a pair of resilient elastic portions integrally provided at the respective tips, wherein the distance between the tips of the base portions is formed wider than the width of the convex portion, and the distance between the elastic portions is the width of the tips. It is preferable that the width becomes narrower than the width of the convex portion as it goes toward.

According to such a configuration, when the convex portion of the rotating-body-side fitting portion and the sensor-side fitting portion is fitted between the pair of elastic portions, both elastic portions are deformed. The distance between the tips of the elastic parts widens, and the convex parts of the rotating-body-side fitting part and the sensor-side fitting part are fitted between the two elastic parts, and the spring force of the two elastic parts pushes the fitting protrusions into the two elastic parts. continue to maintain the abutting state, and the fitted convex portion is held by both elastic portions. Therefore, it is possible to keep the protrusions of the rotor-side fitting portion and the sensor-side fitting portion in a fitted state, and to reliably transmit the rotation of the steering wheel to the steering angle detection circuit when the steering wheel rotates. As a result, the dead zone can be reduced, and the control accuracy can be improved when the vehicle is controlled using the steering angle detection value.

In addition, a pair of base portions are integrally formed at positions facing each other on the facing surfaces of the projections of the rotor-side fitting portion and the sensor-side fitting portion, and the distance between the tips of the both base portions is determined by the rotation. One or both of the pair of elastic elastic portions integrally provided at the tip of each of the base portions is formed wider than the width of the convex portion of the body-side fitting portion and the sensor-side fitting portion. Even if the steering wheel is damaged, when the steering wheel rotates, the convex portion abuts on one of the bases and the rotation of the steering wheel is transmitted, preventing a situation in which the rotation angle of the steering wheel cannot be detected. it becomes possible to

According to the present invention, when the sensor-side fitting portion is fitted to the rotating-body-side fitting portion, the elastic force of both elastic portions causes the convex portion of the rotating-body-side fitting portion and the sensor-side fitting portion to move. can be held in a state of being sandwiched between the two elastic portions by fitting into the recess, it is possible to reduce a dead zone in which even if the steering wheel rotates, the rotation is not transmitted to the steering angle detection circuit. As a result, when the steering wheel rotates, the rotation can be reliably transmitted to the steering angle detection circuit, making it possible to improve the control accuracy when performing vehicle control using the steering angle detection value. Become.

1 is an exploded perspective view of a first embodiment of a steering angle sensor mounting structure according to the present invention; FIG. FIG. 2 is a front view of part of the steering angle sensor of FIG. 1; A part of steering angle sensor of FIG. 1 is shown, (a) is a front view, (b) is a bottom view. FIG. 2 is a bottom view of the portion of FIG. 1 before mating; FIG. 2 is a bottom view of the portion of FIG. 1 in a state after mating; FIG. 4 is a bottom view of a state different from FIG. 3; FIG. 10 is a bottom view of a portion of the second embodiment of the present invention before mating; FIG. 8 is a bottom view of the portion of FIG. 7 in a state after mating;

<First Embodiment>
A first embodiment of a steering angle sensor mounting structure according to the present invention will be described in detail with reference to FIGS. 1 to 6. FIG.

As shown in FIG. 1, the mounting structure of the steering angle sensor in this embodiment includes a roll connector, which is a rotating body that rotates in conjunction with the steering wheel 1 in order to transmit the rotation of the steering wheel 1 to the steering angle detection circuit. 2 to which a steering angle sensor 3 is attached.

The roll connector 2 includes an annular fixed case 2a and a rotary case 2b having a cylindrical portion rotatably provided on the inner peripheral side of the fixed case 2a. is fitted to the rotating case 2b of the roll connector 2, the rotating case 2b of the roll connector 2 rotates in conjunction with the steering shaft (steering wheel 1).

As shown in FIG. 2, the steering angle sensor 3 includes a ring-shaped main gear 3a, a first sub-gear 3b having a smaller diameter than the main gear 3a meshing with the main gear 3a, and a first sub-gear 3b having a smaller diameter than the main gear 3a and meshing with the first sub-gear 3b. and a second sub-gear 3c.

