JP2009113667A - Vehicle steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To regulate a rotation amount of a steering handle, which is increased in an assist stop state, in a vehicle steering device below a preset allowable rotation amount.
A speed change mechanism CM provided in a vehicle steering system includes a planetary gear mechanism 90 and an output gear 12a, and the rotation of an upper shaft 11 (first shaft) is reduced at the same speed or decelerated. It is transmitted to the shaft 12 (second axis). The rotation restricting mechanism 100 is configured such that when the rotation of the upper shaft 11 (first axis) is decelerated and transmitted to the lower shaft 12 (second axis), the rotation amount of the steering handle SH increases. The restriction member 103 integrally fixed to the upper shaft 11 and the solenoid pin 102 are brought into contact with each other so that the wiring unit provided on the SH side is not disconnected. This makes it possible to reliably regulate the amount of rotation of the upper shaft 11 (steering handle SH).
[Selection] Figure 4

Description

  The present invention relates to a steering means operated by a driver, a transmission shaft for connecting the steering means and a steered wheel and transmitting a steering force input via the steering means to the steered wheel, and the transmission shaft The present invention relates to a vehicle steering apparatus including an auxiliary force applying unit that is connected to the vehicle and applies a predetermined auxiliary force to the operation of the steering unit.

2. Description of the Related Art Conventionally, in a vehicle steering apparatus provided with auxiliary force applying means (for example, an electric motor) for reducing a steering force necessary for operating a steering means (for example, a steering wheel) by a driver, the operation of the auxiliary force applying means is performed. Proposals have been made to suppress the deterioration of the steering performance when the vehicle stops. For example, in Patent Document 1 below, detection torque is taken in from detection means operating normally among detection means for estimating a plurality of steering states, and the assist torque by the electric motor is monitored while monitoring the read detection information. An electric power steering control device that reduces the application of the power is shown. According to this conventional electric power steering control device, it is possible to prevent a sudden decrease in assist torque due to the stop of the electric motor, so that a good steering feeling is ensured.
JP 2005-67262 A

  By the way, even in the conventional electric power steering control device disclosed in Patent Document 1, the assist torque (assisting force) is not applied after the operation of the electric motor is completely stopped. For this reason, in order for the driver to rotate the steering means (steering handle), a large steering force (for example, steering torque) is required, which imposes a physical burden on the driver. Therefore, it is desired that the driver can easily rotate the steering means (steering handle) even in a situation where some abnormality occurs and the assist torque (assist force) is not applied.

  In the situation where the assist torque is applied to the above-described problem (the normal state where the auxiliary force applying means applies the auxiliary force), the rotation of the first shaft that can be rotated by the operating force from the steering means is made the same speed. Thus, in a situation where the assist torque is not applied by the steering force transmitted from the first shaft and the assist torque is not applied (the assist force application stop state in which the assist force applying means does not apply the assist force), the first By providing a speed change mechanism that decelerates the rotation of the shaft and transmits it to the second shaft, even when the assist torque is not applied, the steering means can be easily rotated by only the steering force input by the driver via the steering means. Is possible.

  However, in a situation where the assist mechanism does not apply assist force and the assist mechanism is in a stop state, the speed change mechanism decelerates the rotation of the first shaft and transmits it to the second shaft. The amount of rotation (for example, the number of rotations) to increase increases. By the way, usually, a vehicle steering device includes various devices (for example, a horn switch and an air bag device) provided in the steering means and various devices (for example, a horn and an air bag control device) provided on the vehicle body side. A wiring unit that keeps an electrical connection at all times, a so-called spiral cable is provided. Since this spiral cable has a function of pulling out and winding the wiring in response to the turning operation of the steering means by the driver, the spiral cable is connected to the steering means, in other words, to the steering means in the auxiliary force application stop state. In a situation where the amount of rotation (rotational speed) of the first shaft to be increased increases, the wiring may be disconnected.

  In particular, the present invention has been made to cope with the above-described problem by appropriately regulating the number of rotations of the steering means when the rotation of the transmission shaft is decelerated in the auxiliary force application stop state. A steering means operated by the transmission means, a transmission shaft for connecting the steering means and the steered wheels to transmit the steering force input via the steering means to the steered wheels, and the steering connected to the transmission shaft. In the vehicle steering apparatus including the auxiliary force applying means for applying a predetermined auxiliary force to the operation of the means, the transmission shaft is disposed on the steering means side and is rotatable by the steering force from the steering means. The first shaft and the shift mechanism disposed on the steered wheel side so as to be movable in the axial direction and capable of transmitting the rotation of the first shaft at the same speed or by decelerating the transmission. Rotation by the steering force transmitted from the first shaft A second allowable shaft, and when the rotation of the first shaft is decelerated by the transmission mechanism and transmitted to the second shaft, the rotation amount of the first shaft is set to a preset allowable rotation. It is characterized by the provision of a regulation means that regulates less than the amount.

  In this case, the restricting means compares the rotation amount detection means for detecting the rotation amount of the first shaft with the detected rotation amount and the preset allowable rotation amount of the first shaft. A rotation amount determination means for determining the rotation of the first shaft when the detected rotation amount is equal to or greater than the allowable rotation amount (for example, a mechanism using an electrically operated solenoid) And an axial displacement means (for example, a ball screw mechanism) that displaces in the axial direction of the first axis as the first axis rotates, and the preset first A displacement prohibiting means for prohibiting the displacement of the axial displacement means that is greater than or equal to a preset allowable displacement amount of the axial displacement means corresponding to an allowable rotation amount of one axis may be configured. Further, the restricting means is set to a length corresponding to the preset allowable rotation amount of the first shaft, for example, one end is fixed to the vehicle body side, and the other end is the first shaft side. It is good that it is a flexible cable having the flexibility fixed to the cable.

  In these cases, the allowable rotation amount of the first shaft maintains the electrical connection state between the device provided in the steering means and the device provided on the vehicle body side with respect to the rotation operation of the steering means. It is preferable that the wiring unit to be set is set based on the rotation amount of the steering means capable of maintaining the connection state.

  Further, in this case, the speed change mechanism includes a ring gear that is fixed to the vehicle body so as not to rotate, and a shaft that is coaxially and integrally provided on the first shaft along with the axial movement of the first shaft. A sun gear that is movable in a direction, a carrier that is coaxially and integrally provided on the second shaft, and an axial direction of the sun gear that is rotatably assembled to the carrier and meshed with the ring gear. A planetary gear mechanism having a planetary gear capable of meshing and non-meshing with the sun gear as it moves, and coaxially and integrally provided on the second shaft and capable of meshing and non-meshing with the sun gear by axial movement of the sun gear It is good to have a simple output gear.

