WO2021019670A1 - Dispositif de direction assistée électrique - Google Patents

Dispositif de direction assistée électrique Download PDF

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Publication number
WO2021019670A1
WO2021019670A1 PCT/JP2019/029775 JP2019029775W WO2021019670A1 WO 2021019670 A1 WO2021019670 A1 WO 2021019670A1 JP 2019029775 W JP2019029775 W JP 2019029775W WO 2021019670 A1 WO2021019670 A1 WO 2021019670A1
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WO
WIPO (PCT)
Prior art keywords
electric power
steering device
power steering
rack shaft
gear
Prior art date
Application number
PCT/JP2019/029775
Other languages
English (en)
Japanese (ja)
Inventor
美千広 亀田
保宏 堀内
Original Assignee
日鍛バルブ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日鍛バルブ株式会社 filed Critical 日鍛バルブ株式会社
Priority to JP2021536505A priority Critical patent/JPWO2021019670A1/ja
Priority to PCT/JP2019/029775 priority patent/WO2021019670A1/fr
Publication of WO2021019670A1 publication Critical patent/WO2021019670A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • F16H25/20—Screw mechanisms
    • F16H25/24—Elements essential to such mechanisms, e.g. screws, nuts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/083—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys

Definitions

  • an electric power steering device that assists the driver in steering operation by converting the rotational motion of the electric motor into a linear motion of the rack axis by a belt transmission mechanism and a ball screw mechanism. Is disclosed.
  • the electric power steering device that employs a belt transmission mechanism rotates the electric motor via a belt installed between the main pulley that is rotated by the electric motor and the driven pulley that is integrated with the ball nut on the ball screw mechanism side. The torque is transmitted to the ball nut.
  • the present invention provides an electric power steering device in which a rotation transmission mechanism can be easily assembled to a drive conversion mechanism in the device.
  • a rotation transmission mechanism that transmits the rotation of the electric motor to rotate the nut mechanism, and a rotation transmission mechanism that converts the rotational movement of the nut mechanism into a reciprocating linear motion of the rack shaft to assist the linear movement of the rack shaft accompanying the steering operation.
  • the rotation transmission mechanism has a first pinion gear and a second pinion gear formed coaxially and integrally with a drive pinion gear rotated by an electric motor.
  • the drive gear mechanism having a pair of driven pinion gears rotated by the drive pinion gear, the driven gear mechanism that receives rotational torque from the drive gear mechanism to rotate the nut mechanism, and the pair of driven pinion gears are positioned apart from each other. To have a clip to hold.
  • the rotation transmission mechanism has a drive pinion gear that rotates the rotation torque of the electric motor by the electric motor, and a first pinion gear and a second pinion gear that are coaxially and integrally formed, and is rotated by the drive pinion gear. It is transmitted to the nut mechanism of the power conversion mechanism by a pair of driven pinion gears. Further, the pair of driven pinion gears are positioned and held by the clip.
  • the driven gear mechanism includes a first driven gear for low-speed rotation that meshes with the first pinion gear, a second driven gear for high-speed rotation that meshes with the second pinion gear, and a first driven gear.
  • a sliding screw mechanism having a rack shaft having a male screw portion on the outer periphery of the power conversion mechanism and a sliding nut mechanism rotatably screwed to the outer periphery of the rack shaft. It is desirable to do.
  • the sliding screw mechanism adopted in the power conversion mechanism disperses the surface pressure generated between the rack shaft and the sliding nut mechanism when assisting the reciprocating linear motion of the rack shaft.
  • the sliding nut mechanism is formed with a helical spline or a female screw having a lead angle exceeding the friction angle on the inner circumference, and a cylinder rotated by the rotation transmission mechanism and an outer circumference of the rack shaft.
  • the rack shaft is supported by a first bearing and a second bearing
  • the sliding nut is arranged between the pair of the first bearing and the second bearing so as to come into contact with the first bearing and to bring the sliding nut to the second bearing. It is desirable to have a first compression spring that urges toward the first bearing and a second compression spring that contacts the second bearing and urges the sliding nut toward the first bearing.
  • the electric power steering device when the power assist direction is reversed to the left or right, the electric power steering device is applied to the rack shaft by causing a momentary time lag until the electric motor stops and an effective reversal torque is generated.
  • a momentary decrease occurs in the auxiliary axial force, but in the electric power steering device of the present application, the auxiliary axial force generated in the rack shaft when the electric motor is rotated and reversed acts on the sliding nut. It is supplemented by the urging force of the compression spring and the second compression spring.