Then, the main gear 3a is engaged with the rotary case 2b of the roll connector 2, the rotation of the steering shaft is transmitted to the main gear 3a, and the first sub-gear 3b rotates in conjunction with the main gear 3a, thereby rotating the first sub-gear 3b. is transmitted to the second sub-gear 3c, and the rotation angle of the steering shaft, that is, the steering wheel 1 is detected by a steering angle detection circuit based on the rotation of both sub-gears 3b and 3c. The first and second sub-gears 3b and 3c may not mesh with each other, and both sub-gears 3b and 3c may mesh with the main gear 3a.

By the way, as described above, the main gear 3a of the steering angle sensor 3 is attached by being engaged with the rotation case 2b of the roll connector 2. A combination of a concave portion as a fitting portion and a convex portion as a sensor-side fitting portion formed on the side of the main gear 3a of the steering angle sensor 3 is employed.

Specifically, as shown in FIG. 2, on the inner periphery of the main gear 3a of the steering angle sensor 3, two protrusions 31 and 32 protrude toward the center at two opposite locations 180° apart. As shown in FIG. 3, two recessed portions 21 and 22 are formed in two opposite locations 180° apart from each other on the rear end surface of the rotary case 2b of the roll connector 2 to form one of the main gears 3a. The convex portion 31 of the main gear 3a fits into one concave portion 21 of the rotary case 2b, and the other convex portion 32 of the main gear 3a fits into the other concave portion 22 of the rotary case 2b. The convex portions 31 and 32 are preferably rectangular parallelepipeds as shown in FIGS. 3 and 4, but are not limited to rectangular parallelepipeds.

At this time, as shown in FIG. 2, the convex portions 31 and 32 on the side of the main gear 3a are formed so that the other convex portion 32 is wider than the concave portion 21 on the side of the rotary case 2b. are formed to have substantially the same width when viewed from the front, and the other concave portion 22 on the side of the rotary case 2b is formed to be slightly wider than the other convex portion 32 on the side of the main gear 3a when viewed from the front. As with the recessed portion 22, the distance between the facing surfaces of the one recessed portion 21 on the 2b side is formed to be wider than the width of the one projected portion 31 on the main gear 3a side when viewed from the front.

As shown in FIG. 3, one recess 21 on the side of the rotary case 2b has base portions 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1 and 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1, 5a1; The elastic portions 5a2 and 5b2 at the tips of the engaging pieces 5a and 5b are formed integrally with the base portions 5a1 and 5b1 so as to form a V-shape. A pair of protruding portions 6a and 6b are integrally formed to bulge at positions facing each other and on the tip side of the protruding portion 31 on the side of the main gear 3a in the engaged state.

Furthermore, the distance w1 between the ends of both protrusions 6a and 6b is formed to be wider than the width w2 of one protrusion 31 on the side of the main gear 3a when viewed from the front. are formed integrally with each of the bases 5a1 and 5b1 so as to narrow toward the front and form a V-shape. The distance between the tips of the elastic portions 5a2 and 5b2 of the engaging pieces 5a and 5b is narrower than the width w2 of the projection 31 on the side of the main gear 3a in the engaged state when viewed from the front.

As described above, when the convex portion 31 of the main gear 3a of the steering angle sensor 3 is fitted between the pair of engaging pieces 5a and 5b, the elastic portions 5a2 and 5b2 at the tips of the engaging pieces 5a and 5b are pulled out. 5 from the state indicated by the dashed line to the state indicated by the solid line, whereby the gap between the two elastic portions 5a2 and 5b2 widens to the width w2 or more of the convex portion 31, and the convex portion 31 of the main gear 3a spreads between the two elastic portions 5a2 and 5b2. It is spread and fitted between the elastic portions 5a2 and 5b2. Then, due to the elastic force of both elastic portions 5a2 and 5b2, the fitted convex portion 31 continues to be sandwiched between both elastic portions 5a2 and 5b2, so that the convex portion 31 does not cause displacement between both elastic portions 5a2 and 5b2. 5b2.

Since the convex portion 31 is held between the elastic portions 5a2 and 5b2 at the tips of the engaging pieces 5a and 5b, when the steering wheel 1 rotates, the steering angle sensor 3 detects the steering angle detection circuit. The rotation of the wheel 1 can be reliably transmitted, and even if the steering wheel 1 rotates, it is possible to reduce the dead zone in which the rotation is not transmitted to the steering angle detection circuit. It is possible to improve control accuracy when performing control.