  In these vehicle steering devices, the rotation of the first shaft is caused by the speed change mechanism in a normal state (normal time) in which the auxiliary force applying means applies a predetermined auxiliary force (assist torque) to the operation of the steering means. A state where the gear is transmitted to the second shaft at the same speed, more specifically, a sun gear (coaxially and integrally provided on the first shaft) is output gear (coaxially and integrally on the second shaft). Provided). For this reason, the driver turns the steered wheels in a state in which the speed change mechanism transmits the rotation of the first shaft to the second shaft at the same speed, and the auxiliary force applying means applies the auxiliary force to the transmission shaft. Can do.

  On the other hand, in the auxiliary force application stop state (when the assist is stopped) in which the auxiliary force applying unit does not apply a predetermined auxiliary force to the operation of the steering unit, the rotation of the first shaft is decelerated by the speed change mechanism to the second shaft. The state of transmission, more specifically, the state in which the sun gear meshes with the planetary gear and does not mesh with the output gear. For this reason, the driver can steer the steered wheels in a state where the speed change mechanism decelerates the rotation of the first shaft and transmits it to the second shaft, and the auxiliary force applying means does not apply the auxiliary force to the transmission shaft. The steering force necessary for turning the steered wheels can be reduced by the speed change mechanism. Therefore, even when the auxiliary force applying means is in the auxiliary force applying stop state, the driver can easily turn the steered wheels by turning the steering means with only the steering force input via the steering means. Thus, good steering performance can be ensured.

  By the way, in these vehicle steering devices, the state where the rotation of the first shaft is decelerated and transmitted to the second shaft by the speed change mechanism, that is, the sun gear meshes with the planetary gear and does not mesh with the output gear. In the state (when the assist is stopped), the restricting means can restrict the rotation amount of the first shaft (that is, the steering means coupled to the first shaft) to be less than a preset allowable rotation amount. The allowable rotation amount of the first shaft is a wiring unit that maintains the electrical connection state between the device provided in the steering means and the device provided on the vehicle body side with respect to the rotation operation of the steering means, that is, The spiral cable can be set based on the amount of rotation of the steering means that can maintain the electrical connection state. For this reason, even when the amount of rotation of the steering means increases when the assist is stopped, the disconnection of the wiring unit (spiral cable) can be reliably prevented.

  Here, the restricting means displaces in the axial direction along with rotation of the rotation prohibiting means (for example, a mechanism using an electrically operated solenoid) that directly prohibits rotation of the first axis. If there is a displacement prohibition means that directly prohibits displacement of the axial displacement means (for example, a ball screw mechanism, etc.), the rotation of the first axis when the assist is stopped is surely restricted below the allowable rotation amount. Can do. On the other hand, when the restricting means is a flexible cable, the rotation of the first shaft when the assist is stopped can be restricted with less than the allowable rotation amount with an extremely simple configuration. Therefore, in these cases, the above-described effects can be obtained stably.

  Embodiments of the present invention will be described below with reference to the drawings. 1 to 6 show a first embodiment of a vehicle steering apparatus according to the present invention. The steering apparatus of this embodiment is a steering means that is rotated by a driver as shown in FIG. And a transmission shaft (transmission mechanism) CO connecting the steering handle SH and the left and right front wheels FW1, FW2 as steered wheels.

  As shown in FIGS. 1 and 2, the steering handle SH is for transmitting a steering force input by the driver to the transmission shaft CO, and is connected to the driver side end of the transmission shaft CO. Yes. Further, the steering handle SH is electrically connected to a device (for example, a horn switch or an airbag device) assembled to the steering handle SH and a device (for example, a horn or an airbag control unit) assembled to the vehicle body. In general, a wiring unit, that is, a so-called spiral cable SK, which is always kept in a connected state is assembled. The spiral cable SK is a well-known one, and is fixed to the vehicle body side and integrally assembled in a combination switch provided between the steering column SC and the steering handle SH. The spiral cable SK is a device and a vehicle body assembled to the steering handle SH without disconnecting the wiring by pulling out or winding the wiring having a predetermined length in accordance with the turning operation of the steering handle SH. The electrical connection state with the device assembled on the side is maintained.

  The transmission shaft CO is used to transmit the steering force input via the steering handle SH to the left and right front wheels FW1 and FW2, and the steering main shaft 10 in the steering column SC and the upper universal joint to the steering main shaft 10 An intermediate shaft 32 connected via a pin 31, a pinion shaft 34 connected to the intermediate shaft 32 via a lower universal joint 33, and a pinion gear 35 and a rack gear 36 connected to the pinion shaft 34. The rack bar 37 is connected to the left and right ends of the rack bar 37 and the knuckles (not shown) attached to the left and right front wheels FW1 and FW2 via ball joints (not shown). That a pair of left and right tie rods 38L, and a 38R.

  The steering column SC includes a steering main shaft 10 that can rotate integrally with the steering handle SH, a column tube 20 that accommodates and rotatably supports the steering main shaft 10, and a tilting operation (up and down) of the steering column SC. In the telescopic adjustment stroke of the steering column SC (stroke L shown in FIGS. 3 and 4) and the lock mechanism 40 that allows or restricts the telescopic operation (extension / contraction operation in the column axis direction) and the telescopic operation (the stroke L shown in FIGS. 3 and 4). A solenoid 50 that allows movement at the telescopic adjustment stroke and allows or restricts movement outside the telescopic adjustment stroke, and an EPS (electric power steering) unit as auxiliary force applying means for applying a predetermined auxiliary force to the operation of the steering handle SH 60.

  As shown in FIGS. 1 to 3, the steering main shaft 10 includes an upper shaft 11 as a first axis and a lower shaft 12 as a second axis, and a torsion bar (not shown) on the lower shaft 12. And an output shaft 13 connected to each other. The upper shaft 11 is formed in a hollow shape, and is connected to the steering handle SH on the upper end side (driver side), and can rotate integrally with the steering handle SH by a turning operation of the steering handle SH. . The lower shaft 12 is formed in a hollow shape, and a lower end portion of the upper shaft 11 is inserted so as to be slidable in the column axis direction.

  As shown in FIGS. 1 to 3, the column tube 20 is for rotatably supporting the steering main shaft 10, and the front side of the vehicle is below the steering support member SS provided in the instrument panel reinforcement IR. The upper tube 21 and the lower tube 22 are provided. The instrument panel reinforcement IR and the steering support member SS are vehicle body side members that are assembled and fixed to the vehicle body.