  • the rotational torque is transmitted between the electric motor and the power conversion mechanism by gears, and a pair of driven pinion gears that mesh with the driven gear mechanism are positioned and held by clips. Since it is not necessary to adjust the tension of the belt as in the belt transmission mechanism, the rotation transmission mechanism can be easily assembled to the drive conversion mechanism in the electric power steering device.
  • a large output power assist can be applied to the rack shaft when the vehicle is stopped or when the vehicle is running at low speed by switching the dog clutch without increasing the torque generated on the motor shaft. It can be realized, and high-speed power assist can be realized on the rack axis in steering when the vehicle is running.
  • the size of the device can be reduced by distributing the surface pressure between the rack shaft and the sliding nut mechanism, and the electric motor can be driven by the current battery mounted on a large vehicle. Even if it is operated, sufficient thrust can be applied to the rack shaft to assist steering, so it can be mounted on a large vehicle with a large vehicle weight.
  • the thrust is superior to the frictional force generated in the helical spline of the sliding nut or the male screw having a lead angle exceeding the friction angle and the helical spline of the cylinder or the female screw having a lead angle exceeding the friction angle. Since the sliding nut mechanism is easily rotated by the axial force of the rack shaft generated from the steering wheel side, the steering wheel is easily returned in the straight direction even if the axial force received from the steering wheel side is small, and the operation of the steering wheel (steering). The movements such as the wheels riding on obstacles and the steering wheel being taken off) are transmitted to the steering wheel, which makes it easier for the driver to transmit.
  • the electric power steering device even if the electric motor is temporarily stopped when the power assist direction is reversed, the assist force generated on the rack shaft by the urging force of the first compression spring or the second compression spring acting on the sliding nut. Since there is no decrease in power assist, the power assist force is not disrupted on the rack shaft during reversal.
  • FIG. 3 is an axial sectional view of the electric power steering device of the embodiment cut along the central axis of the rack axis.
  • FIGS. 1 to 3 An embodiment of the electric power steering device of the present application will be described with reference to FIGS. 1 to 3.
  • the first pinion gear 8a side is the tip direction or the front Fr
  • the second pinion gear 8b side is the base end direction or the rear Re, and others, upper: lower: left.
  • Direction: Right Up: Lo: Le: Ri.
  • the pinion gear 4a, the drive shaft 4b, and the idler gear 4c, which will be described later, are omitted.
  • the electric power steering device 1 shown in FIGS. 1 to 3 has a rotation transmission mechanism 2 and a sliding screw mechanism 3 which is a power conversion mechanism.
  • the rotation transmission mechanism 2 has a drive gear mechanism 4, a driven gear mechanism 5, and a pair of clips 6.
  • the drive gear mechanism 4 rotates to a drive pinion gear 4a, which is a spur gear coaxially and integrally fixed to a drive shaft 4b rotated by an electric motor (not shown), and to the drive shaft 4b on the tip side of the drive pinion gear 4a. It has an idler gear 4c that is freely attached and a pair of driven pinion gears 8 and 8 that are rotated by a drive pinion gear 4a.
  • the driven pinion gear 8 has a first pinion gear 8a which is a spur gear, a second pinion gear 8b which is a spur gear having a larger number of teeth and a larger tooth tip circle diameter than the first pinion gear 8a, and a driven shaft 8c, respectively.
  • the first and second pinion gears 8a and 8b are integrated in the front-rear direction by being coaxially fixed to the driven shaft 8c.
  • a mounting groove 8e for the clip 6 is formed on the outer circumference of the tip portion 8d of the driven shaft 8c projecting forward of the first pinion gear 8a.
  • the pair of clips 6 are made of a highly rigid metal or the like and have ring portions 6a and 6b at both ends, and as shown in FIG. 1, the pair of driven pinion gears 8 and 8 are one clip.
  • the ring portions 6a and 6b at both ends of 6 are fitted into the mounting grooves 8e of the tip portion 8d of the driven shaft 8c, respectively, and the ring portions 6a and 6b at both ends of the other clip 6 are the tip portions 8f shown in FIG.
  • the first pinion gears 8a and 8a are held in a pair of front and rear in a separated state in which the first pinion gears 8a and 8a do not mesh with each other and the second pinion gears 8b and 8b also do not mesh with each other.