Further, as shown in FIG. 4, the distance w1 between the tips of both protrusions 6a and 6b formed in one recess 21 is wider than the width w2 (<w1) of the protrusion 31 on the main gear 3a side in front view. Therefore, as shown in FIG. 6, when the steering wheel 1 rotates with the elastic portion 5a2 of one of the engagement pieces 5a and 5b broken away from the base portion 5a1, for example, the convex portion is formed. Since the portion 31 abuts on one protruding portion 6a with little play, the rotation of the steering wheel 1 is continuously transmitted to the steering angle sensor 3, preventing the occurrence of a situation in which the rotation angle of the steering wheel 1 cannot be detected. be done.

Furthermore, since the elastic portions 5a2 and 5b2 of the engaging pieces 5a and 5b are formed so that the distance between the elastic portions 5a2 and 5b2 narrows toward the tip, the rotation case 2b and the main gear 3a are fitted. At the time of fitting, as indicated by the thick line arrows in FIG. 4, the protrusion 31 can be guided toward the distal ends of the two elastic portions 5a2 and 5b2, thereby facilitating the fitting operation.

Therefore, according to the above-described first embodiment, when the convex portion 31 of the main gear 3a of the steering angle sensor 3, which is the sensor-side fitting portion, is fitted into the recessed portion 21, which is the rotating body-side fitting portion, Due to the elastic force of the two elastic portions 5a2 and 5b2, the convex portion 31 can be fitted into the concave portion 21 and held between the two elastic portions 5a2 and 5b2. The dead zone in which the rotation is not transmitted to the steering angle detection circuit can be reduced, and when the steering wheel 1 rotates, the rotation of the steering wheel 1 can be reliably transmitted to the steering angle detection circuit via the steering angle sensor 3. Therefore, it is possible to improve the control accuracy when performing vehicle control using the steering angle detection value.

Further, since the distance w1 between the ends of both projecting portions 6a and 6b formed in the recess 21 is wider than the width w2 (<w1) of the projecting portion 31 on the main gear 3a side, when the projecting portion 31 is fitted, The amount of deflection of both elastic portions 5a2 and 5b2 can be limited to such an extent that both elastic portions 5a2 and 5b2 are not damaged. Even if the steering wheel 1 is damaged, the protrusion 31 abuts against one protrusion 6a without play when the steering wheel 1 rotates, and the rotation of the steering wheel 1 continues to be transmitted. It is possible to prevent an unexpected situation in which detection is not possible.

Furthermore, since the distance between the elastic portions 5a2 and 5b2 at the tips of the engaging pieces 5a and 5b is narrowed toward the tips, when the rotary case 2b and the main gear 3a are fitted together, the main gear 3a side is Since the convex portion 31 can be guided toward the distal ends of both the elastic portions 5a2 and 5b2 inside the concave portion 31, it is possible to easily perform the fitting operation between the rotary case 2b and the main gear 3a.

<Second embodiment>
Next, a second embodiment of the present invention will be described with reference to FIGS. 7 and 8. FIG. In FIGS. 7 and 8, the same reference numerals as those of the above-described first embodiment indicate the same or corresponding parts, and the points different from the first embodiment will be mainly described below.

In the second embodiment, as shown in FIG. 7, the protrusions 6a and 6b are not formed in the concave portion 21 of the rotary case 2b, and the base portions 5a1 and 5b1 and the base portions 5a1 and 5b1 are formed integrally and continuously. The difference from the above-described first embodiment is that the engaging pieces 5a and 5b having elastic portions 5a2 and 5b2 having elastic properties are provided at positions facing each other on the facing surfaces of the recess 21, respectively.

At this time, the distance w3 between the tips of the base portions 5a1 and 5b1 of the engaging pieces 5a and 5b is set wider than the width w2 (<w3) of the protrusion 31 on the main gear 3a side when viewed from the front. The elastic portions 5a2 and 5b2 are formed such that the distance between the tips of the elastic portions 5a2 and 5b2 having elasticity is smaller than the width w2 of the convex portion 31 when viewed from the front.