  As shown in FIGS. 2 and 3, the upper tube 21 is attached to the lower rear portion of the steering support member SS via the movable bracket 23 and the locking mechanism 40 that are integrally fixed to the outer periphery of the lower front portion of the upper tube 21. The fixed bracket SB is assembled so as to be movable in the vertical direction and the column axis direction. The lock mechanism 40 is capable of coupling / releasing (locking / unlocking) the movable bracket 23 and the fixed bracket SB.

  For this reason, when the lock mechanism 40 is locked, the movable bracket 23 is fixed (coupled) to the fixed bracket SB so as not to move, and when the lock mechanism 40 is unlocked, the above-described fixing is performed. Is released, and the movable bracket 23 is movable with respect to the fixed bracket SB. As shown in FIGS. 3 and 4, a telescopic guide 24 for reducing sliding resistance with the outer periphery of the lower tube 22 is fixed to the inner periphery of the lower end portion of the upper tube 21.

  Further, as shown in FIG. 3, the upper tube 21 is formed in a hollow shape, and the upper shaft 11 can be rotated and integrated via a bearing Br provided integrally on the inner periphery of the upper end portion. Is supported to be movable in the column axis direction. The upper tube 21 and the telescopic guide 24 are formed with insertion long holes 21a and 24a which are long in the column axis direction for inserting the eccentric cam 43 of the lock mechanism 40, and the solenoid pin 52 of the solenoid 50 is inserted. Through holes 21b and 24b are formed.

  As shown in FIG. 2, the lower tube 22 can be pivoted in the vertical direction on the arm SSa provided at the front lower part of the steering support member SS via the housing 61 of the EPS unit 60 and the support pin P1 ( The support pin P1 is supported on the axis center (tilt center). As shown in FIG. 3, the lower tube 22 is formed in a hollow shape, and can rotate the lower shaft 12 via a bearing (not shown) provided integrally on the inner periphery of the lower end portion. It is supported so that it cannot be displaced in the column axis direction.

  The lower tube 22 is inserted into the lower end portion (vehicle front portion) of the upper tube 21 at the upper end portion (vehicle rear portion), and supports the upper tube 21 so as to be slidable in the column axial direction. . A column that defines a telescopic adjustment stroke L by the contact of the solenoid pin 52 of the solenoid 50 so that the solenoid pin 52 can enter and retract above the portion of the lower tube 22 that is inserted into the upper tube 21. A long regulation groove 22a is formed in the axial direction.

  As shown in FIGS. 1 and 2, the intermediate shaft 32 is connected to the upper universal joint 31 at the upper end portion (vehicle rear portion) and is connected to the lower universal joint 33 at the lower end portion (vehicle front portion). The output shaft 13 is connected to the output shaft 13 via the upper universal joint 31 so as to be integrally rotatable. The intermediate shaft 32 can be contracted in the column axial direction in order to prevent the steering column SC and the steering handle SH from being pushed out to the driver side in the event of a vehicle collision.

  As shown in FIG. 1, the pinion shaft 34 is connected to the intermediate shaft 32 via the lower universal joint 33 at the upper end portion (vehicle rear portion) so as to be integrally rotatable, and the lower end portion (vehicle front portion). Is integrally provided with a pinion gear 35. The rack bar 37 is provided with a plate-like rack gear 36 that meshes with the pinion gear 35 at an intermediate portion, and is connected so as to be able to transmit the rotation of the pinion gear 35. When the rotation of the pinion gear 35 is transmitted, the rack bar 37 is axially moved. It can be displaced in the left-right direction in FIG.

  The pair of left and right tie rods 38L, 38R is connected to each end of the rack bar 37 at one end via a ball joint (not shown) and left and right at the other end via a ball joint (not shown). It is connected to a knuckle (not shown) that pivotally supports the front wheels FW1, FW2. Accordingly, the left and right front wheels FW1 and FW2 can be steered to the left and right by the displacement of the rack bar 37 in the left and right direction in FIG.

  The lock mechanism 40 is a well-known one, and a tilt slot (not shown) provided in the fixed bracket SB (an arc-shaped slot having the tilt center as a center) and a telescopic length extending in the column axis direction provided in the movable bracket 23. A shaft (bolt) 41 that extends through the hole 23a (see FIGS. 3 and 4) and extends in the left-right direction of the vehicle, a nut (not shown) that is screwed to the vehicle right end of the shaft 41, and the vehicle of the shaft 41 An operation lever 42 (see FIGS. 1 and 2) assembled to the left end so as to be integrally rotatable, a lock cam unit (not shown) assembled on the shaft 41 between the fixing bracket SB and the operation lever 42; An eccentric cam 43 or the like is provided on the outer periphery of the intermediate portion of the shaft 41 so as to be integrally rotatable.

  The lock cam unit (not shown) increases the frictional engagement force between the fixed bracket SB and the movable bracket 23 by the rotation of the operation lever 42 in the counterclockwise direction in FIG. 2, and the rotation of the operation lever 42 in the clockwise direction in FIG. The frictional engagement force between the fixed bracket SB and the movable bracket 23 is reduced. The eccentric cam 43 is engaged with the lower outer periphery of the lower tube 22 by the rotation of the shaft 41 in the counterclockwise direction in FIG. 3 as the operation lever 42 rotates in the counterclockwise direction in FIG. The shaft 41 is configured to be detached from the outer periphery of the lower portion of the lower tube 22 by rotating the shaft 41 in the clockwise direction in FIG.

  Therefore, in this lock mechanism 40, the operation lever 42 is rotated to the lock position in the counterclockwise direction of FIG. 2 to be locked, and the steering column SC can be tilted (the axis of the support pin P1). (Tilting operation around (tilt center)) and telescopic operation (movement of the upper shaft 11 and the upper tube 21 in the column axis direction with respect to the lower shaft 12 and the lower tube 22) can be restricted, and the operation lever 42 2 is rotated to the unlock position in the clockwise direction in FIG. 2 to be in the unlocked state, and the tilting operation and telescopic operation of the steering column SC can be allowed. When the lock mechanism 40 is in the unlocked state, the spring 25 interposed between the fixed bracket SB and the eccentric cam 43 elastically restricts the downward movement of the steering column SC.