  • the drive pinion gear 4a rotates the pair of driven pinion gears 8 and 8 by meshing with the second pinion gears 8b and 8b, respectively, and the idler gear 4c rotates with respect to the drive shaft 4b while meshing with the first pinion gears 8a and 8a.
  • the drive shaft 4b is fixed to the housing for accommodating the electric power steering device 1 via bearings (neither is shown).
  • the driven gear mechanism 5 has a smaller number of teeth than the first driven gear 9, which is a spur gear for low-speed rotation, and the first driven gear 9, and has a small tooth tip circle diameter. It has a second driven gear 10 for rotation and a clutch 11.
  • the first driven gear 9 has an inner cylinder portion 9a provided inside and a plurality of first dogs 9b provided on the inner cylinder portion 9a at equal intervals
  • the second driven gear 10 has an inner cylinder portion 9a. It has an inner cylinder portion 10a provided inside so as to have an inner diameter equal to the above, and a plurality of second dogs 10b provided in the inner cylinder portion 10a at equal intervals in the same number as the first dog 9b.
  • the clutch 11 includes a plurality of third dogs 11b provided on the tip end side of the tubular outer cylinder portion 11a at equal intervals in the same number as the first dog 9b, and the outside. It has a plurality of fourth dogs 11c provided at equal intervals on the base end side of the tubular portion 11a in the same number as the second dogs 10b.
  • a flange portion 11e provided with a groove portion 11d for engaging the tip of an electric actuator arm, which is an advancing / retreating mechanism (not shown), is integrally provided at the tip of the outer cylinder portion 11a.
  • a large number of slide grooves 11f extending in the central axis L0 direction of the dog clutch 11 are formed on the inner peripheral surface of the outer cylinder portion 11a.
  • the first driven gear 9 is supported by the outer cylinder portion 11a of the clutch 11 via the plurality of first dogs 9b
  • the second driven gear 10 is the base of the first driven gear 9 via the plurality of second dogs 10b. It is supported by the outer cylinder portion 11a while being adjacent to the end.
  • the third dog 11b and the fourth dog 11c are formed at positions facing each other on the outer cylinder portion 11a, and the axial distance between the facing third dog 11b and the fourth dog 11c is the first driven. It is formed to be equal to or larger than the total thickness of the gear 9 and the second driven gear 10 in the axial direction.
  • the clutch 11 shown in FIGS. 1 to 3 is configured to be slidable back and forth along the central axis L0 direction with respect to the first driven gear 9 and the second driven gear 10, and is arranged at three positions. .. That is, in the clutch 11, both the first dog 9b and the second dog 10b are the third dogs because the first driven gear 9 and the second driven gear 10 are arranged between the third dog 11b and the fourth dog 11c. A free arrangement that does not mesh with the 11b and the fourth dog 11c, or the third dog 11b is inserted between a pair of adjacent first dogs 9c of the first driven gear 9, and the fourth dog 11c is the second driven.
  • the first arrangement is not inserted between the pair of adjacent second dogs 10c of the gear 10, or the third dog 11b is not inserted between the pair of adjacent first dogs 9c of the first driven gear 9.
  • the dog 11c is selectively arranged at any position of the second arrangement inserted between the pair of adjacent second dogs 10c of the second driven gear 10.
  • the pair of first pinion gears 8a of the drive gear mechanism 4 meshes with the first driven gear 9, and the second pinion gear 8b meshes with the second driven gear 10.
  • the transmission of the rotational torque between the electric motor (not shown) and the sliding screw mechanism 3 is the drive pinion gear 4a, the driven pinion gear 8, the first and second driven gears 9,
  • a pair of driven pinion gears 8 which are performed by the 10 and the clutch 11 and mesh with the first and second driven gears 9 and 10 are easily positioned and held by the clip 6, so that a belt such as a belt transmission mechanism as in the prior art is used. Since it is not necessary to adjust the tension of the above, it becomes easy to assemble the rotation transmission mechanism to the drive conversion mechanism in the electric power steering device.
  • the sliding screw mechanism 3 has a rack shaft 15 having a male screw portion 15a on the outer periphery and a sliding nut mechanism 16.
  • the sliding nut mechanism 16 is composed of a sliding nut 17 and a cylinder 18.
  • the sliding nut 17 has a female threaded portion 17a that meshes with the male threaded portion 15a on the inside, and has a helical spline 17b on the outer periphery.