Even without the projecting portions 6a and 6b, as shown in FIG. 8, for example, when the elastic portion 5a2 of one of the engaging pieces 5a and 5b is damaged so as to be separated from the base portion 5a1, the steering wheel can be 1 rotates, the convex portion 31 abuts on the tip of the base portion 5a1 of one engaging piece 5a, so that the rotation of the steering wheel 1 can be continuously transmitted to the steering angle sensor 3 side. Here, in case the elastic portions 5a2 and 5b2 at the tips of the engaging pieces 5a and 5b are damaged, the base portions 5a1 and 5b1 are formed thicker and stronger than in the case of the first embodiment in which the projecting portions 6a and 6b are formed. It is desirable to keep

In addition, since the elastic portions 5a2 and 5b2 are formed so that the distance between the elastic portions 5a2 and 5b2 at the tips of the engaging pieces 5a and 5b narrows toward the tips, the rotation case 2b and the main gear 3a are separated from each other. 7, the convex portion 31 can be guided toward the distal ends of the elastic portions 5a2 and 5b2, as indicated by the thick line arrows in FIG.

Therefore, according to the above-described second embodiment, it is possible to obtain the same effects as those of the first embodiment.

The present invention is not limited to the above-described embodiments, and various modifications other than those described above can be made without departing from the scope of the present invention. For example, the rotating body is not limited to the roll connector 2 described above.

Further, in the above-described embodiment, an example in which the two concave portions 21, 22 and the two convex portions 31, 32 are formed at opposing positions 180 degrees apart from the rotary case 2b and the main gear 3a has been described. The formation positions of the concave portions 21 and 22 and the two convex portions 31 and 32 do not necessarily have to be shifted by 180° and may be formed at different positions.

Moreover, in the above-described embodiment, the engaging pieces 5a and 5b having the elastic portions 5a2 and 5b2 may be formed in both of the two concave portions 21 and 22, respectively. Furthermore, three or more recesses similar to the recess 21 having the elastic portions 5a2 and 5b2 may be formed in the rotary case 2b.

In the above-described embodiment, the elastic portions 5a2 and 5b2 are described as having a V-shape. The gap between 5a2 and 5b2 becomes narrowest in the middle, and the gap may be narrower than the width w2 of the projection 31 when viewed from the front. The elastic portions 5b2 and 5b2 may be formed as follows.

Moreover, in the above-described first embodiment, the engaging pieces 5a and 5b may be configured to have only the elastic portions 5a2 and 5b2 without the base portions 5a1 and 5b1.

In the above-described embodiment, the concave portion is formed on the rotary case 2b and the main gear 3a of the steering angle sensor 3 is formed with a convex portion. A recess may be formed in 3a.

Also, the present invention can be applied to a portion where a steering angle sensor is attached to a rotating body that rotates in conjunction with a steering wheel.

1 ... steering wheel 2 ... roll connector (rotating body)
21 ... recessed portion (rotating body side fitting portion)
3 ... Rudder angle sensor 3a ... Main gear 31 ... Convex part (sensor side fitting part)
5a1, 5b1 ... base portion 5a2, 5b2 ... elastic portion 6a, 6b ... projection portion

Claims (1)

In a steering angle sensor mounting structure for mounting a gear that constitutes a steering angle sensor by externally fitting it to a rotating body that rotates in conjunction with a steering wheel,
a rotor-side fitting portion formed of one of a protrusion and a recess formed on the rotor;
a sensor-side fitting portion formed on the gear of the steering angle sensor and formed of either a concave portion or a convex portion that fits with the rotating-body-side fitting portion of the rotating body;
Of the rotor-side fitting portion and the sensor-side fitting portion, the one formed of a recess is
The interval between the facing surfaces of the recess is formed to be wider than the width of whichever of the rotor-side fitting portion and the sensor-side fitting portion is formed by the protrusion,
a pair of elastic elastic portions provided at positions facing each other on the facing surfaces of the recess;
a pair of projecting portions integrally formed to bulge at positions facing each other on the facing surfaces of the recess and on the tip side of the projecting portion in a state of being fitted in the recess;
The distance between the tips of the both protrusions is formed wider than the width of the protrusion,
A mounting structure for a steering angle sensor, wherein the two elastic portions are formed so that the distance between the two elastic portions becomes narrower than the width of the convex portion toward the distal end thereof.

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