  As shown in FIG. 3, the solenoid 50 includes a solenoid body 51 that is assembled to the upper surface of the upper tube 21 on the front side of the vehicle, and a solenoid pin 52 that is assembled in the solenoid body 51 so as to advance and retreat. I have. The solenoid main body 51 retracts the solenoid pin 52 against the biasing force of the spring by energizing the spring (not shown) for energizing the solenoid pin 52 into the specified groove 22a (the lower side in FIG. 3). A coil (not shown) for attracting in the direction (upper side in FIG. 3) is provided.

  When the solenoid pin 52 is in the state shown in FIG. 3, a part (lower end portion) of the solenoid pin 52 enters the specified groove 22 a formed in the lower tube 22 by the biasing force of the spring of the solenoid body 51, and the telescopic adjustment stroke. The movement in the column axis direction within L is allowed, and the movement in the column axis direction outside the telescopic adjustment stroke L is restricted. The solenoid pin 52 is partially retracted from the specified groove 22a of the lower tube 22 when the coil of the solenoid body 51 is energized, and allows the column axial movement outside the telescopic adjustment stroke L.

  The EPS unit 60 is for applying an assist torque Ta (auxiliary force) to the steering main shaft 10 in order to reduce the steering torque t input when the driver rotates the steering handle SH. As shown in FIG. 2, a housing 61 connected to the lower end (front end of the vehicle) of the lower tube 22 by fastening means such as a bolt, an electric motor 62 assembled to the housing 61, and the electric motor 62 Is provided with a reduction gear (not shown). The electric motor 62 is connected to the output shaft 13 of the steering main shaft 10 via a speed reducer, and can be rotationally driven by energization to apply the assist torque Ta to the output shaft 13 of the steering main shaft 10.

  Next, the electric control device 70 that controls the operation of the solenoid 50 and the operation of the EPS unit 60 (electric motor 62) and the alarm device 80 connected to the electric control device 70 will be described. As shown in FIG. 1, the electronic control unit 70 includes a vehicle speed sensor 71, a steering torque sensor 72, a steering angle sensor 73, a turning angle sensor 74, and a motor rotation angle sensor 75, and is connected to these sensors. The electronic control unit 76, the drive circuit 77 for operating the solenoid 50, and the drive circuit 78 for operating the electric motor 62 are provided.

  The vehicle speed sensor 71 detects and outputs the vehicle speed V of the vehicle. The steering torque sensor 72 is assembled in the housing 61 of the EPS unit 60 and is input to the input portion of the EPS unit 60 from the steering handle SH via the upper shaft 11 and the lower shaft 12 of the steering main shaft 10. Torque t is detected and output. The steering angle sensor 73 is assembled to the upper tube 21 corresponding to the upper shaft 11, detects the rotation angle of the steering handle SH, and outputs it as the steering angle θ. The turning angle sensor 74 is assembled in the rack housing 39 corresponding to the rack bar 37, detects the amount of displacement of the rack bar 37 in the axial direction, and the left and right front wheels FW1, corresponding to the detected displacement amount. The turning angle δ of FW2 is output. The motor rotation angle sensor 75 is assembled, for example, in the motor housing of the electric motor 62, detects the rotation angle of the motor rotation shaft, and outputs it as the motor rotation angle θm.

  The electronic control unit 76 includes a microcomputer including a CPU, a ROM, a RAM, a timer, and the like as main components. It is determined whether the operation state of 75 is normal or abnormal, and when it is determined that the operation state of each sensor 71 to 75 is normal, a normal program (not shown) is executed, and the operation of each sensor 71 to 75 is performed. When it is determined that the state is abnormal, an abnormal program (not shown) is executed.

  When executing the normal program, the electronic control unit 76 determines the assist torque Ta based on the V detected by the vehicle speed sensor 71 and the steering torque t detected by the steering torque sensor 72, and the determined assist torque Ta Correspondingly, a drive current for driving the electric motor 62 is supplied to the drive circuit 78. As a result, the electric motor 62 is supplied with a drive current from the drive circuit 78 and is driven to rotate, so that an appropriate assist torque Ta is applied to the output shaft 13 of the steering main shaft 10 (hereinafter referred to as an assist normal state). .

  The electronic control unit 76 does not supply a drive current for driving the solenoid 50 to the drive circuit 77 when executing a normal program. As a result, the solenoid 50 defines a telescopic adjustment stroke L by causing a part of the solenoid pin 52 to enter the defining groove 22a formed in the lower tube 22, as shown in FIG. Therefore, in the assist normal state, the driver can adjust the column axial position of the steering wheel SH within the range of the telescopic adjustment stroke L. Further, the electronic control unit 76 outputs a normal signal to the alarm device 80 when executing the normal program.

  On the other hand, the electronic control unit 76 does not supply drive current to the drive circuit 78 in order to stop driving the electric motor 62 when executing the abnormality program. As a result, the electric motor 62 is not supplied with a drive current from the drive circuit 78, and the assist torque Ta is not applied to the output shaft 13 of the steering main shaft 10 (hereinafter referred to as an assist stop state).

  Further, when executing the abnormality program, the electronic control unit 76 supplies a drive current for retracting a part (lower end) of the solenoid pin 52 of the solenoid 50 from the specified groove 22a of the lower tube 22 to the drive circuit 77. . As a result, the solenoid 50 is supplied with a drive current from the drive circuit 77 and retracts a part of the solenoid pin 52 into the solenoid body 51 as shown in FIG. Accordingly, in the assist stop state, the regulation of the telescopic adjustment stroke L due to the contact of the solenoid pin 52 is released, so that the driver can move the upper tube 21 to a position where the upper tube 21 contacts the eccentric cam 43 of the lock mechanism 40 by a predetermined amount ( The insertion long holes 21a and 24a can be moved in the column axis direction). Further, the electronic control unit 76 outputs an abnormality signal to the alarm device 80 when executing the abnormality program.

  The alarm device 80 is for informing the driver of the assist normal state or the assist stop state, and is connected to the electronic control unit 76 and can be visually recognized by the driver (for example, in the meter cluster). Etc.) and an audio output unit 82 for outputting audio. The display unit 81 includes, for example, a lamp, a display panel, and the like, and notifies the driver of the assist normal state or the assist stop state by lighting the lamp or switching the display panel. The voice output unit 82 includes, for example, a speaker, and notifies the driver of the assist stop state by outputting voice. In this alarm device 80, when a normal signal is input from the electronic control unit 76, the display unit 81 notifies the driver of the assist normal state. When an abnormal signal is input from the electronic control unit 76, the display unit 81 notifies the driver of the assist stop state, and the voice output unit 82 notifies the driver of the assist stop state.