  • the cylinder 18 has a large number of helical splines 18a that mesh with the helical splines 17b inside, is formed so as to extend in the direction of the central axis L0 of the cylinder, and has a large number of slide grooves 18b that engage with a large number of slide grooves 11f of the clutch 11. It has on the outer circumference.
  • the cylinder 18 is inserted inside the clutch 11 with a large number of slide grooves 18b engaged with the slide grooves 11f, and holds the clutch 11 slidably in the direction along the central axis L0.
  • the clutch 11 slides back and forth with respect to the cylinder by being pressed back and forth by an electric actuator arm (advancing and retreating mechanism (not shown)) that engages with the groove portion 11d of the flange portion 11e.
  • the advance / retreat mechanism (not shown) may be realized by a solenoid mechanism or the like provided on the clutch 11.
  • a male screw having a lead angle exceeding the friction angle is formed on the outer periphery of the sliding nut 17 instead of the helical spline 17b, and a female screw having a lead angle exceeding the friction angle is formed instead of the helical spline 18a.
  • the slip nut 17 may be engaged with the cylinder 18 via the male screw and the female screw formed inside the cylinder 18 and having a lead angle exceeding the friction angle.
  • a first compression spring 19 and a second compression spring 20, which are coil springs, are arranged before and after the sliding nut 17 screwed to the rack shaft 15, and further, before and after the first compression spring 19 and a second compression spring 20.
  • the 1 washer 21 and the 2nd washer 22 are arranged respectively.
  • the rack shaft 15 shown in FIG. 2 is screwed with a sliding nut 17, and is screwed to the cylinder 18 with the first compression spring 19, the second compression spring 20, the first washer 21, and the second washer 22 arranged. And, it is inserted into the clutch 11 holding the first driven gear 9 and the second driven gear 10 together with the cylinder 18.
  • the rack shaft 15 having both ends protruding in front of the cylinder 18 and rear of the second driven gear 10 has a first bearing member 23 which is a first bearing and a second bearing which is a second bearing in the front and rear. It is held by a member 24 and attached to a housing (not shown) via a first ball bearing 25 and a second ball bearing 26.
  • the first bearing member 23 shown in FIG. 3 is formed in a cylindrical shape, has a bearing fixing portion 23a on the outer periphery of the tip, and has a flange portion 23b for positioning the first ball bearing 25 rearward at the base end portion thereof.
  • the circular rack shaft holding portion 23c is provided inside the bearing fixing portion 23a
  • the bottom portion 23d is provided inside the flange portion 23b
  • the first washer 21 is engaged with the base end side of the bottom portion. It has a groove 23e.
  • the second bearing member 24 is formed in a cylindrical shape, has a bearing fixing portion 24a on the outer periphery of the base end, and has a flange portion 24b at the tip portion thereof for positioning the second ball bearing 26 forward.
  • a cylindrical rack shaft holding portion 24c is provided inside the fixing portion 24a
  • a bottom portion 24d is provided inside the flange portion 24b
  • a circular groove 24e for engaging the second washer 22 is provided on the tip end side of the bottom portion.
  • the rack shafts 15 shown in FIGS. 2 and 3 were inserted into the rack shaft holding portions 23c and 24c of the first and second bearing members 23 and 24, respectively, and the cylinder 18 was held by the circular grooves 23e and 24e.
  • the tip and base ends are sandwiched by the first and second washers 21 and 22.
  • the first and second bearing members 23 and 24 rotate to the housing (not shown) together with the rack shaft 15 by being attached to the housing (not shown) via the first ball bearings 25 and 26.
  • the stopper 11g formed under the flange portion 11e and the flange portion 18c formed near the tip of the cylinder 18 come into contact with each other when sliding forward. As a result, it is positioned forward, and when it slides backward, the base end portion 11h comes into contact with the tip portion 24f of the second bearing member 24 and is positioned rearward.
  • the first compression spring 19 shown in FIG. 2 is compressed to the front end portion of the first washer 21 and the sliding nut 17 to urge the sliding nut 17 toward the second bearing member 24 and to urge the sliding nut 17 to the second bearing member 24.
  • the two compression springs 20 are compressed by the rear end portion of the sliding nut 17 and the second washer 22 to urge the sliding nut 17 toward the first bearing member 23 with the same urging force as the first compression spring 19.
  • the sliding nut 17 is held at the center of the rack shaft 15 by the balance of the urging forces of both compression springs.
  • the operation of the electric power steering device 1 of this embodiment will be described with reference to FIGS. 1 to 3.
  • the rack shaft 15 shown in FIG. 1 moves back and forth as the driver steers the vehicle left and right by steering (not shown).
  • An electric motor (not shown) rotates the drive pinion gear 4a in accordance with the advancing / retreating direction of the rack shaft 15 based on steering, and simultaneously rotates both the first driven gear 9 and the second driven gear 10 via the driven pinion gear 8. Let me.
  • the third dog 11b and the fourth dog 11c do not mesh with any of the first dog 9b of the first driven gear 9 and the second dog 10b of the second driven gear 10, and the first It is arranged in a "free arrangement” that does not receive rotational torque from any of the 1st and 2nd driven gears 9 and 10.
  • the clutch 11 is slid rearward by an electric actuator arm (not shown) and the third dog 11b is arranged in the "first arrangement" in which the first dog 9b of the first driven gear 9 is engaged, the clutch 11 is electrically operated (not shown). As the motor rotates, it receives a large torque from the first driven gear 9 and rotates at a low speed.
  • the clutch 11 shown in FIGS. 1 and 3 is slid forward by an electric actuator arm (not shown), and the fourth dog 11c is arranged in the "second arrangement" in which the second dog 10b of the second driven gear 10 meshes with the second dog 10b.
  • the clutch 11 receives a torque smaller than that of the first driven gear 9 from the second driven gear 10 as the electric motor (not shown) rotates, and rotates at a high speed.
  • the clutch 11 is automatically arranged in the first arrangement by the electric actuator mechanism at a low speed such as 0 km to 10 km / h according to the vehicle speed detected by the vehicle speed detection device (not shown), and the second arrangement when the speed exceeds 10 km / h. It is desirable to be able to switch automatically to.
  • the clutch 11 shown in FIGS. 1 and 3 is a cylinder that meshes inward through a slide groove 11f based on the rotation of an electric motor (not shown) and the selective arrangement of the "first arrangement" or the "second arrangement”. 18 is rotated. At that time, the sliding nut 17 that meshes with the cylinder 18 via the helical spline 18a (or a female screw having a lead angle exceeding the friction angle) and the helical spline 17b (or a male screw having a lead angle exceeding the friction angle) is attached to the cylinder 18. While rotating relative to each other, it moves back and forth along the central axis L0.
  • the sliding nut 17 rotates while advancing and retreating back and forth to advance and retreat the rack shaft 15 that meshes with the female screw 17a and the male screw 15a, thereby moving the rack shaft 15 back and forth along the central axis L0.
  • a large axial force is generated on the rack shaft 15 at a low speed by arranging the clutch 11 in the "first arrangement" in steering steering of a stopped vehicle or running at a low speed.
  • the rack shaft 15 is generated with an axial force smaller than that in the "first arrangement” at a high speed to assist the steering.
  • the thrust is superior to the frictional force generated between the sliding nut 17 and the cylinder 18, and the screw used for meshing is a helical spline or a screw having a lead angle exceeding the frictional angle.
  • the screw used for meshing is a helical spline or a screw having a lead angle exceeding the frictional angle.
  • the rack shafts of FIGS. 1 and 3 have the steering wheels based on the setting of the caster angle and the trail amount of the steering wheels (not shown).
  • the steering wheel side receives an axial force in the opposite direction to that during steering.
  • the sliding nut 17 has a helical spline 17b (or a male screw having a lead angle exceeding the friction angle) and a helical spline 18a (or a lead angle exceeding the friction angle) of the cylinder 18.
  • the rack shaft 15 rotates relative to the rack shaft 15 and the cylinder 18 without becoming independent, and the rack shaft 15 is moved forward and backward along the central axis L0 in the direction opposite to that during steering. , Return the steering wheel to the straight direction.
  • the sliding nut 17 arranged at a position deviated from the center position of the rack shaft 15 to the left or right side compresses one of the first compression spring 19 and the second compression spring 20. Therefore, according to the electric power steering device of the present embodiment, when the driver switches the steering steering direction, the compressed first compression spring 19 or the second compression spring 20 is driven by a force that tries to return to the original position. By applying torque in the reversing direction (reversing direction of the electric motor) to the sliding nut 17, a decrease in the axial force applied to the rack shaft 15 from the electric motor (not shown) acts on the sliding nut 17.