  By the way, in this embodiment, as shown in FIGS. 3 and 4, a transmission mechanism CM capable of transmitting the rotation of the upper shaft 11 to the lower shaft 12 at the same speed or by decelerating the rotation is provided on the steering column SC. ing. In this embodiment, as shown in FIGS. 1 to 4, when the rotation of the upper shaft 11 is decelerated by the speed change mechanism CM and transmitted to the lower shaft 12, the amount of rotation (the number of rotations) of the upper shaft 11 is reduced. ) Is provided in the steering column SC.

  The speed change mechanism CM has a planetary gear mechanism 90 having a sun gear 91 provided on the upper shaft 11 as an input element, a carrier 92 provided on the lower shaft 12 as an output element, and a ring gear 93 provided on the lower tube 22 as a reaction force element. And an output gear 12 a provided on the lower shaft 12.

  The planetary gear mechanism 90 includes the sun gear 91, the carrier 92, and the ring gear 93 described above, and also includes a planetary gear 94 that is assembled to the carrier 92. In this planetary gear mechanism 90, a plurality of planetary gears 94 (for example, three) are arranged at equal intervals in the circumferential direction.

  The sun gear 91 is coaxially and integrally formed on the outer periphery of the vehicle front end portion (the left end portion in the drawing) of the upper shaft 11, and can move in the column axis direction as the upper shaft 11 moves in the column axis direction. The carrier 92 is coaxially and integrally provided at the vehicle rear end portion of the lower shaft 12. The ring gear 93 is coaxially and integrally formed on the inner periphery of the vehicle rear end portion of the lower tube 22 and is fixed to the vehicle body side so as not to rotate.

  As shown in FIGS. 3 and 4, the planetary gear 94 can rotate integrally with a support shaft 94a provided at the shaft center thereof, and two pairs of sliding bearings 94b are provided at the front and rear portions of the support shaft 94a. It is assembled. These sliding bearings 94 b support the support shaft 94 a so as to freely rotate, and are assembled to the carrier 92. As described above, the planetary gear 94 assembled to the carrier 92 is always in mesh with the ring gear 93 as shown in FIGS. 3 and 4, and the sun gear 91 is moved by the sun gear 91 in the column axis direction. And can be engaged / disengaged.

  The output gear 12a is coaxially and integrally formed on the inner periphery of the rear portion (the left portion in the drawing) of the lower shaft 12, and can be engaged / disengaged with the sun gear 91 by the movement of the sun gear 91 in the column axis direction. is there. Therefore, in this speed change mechanism CM, when the telescopic operation is performed within the range of the telescopic adjustment stroke L (for example, when it is in the position shown in FIG. 3), the sun gear 91 meshes with the output gear 12a and the planetary gear 94 The non-engaged state is maintained, and the rotation of the upper shaft 11 (first axis) is transmitted to the lower shaft 12 (second axis) at the same speed. When the sun gear 91 is telescopically operated out of the range of the telescopic adjustment stroke L (for example, moved to the position shown in FIG. 4), the sun gear 91 meshes with the planetary gear 94 and the output gear 12a. In an unengaged state, the rotation of the upper shaft 11 (first axis) is decelerated by the planetary gear mechanism 90 and transmitted to the lower shaft 12 (second axis).

  As shown in FIGS. 3, 4, and 6, the rotation restricting mechanism 100 is installed in a solenoid main body 101 that is assembled on the vehicle rear side lower surface portion of the upper tube 21, and is movably assembled in the solenoid main body 101. A solenoid pin 102 and a substantially plate-like regulating member 103 that is fixedly assembled on the outer peripheral surface of the upper shaft 11 so as to come into contact with the solenoid pin 102 are provided.

  The solenoid body 101 has a spring (not shown) that biases the solenoid pin 102 in a direction in which the solenoid pin 102 is accommodated, and a direction in which the solenoid pin 102 enters the upper tube 21 against the biasing force of the spring when energized (upward in FIG. 3). Coil) (not shown) that protrudes to the side).

  The solenoid pin 102 is inserted through the insertion hole 21c formed in the upper tube 21. When the solenoid pin 102 is in the state shown in FIG. Due to the urging force of the spring, it is displaced in the direction of retracting from the restricting member 103, the contact with the restricting member 103 is released, and the upper shaft 11 is allowed to rotate. When the solenoid pin 102 is in the state shown in FIG. 4, the solenoid pin 102 protrudes against the urging force of the spring by being energized to the coil of the solenoid body 101, and comes into contact with the regulating member 103, so that the upper shaft 11 rotates. To regulate.

  The operation of the rotation restricting mechanism 100 is controlled by the electronic control unit 76. For this reason, the electronic control unit 76 includes a drive circuit 79 in order to control the operation of the rotation restricting mechanism 100, and more specifically, to control energization or interruption of the coil of the solenoid body 101. .

  In the steering apparatus of the embodiment configured as described above, when in the assist normal state, a part of the solenoid pin 52 enters the specified groove portion 22a of the lower tube 22 as shown in FIG. For this reason, the driver can perform a telescopic operation in the range of the telescopic adjustment stroke L by setting the lock mechanism 40 to the unlocked state.

  In the telescopic operation in the assist normal state, as shown in FIG. 3, the state in which the sun gear 91 is engaged with the output gear 12a and is not engaged with the planetary gear 94 is maintained, and the upper shaft 11 is rotated at the same speed. And transmitted to the lower shaft 12. For this reason, the driver transmits the rotation of the upper shaft 11 to the lower shaft 12 at the same speed, and the EPS unit 60 applies the assist torque Ta to the output shaft 13 of the steering main shaft 10 in the state where The left and right front wheels FW1, FW2 (steered wheels) can be steered.

  Further, in this assist normal state, the electronic control unit 76 does not energize the coil provided in the solenoid body 101 of the rotation restricting mechanism 100 via the drive circuit 79. As a result, the solenoid pin 102 of the rotation restricting mechanism 100 does not come into contact with the restricting member 103 integrally fixed to the upper shaft 11, and the driver can set the steering handle SH set in advance in the assist normal state. A rotation operation can be performed by a steering rotation speed (hereinafter, this steering rotation speed is referred to as a normal steering rotation speed). Here, in the assist normal state, since the sun gear 91 meshes with the output gear 12a, the rotation of the upper shaft 11 is transmitted to the lower shaft 12 at the same speed. Therefore, the normal steering rotation speed in the assist normal state is determined by restricting the displacement of the rack bar 37 in the left-right direction based on the steerable range of the left and right front wheels FW1, FW2.

  On the other hand, in the assist stop state, as shown in FIG. 4, a part of the solenoid pin 52 is retracted from the specified groove 22 a of the lower tube 22. For this reason, the driver can perform a telescopic operation outside the telescopic adjustment stroke L by setting the lock mechanism 40 to the unlocked state.

  In the telescopic operation in the assist stop state, the driver is prompted by the display unit 81 and the audio output unit 82 of the alarm device 80 to stabilize the traveling behavior of the vehicle (for example, the vehicle stops at a vehicle speed of zero). ), The lock mechanism 40 is unlocked and the steering wheel SH is pulled out to the driver side. As a result, the sun gear 91 moves to the driver side with the movement of the upper shaft 11, and meshes with the planetary gear 94 and does not mesh with the output gear 12 a.

  Accordingly, the rotation of the upper shaft 11 is decelerated and transmitted to the lower shaft 12 by the sun gear input-carrier output planetary gear mechanism 90, and the driver steers the left and right front wheels (steered wheels) FW1, FW2. The steering force (steering torque t) required for the operation can be reduced. Therefore, even in the assist stop state, the driver can easily steer the wheels FW1 and FW2 with only the steering force input via the steering handle SH, and can ensure good steering performance. It is.

  Incidentally, in the situation where the rotation of the upper shaft 11 is decelerated and transmitted to the lower shaft 12 by the planetary gear mechanism 90, the steering force required for the driver to steer the left and right front wheels FW1, FW2 is reduced. The steering rotation speed of the steering handle SH (that is, the upper shaft 11) necessary for the driver to steer the left and right front wheels FW1, FW2 increases. In such a situation where the steering rotation speed increases, the wiring of the spiral cable SK may be disconnected along with the turning operation of the steering handle SF. For this reason, the rotation restricting mechanism 100 rotates less than the allowable rotation speed (allowable rotation amount) of the steering handle SH (that is, the upper shaft 11) that can maintain an electrical connection state without disconnecting the wiring of the spiral cable SK. The rotation of the steering handle SH (that is, the upper shaft 11) is regulated so that the steering handle SH (that is, the upper shaft 11) is rotated by a number.

  Specifically, the electronic control unit 76 inputs the steering angle θ of the steering handle SH (upper shaft 11) from the steering angle sensor 73, and the input steering angle θ is smaller than the allowable rotational speed of the spiral cable SK. It is determined whether it is smaller than the allowable steering angle θa corresponding to the rotation speed of the steering wheel SH (upper shaft 11) set in advance. Then, as shown in FIG. 5, if the input steering angle θ is smaller than the allowable steering angle θa, the electronic control unit 76 maintains (OFF) the state where the drive circuit 79 cuts off the power to the solenoid body 101 coil. If the input steering angle θ is equal to or larger than the allowable steering angle θa, energization of the coil of the solenoid body 101 by the drive circuit 79 is started (ON).

  Accordingly, as shown in FIGS. 4 and 6, the rotation restricting mechanism 100 protrudes in a direction in which the solenoid pin 102 comes into contact with the restricting member 103 against the spring of the solenoid body 101, and the solenoid pin 102, the restricting member 103, By abutting, the steering handle SH (upper shaft 11) is prevented from being rotated more than the allowable number of rotations of the spiral cable SK. As a result, even when the sun gear 31 is engaged with the planetary gear 94 by the speed change mechanism CM and the rotation of the upper shaft 11 is decelerated and transmitted to the lower shaft 12, the steering handle SH (upper shaft 11). The rotation speed of the steering handle SH (upper shaft 11) can be reliably prevented from being rotated more than the allowable rotation speed of the spiral cable SK. Therefore, the wiring of the spiral cable SK can be prevented from being disconnected, and the function of the device provided in the steering handle SH can be prevented from being impaired.

  In the first embodiment described above, the rotation restricting mechanism 100 that abuts the solenoid pin 102 and the restricting member 103 as the restricting means for restricting the rotation of the steering handle SH (upper shaft 11) is employed. Instead of the rotation restricting mechanism 100, it is also possible to employ a rotation restricting mechanism 110 using a ball screw mechanism as in the second embodiment shown in FIG.

  The rotation restricting mechanism 110 in the second embodiment includes a ball spline groove 111 formed on the outer peripheral surface of the upper shaft 11 on the vehicle rear side, and a ball nut 112 that accommodates a ball that rolls in the ball spline groove 111. Are formed integrally on the inner peripheral surface of the upper tube 21 and are accommodated in a groove formed on the outer peripheral surface of the ball nut 112 in a direction coinciding with the axial direction of the upper shaft 11. A rail member 113 that restricts rotation and a stopper 114 that is provided so that the axial displacement of the ball nut 112 is smaller than the displacement corresponding to the allowable rotational speed of the spiral cable SK are configured.

  In the rotation restricting mechanism 110 configured as described above, when the upper shaft 11 rotates together with the turning operation of the steering handle SH by the driver, the ball rolls in the ball spline groove 11 to cause the ball to move. The rotation of the upper shaft 11 is transmitted to the nut 112. Since the ball member 112 is restricted from rotating integrally with the upper shaft 11 by the rail member 113, the ball nut 112 is displaced in the axial direction (left and right direction in FIG. 7) with the rotation of the upper shaft 11.

  Here, as described above, in the assist normal state, the axial displacement of the rack bar 37 is restricted, so that the rotation speed of the steering handle SH (upper shaft 11) is smaller than that in the assist stop state. Regulated within the number of revolutions. For this reason, the ball nut 112 in the rotation restricting mechanism 110 is displaced in the axial direction without contacting the stopper 114.

  On the other hand, in the assist stop state, the rotation of the upper shaft 11 is decelerated and transmitted to the lower shaft 12 by the speed change mechanism CM, so that the number of rotations of the steering handle SH (upper shaft 11) by the driver increases. For this reason, the ball nut 112 comes into contact with the stopper 114 in the axial displacement, and the axial displacement, in other words, the rotational speed of the steering handle SH (upper shaft 11) is the allowable rotational speed of the spiral cable SK. Regarded smaller than. Thereby, the same effect as the first embodiment described above can be obtained. The second embodiment has the same configuration as that of the first embodiment described above except that the rotation restricting member 100 is changed to the rotation restricting member 110 as compared to the first embodiment. Therefore, in this 2nd Embodiment, the code | symbol same as above-mentioned 1st Embodiment is attached | subjected and the description is abbreviate | omitted.