  • the rack shaft 15 does not break the auxiliary force when the steering direction is reversed.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Power Steering Mechanism (AREA)

Abstract

L'invention concerne un dispositif de direction assistée électrique dans lequel un mécanisme de transmission de rotation peut être facilement assemblé par rapport à un mécanisme de conversion d'entraînement à l'intérieur du dispositif de direction assistée électrique. Un dispositif de direction assistée électrique (1) comprend un mécanisme de transmission de rotation (2) qui fait tourner un mécanisme d'écrou (16) au moyen de la rotation d'un moteur électrique, et un mécanisme de conversion de puissance motrice (3) qui convertit un mouvement de rotation du mécanisme d'écrou en un mouvement de va-et-vient linéaire d'un arbre de crémaillère (15) de sorte à assister un mouvement linéaire de l'arbre de crémaillère (15), le mécanisme de transmission de rotation (2) comprenant : un mécanisme d'engrenage d'entraînement (4) ayant un pignon d'entraînement (4a) qui tourne au moyen du moteur électrique, et une paire d'engrenages à pignons entraînés (8) qui comprennent des premier et second engrenages à pignons (8a, 8b) formés coaxialement et d'un seul tenant, et qui tournent au moyen d'un pignon d'entraînement (7a) ; un mécanisme d'engrenage entraîné (5) qui reçoit un couple de rotation provenant du mécanisme d'engrenage d'entraînement (4) de sorte à faire tourner le mécanisme d'écrou (16) ; et une attache (6) qui positionne et maintient la paire d'engrenages à pignons entraînés (8) dans un état espacé.
PCT/JP2019/029775 2019-07-30 2019-07-30 Dispositif de direction assistée électrique WO2021019670A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2021536505A JPWO2021019670A1 (fr) 2019-07-30 2019-07-30
PCT/JP2019/029775 WO2021019670A1 (fr) 2019-07-30 2019-07-30 Dispositif de direction assistée électrique

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Application Number Priority Date Filing Date Title
PCT/JP2019/029775 WO2021019670A1 (fr) 2019-07-30 2019-07-30 Dispositif de direction assistée électrique

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Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08338482A (ja) * 1995-06-13 1996-12-24 Exedy Corp トランスミッション
JP2001206233A (ja) * 1999-12-21 2001-07-31 Ford Global Technol Inc 直線的に駆動されるアクチュエーター・シャフトを有する自動車用操舵システム
JP3653617B2 (ja) * 1997-02-28 2005-06-02 光洋精工株式会社 動力舵取装置
JP2006329258A (ja) * 2005-05-24 2006-12-07 Hitachi Ltd 回転直動変換機構
JP2008273327A (ja) * 2007-04-26 2008-11-13 Nissan Motor Co Ltd 車両用可変ギヤ比操舵装置
JP2014202354A (ja) * 2013-04-10 2014-10-27 Thk株式会社 送り装置
KR20150078303A (ko) * 2013-12-30 2015-07-08 창원대학교 산학협력단 직렬 탄성 액츄에이터 장치
JP2015166223A (ja) * 2014-03-04 2015-09-24 Ntn株式会社 車両用操舵装置
US9470296B1 (en) * 2015-04-17 2016-10-18 Trw Automotive U.S. Llc Anti-lash assembly for vehicle power steering

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08338482A (ja) * 1995-06-13 1996-12-24 Exedy Corp トランスミッション
JP3653617B2 (ja) * 1997-02-28 2005-06-02 光洋精工株式会社 動力舵取装置
JP2001206233A (ja) * 1999-12-21 2001-07-31 Ford Global Technol Inc 直線的に駆動されるアクチュエーター・シャフトを有する自動車用操舵システム
JP2006329258A (ja) * 2005-05-24 2006-12-07 Hitachi Ltd 回転直動変換機構
JP2008273327A (ja) * 2007-04-26 2008-11-13 Nissan Motor Co Ltd 車両用可変ギヤ比操舵装置
JP2014202354A (ja) * 2013-04-10 2014-10-27 Thk株式会社 送り装置
KR20150078303A (ko) * 2013-12-30 2015-07-08 창원대학교 산학협력단 직렬 탄성 액츄에이터 장치
JP2015166223A (ja) * 2014-03-04 2015-09-24 Ntn株式会社 車両用操舵装置
US9470296B1 (en) * 2015-04-17 2016-10-18 Trw Automotive U.S. Llc Anti-lash assembly for vehicle power steering

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