  In the first embodiment described above, the rotation restricting mechanism 100 that contacts the solenoid pin 102 and the restricting member 103 is employed as the restricting means for restricting the rotation of the steering handle SH (upper shaft 11). Instead of this rotation restricting mechanism 100, it is also possible to employ a rotation restricting mechanism 120 using a flexible cable having sufficient flexibility and tension as in the third embodiment shown in FIG. is there.

  The rotation restricting mechanism 120 according to the third embodiment has a flexibility that can be easily wound around the outer peripheral surface of the upper shaft 11 as the upper shaft 11 rotates, and a tension that can restrict the rotation of the upper shaft 11. And a flexible cable 121 having a length that can regulate the rotation of the upper shaft 11 (steering handle SH) at a rotation speed smaller than the allowable rotation speed of the spiral cable SK. The flexible cable 121 has one end 122 passing through the upper tube 21 and integrally fixed on the outer peripheral surface of the upper tube 21, and the other end 123 passing through the upper shaft 11. It is integrally fixed on the inner peripheral surface of the upper shaft 11.

  In the rotation restricting mechanism 120 configured as described above, when the upper shaft 11 rotates integrally with the turning operation of the steering handle SH by the driver, the flexible cable 121 is illustrated with respect to the outer peripheral surface of the upper shaft 11. Wrap as shown in 8. Here, as described above, in the assist normal state, the axial displacement of the rack bar 37 is restricted, so that the rotation speed of the steering wheel SH (upper shaft 11) is lower than the assist stop state. It is regulated within a normal steering rotation speed that is smaller than For this reason, since the flexible cable 121 in the rotation restricting mechanism 120 is wound around the upper shaft 11 with a margin in length, the rotation of the upper shaft 11 is not restricted by the tension.

  On the other hand, in the assist stop state, the rotation of the upper shaft 11 is decelerated and transmitted to the lower shaft 12 by the speed change mechanism CM, so that the number of rotations of the steering handle SH (upper shaft 11) by the driver increases. For this reason, the flexible cable 121 has no room for length and regulates the rotation of the upper shaft 11 by its tension. As a result, the rotational speed of the steering handle SH (upper shaft 11) is restricted to be smaller than the allowable rotational speed of the spiral cable SK, and thus the same effect as that of the first embodiment described above can be obtained with a very simple structure. Note that the third embodiment also has the same configuration as that of the first embodiment described above, except that the rotation restricting member 100 is changed to the rotation restricting member 120 as compared to the first embodiment. Therefore, also in this 3rd Embodiment, the same code | symbol as above-mentioned 1st Embodiment is attached | subjected, and the description is abbreviate | omitted.

  In carrying out the present invention, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the object of the present invention.

  For example, in each of the above-described embodiments, the planetary gear 94 and the constituent members (support shaft 94a, sliding bearing 94b) associated therewith are provided in three (three sets), but the number of these is appropriately set. It is also possible to change and implement.

  In each of the above-described embodiments, the planetary gear mechanism 90 is employed as the speed change mechanism CM. However, if the rotation of the upper shaft 11 can be transmitted to the lower shaft 12 at the same speed in the assist normal state and the rotation of the upper shaft 11 can be decelerated and transmitted to the lower shaft 12 in the assist stop state, the planetary gear mechanism can be used. It is also possible to implement using a speed change mechanism that employs other than 90.

  In each of the above-described embodiments, the driver pulls out the steering handle SH toward the passenger compartment (moves the upper shaft 11 in the right direction in the figure with respect to the lower shaft 12), whereby the sun gear 91 and the output gear 12a. Although it is configured to switch from the meshed state to the meshed state with the planetary gear 94, the driver pushes the steering handle from the driver side (the upper shaft 11 is shown on the left with respect to the lower shaft 12). The sun gear (91) is engaged with the output gear (12a) to be switched to a state of being engaged with the planetary gear (94). . In this case, the layout of the driver side in the order of the output gear (12a) and the planetary gear (94) is arranged in the order of the planetary gear (94) and the output gear (12a) on the driver side. It is necessary to lay out.

  In each of the above embodiments, the steering main shaft is used as an EPS unit (auxiliary force applying means) that is connected to the transmission shaft CO and applies a predetermined assist torque Ta (auxiliary force) to the operation of the steering wheel SH. Although it was implemented using a column assist type electric power steering device that applies assist torque Ta to ten output shafts 13, for example, a pinion assist type electric power steering that applies assist torque Ta to pinion shaft 34 It is also possible to carry out using a device or a rack assist type electric power steering device that applies an assist torque Ta to the rack bar 37.

  Further, in each of the above-described embodiments, the electric power steering device is employed as the auxiliary force applying means for applying a predetermined auxiliary force to the operation of the steering handle SH. It is also possible to adopt and implement. In the above-described embodiment, the rack and pinion type steering gear is used as the steering gear in the transmission shaft CO. However, for example, a ball and screw type steering gear may be used. It is.

  Further, in each of the above-described embodiments, in a state where the assist is stopped, a drive current is supplied from the electronic control unit 76 to the solenoid 50 (coil) via the drive circuit 77, so that a part of the solenoid pin 52 is made into the lower tube. However, the solenoid pin 52 is provided with a drive current supplied to the solenoid 50 (coil) by an ON / OFF switch operation by the driver in the assist stop state. May be carried out so as to be retracted from the specified groove 22a of the lower tube 22, and in the assist stop state, the pin corresponding to the solenoid pin 52 is manually moved by the driver. It is also possible to carry out by retracting from the inside of the regulation groove (22a) A.

  In each of the above-described embodiments, the present invention is applied to a vehicle steering apparatus including a manual tilt / telescopic mechanism that allows a driver to manually adjust the position of the steering handle SH in the vertical direction and the column axis direction. However, since the present invention is implemented in the telescopic mechanism portion, the present invention can be implemented in the same manner as in the above-described embodiment or in an appropriately modified manner in a vehicle steering apparatus that includes a telescopic mechanism and does not include a tilt mechanism. It is.

  In each of the above-described embodiments, the present invention is applied to a vehicle steering apparatus equipped with a manual tilt / telescopic mechanism. However, an electric drive means (an electric motor with a speed reducer) that is activated and stopped by a switch operation by a driver. And a screw feed mechanism driven thereby), and a vehicle equipped with an electric tilt and telescopic mechanism capable of adjusting the position of the steering handle (SH) in the vertical direction and the column axis direction. The present invention can also be implemented in a steering device.

  The above-described electric drive means generally has a function of fixing and maintaining the position of the steering handle (SH) when the electric drive means is stopped. For this reason, in this case, a component corresponding to the solenoid 50 of the above embodiment is unnecessary. In this case, the telescopic electric drive means can move the upper shaft 11 and the upper tube 22 of the above-described embodiment in the column axis direction, so that the telescopic electric drive is performed. The electronic control unit (76) can control the means, and when the vehicle steering device is in the assist stop state, when the vehicle stops, the transmission mechanism CM described above changes from the same speed state to the deceleration state. It is also possible to configure and implement such that the gears are automatically shifted.

  Further, in each of the above-described embodiments, the sun gear 91 is engaged with the planetary gear 94 and is not provided with a sensor for detecting a state where the sun gear 91 is not engaged with the output gear 12a (deceleration state). However, such a sensor is provided. Thus, it is possible to implement the configuration by notifying the driver of the detection result by the sensor. In this case, the sun gear 91 is engaged with the planetary gear 94 and the output gear 12a (engaged with two gears having different reduction ratios), thereby preventing an erroneous operation in which the upper shaft 11 is in a non-rotatable locked state. Is possible.

1 is an overall configuration diagram schematically illustrating a first embodiment of a steering apparatus for a vehicle according to the present invention. FIG. 2 is a side view showing a relationship among a steering column, an upper universal joint, an intermediate shaft, and a lower universal joint shown in FIG. 1. FIG. 3 is a partially enlarged vertical side view for explaining the configuration of the steering column shown in FIG. 2. FIG. 4 is an operation explanatory diagram of the portion shown in FIG. 3. It is a figure for demonstrating the case where the electronic control unit in FIG. 1 supplies with respect to the solenoid of a rotation control mechanism, and the case where it interrupts | blocks. It is an operation explanatory view for explaining the state where a rotation regulation mechanism regulates rotation of the upper shaft. FIG. 4 is a longitudinal side view corresponding to FIG. 3 showing a second embodiment of the vehicle steering apparatus according to the present invention. FIG. 5 is a longitudinal side view corresponding to FIG. 3 and showing a third embodiment of a vehicle steering apparatus according to the present invention.

Explanation of symbols

SH ... steering handle, FW1, FW2 ... front wheel, CO ... transmission shaft, SC ... steering column, SK ... spiral cable, 10 ... steering main shaft, 11 ... upper shaft, 12 ... lower shaft, 12a ... output gear, 20 ... Column tube, 21 ... Upper tube, 22 ... Lower tube, 23 ... Movable bracket, 24 ... Telescopic guide, 25 ... Spring, Br ... Bearing, SB ... Fixed bracket, 31 ... Upper universal joint, 32 ... Intermediate shaft, 33 ... Lower universal joint, 34 ... pinion shaft, 35 ... pinion gear, 36 ... rack gear, 37 ... rack bar, 38R, 38L ... tie rod, 40 ... lock mechanism, 41 ... shaft, 42 ... operating lever, 43 ... eccentric lock 50 ... solenoid, 51 ... solenoid body, 52 ... solenoid pin, 60 ... EPS unit, 61 ... housing, 62 ... electric motor, 70 ... electronic control device, 71 ... vehicle speed sensor, 72 ... steering torque sensor, 73 ... steering angle Sensor: 74 ... Steering angle sensor, 75 ... Motor rotation angle sensor, 76 ... Electronic control unit, 77, 78, 79 ... Drive circuit, CM ... Transmission mechanism, 90 ... Planetary gear mechanism, 91 ... Sun gear, 92 ... Carrier, 93 ... Ring gear, 94 ... Planetary gear, 100 ... Rotation restriction mechanism, 101 ... Solenoid body, 102 ... Solenoid pin, 103 ... Restriction member

Claims (6)

A steering means operated by a driver, a transmission shaft for connecting the steering means and the steered wheels and transmitting a steering force input via the steering means to the steered wheels, and connected to the transmission shaft. In a vehicle steering apparatus comprising: an auxiliary force applying unit that applies a predetermined auxiliary force to the operation of the steering unit;
The transmission shaft is disposed on the steering unit side and is rotatable by a steering force from the steering unit, and the transmission shaft is disposed on the steered wheel side and accommodates the first shaft so as to be movable in the axial direction. A second shaft rotatable by a steering force transmitted from the first shaft via a transmission mechanism capable of transmitting rotation of the first shaft at the same speed or reduced speed;
When the speed change mechanism decelerates the rotation of the first shaft and transmits it to the second shaft, there is provided a regulating means for regulating the rotation amount of the first shaft below a preset allowable rotation amount. A steering apparatus for a vehicle. In the vehicle steering apparatus according to claim 1,
The regulating means,
A rotation amount detecting means for detecting a rotation amount of the first shaft;
A rotation amount determination means for determining by comparing the detected rotation amount with the preset allowable rotation amount of the first axis;
A vehicle steering apparatus comprising: a rotation prohibiting unit that prohibits rotation of the first shaft when the detected rotation amount is equal to or greater than the allowable rotation amount. In the vehicle steering apparatus according to claim 1,
The regulating means,
An axial displacement means for displacing in the axial direction of the first axis in accordance with the rotation of the first axis;
Displacement prohibiting means for prohibiting displacement of the axial displacement means that is greater than or equal to a preset allowable displacement amount of the axial displacement means corresponding to the preset allowable rotation amount of the first axis. A steering apparatus for a vehicle. In the vehicle steering apparatus according to claim 1,
The regulating means is
A flexible length which is set to a length corresponding to the preset allowable rotation amount of the first shaft and has a flexibility in which one end is fixed to the vehicle body side and the other end is fixed to the first shaft side. A vehicle steering device characterized by being a cable. In the vehicle steering apparatus according to claim 1,
The allowable rotation amount of the first shaft is
Rotation of the steering means capable of maintaining the connection state by a wiring unit that maintains the electrical connection state between the equipment provided in the steering means and the equipment provided on the vehicle body side with respect to the rotational operation of the steering means. The vehicle steering apparatus is set based on a quantity. In the vehicle steering apparatus according to claim 1,
A ring gear in which the speed change mechanism is fixed to the vehicle body in a non-rotatable manner, and a sun gear that is coaxially and integrally provided on the first shaft and is movable in the axial direction along with the axial movement of the first shaft And a carrier that is coaxially and integrally provided on the second shaft, and is assembled to the carrier so as to be rotatable and meshed with the ring gear. A planetary gear mechanism having a planetary gear that can mesh with and non-mesh with, and an output gear that is coaxially and integrally provided on the second shaft and can mesh with and disengage with the sun gear by axial movement of the sun gear. A vehicle steering apparatus.

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