JP2012121391A - Steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering device which can efficiently use an additional motor by simultaneously adding a large steering angle adjusting function and a fail safe function by including one additional motor.SOLUTION: A support mechanism 5 for turning steering wheel on a holder top which makes a wheel 6 perform steering wheel turn to a suspension holder 2 is provided on a suspension holder 2 rotatably supported by a chassis 1. A first steering mechanism 7 is provided which turns steering of the wheel 6 with the suspension holder 2. A second steering mechanism 8 is provided which turns steering of the wheel 6 to the suspension holder 2. Motors 9 and 10 for turning steering wheel are provided in each of these steering mechanisms 7 and 8. An in-wheel motor 20 is provided in each wheel 6.

Description

  The present invention relates to a steering device for various vehicles such as automobiles, and more particularly to a steering device suitable for a steer-by-wire type or a vehicle equipped with an in-wheel motor.

  A mechanism for independently driving each wheel of a four-wheeled vehicle around an axle is proposed (Patent Document 1). Further, a mechanism has been proposed in which a steered wheel is steered by an auxiliary motor even when a steer-by-wire steering motor fails (Patent Document 2).

Japanese Patent No. 29602364 Japanese Patent No. 29602364

In the case where each wheel of the four-wheeled vehicle of Patent Document 1 is independently driven around the axle, it is turned around the kingpin axis only by the steering motor provided for each wheel. Therefore, it does not have a fail-safe function when the steering motor fails.
Patent Document 2 has a fail-safe function for operating the auxiliary motor when the steering motor fails, but the auxiliary motor does not function at all at normal times. Since the auxiliary motor is provided only for the fail-safe function, the use of the auxiliary motor is not efficient and uneconomical.

  An object of the present invention is to provide a steering apparatus that can add a large rudder angle adjustment function and a fail-safe function at the same time by providing one additional motor, and can efficiently use the additional motor.

  The steering device of the present invention includes a suspension holder that is rotatably supported on a chassis around a longitudinal axis, and a holder upside that is provided on the suspension holder and rotatably supports a housing of a wheel bearing around the longitudinal axis. A rudder support mechanism, a first steered mechanism that is provided between the chassis and the suspension holder and steers the wheel via the suspension holder, and is rotated by the support mechanism for turning on the holder that is installed on the suspension holder. And a second steering mechanism that steers the wheel, and a steering motor is provided in each of the steering mechanisms.

  According to this configuration, the first steering mechanism that steers the wheel via the suspension holder and the second steering mechanism that is installed in the suspension holder and steers the wheel are provided. Since a motor is provided, a large steering angle can be obtained. For example, it is difficult to obtain a turning angle of 40 ° or more with one turning mechanism, but by providing the first and second turning mechanisms as described above, a large turning angle of 40 ° or more is obtained. The rudder angle can be easily obtained. Thus, the turning radius of the vehicle can be reduced by increasing the turning angle. Moreover, since each of the two steering mechanisms is provided with a motor, the steering can be performed using the other motor when one of the motors fails. Thus, by adding one motor, the large steering angle adjustment function and the fail safe function can be added at the same time, and the additional motor can be used efficiently.

In this invention, the first turning mechanism is for normal running turning used when the turning angle is up to a predetermined turning angle, and the second turning mechanism is equal to or larger than the predetermined turning angle. It is good also for the large steering angle steering used in addition to the steering by a 1st steering mechanism at the time of the large steering angle of a steering angle.
In the case of this configuration, since the first steering mechanism that steers the wheels via the suspension holder is used for normal traveling steering, the first steering mechanism is, for example, a rack and pinion type steering mechanism or the like. Since the configuration can be similar to that of a conventional steering mechanism, control for steering by steering the steering wheel at the time of normal traveling steering is simplified.

In the present invention, contrary to the above, the second turning mechanism is for normal traveling turning used when the turning angle is up to a predetermined turning angle, and the first turning mechanism is It is good also for the large steering angle steering used in addition to the steering by said 1st steering mechanism at the time of the large steering angle more than a predetermined steering angle.
As described above, when the second steering mechanism that is installed in the suspension holder and steers the wheels is used for normal traveling steering, the left and right wheels of the vehicle can be steered independently. Adjustments can be made.

  In the present invention, the vertical axis serving as the rotation axis of the suspension holder may be a position passing through the tire ground contact point. When the tire ground contact point and the rotation axis are on the same axis, the steering torque is small, and each motor can be reduced in size and weight.

In the present invention, when any one of the first and second steering mechanisms has trouble, it is preferable to provide a fail-safe mechanism for turning only by the other steering mechanism.
By providing this fail-safe mechanism, the two motors provided in the first and second steering mechanisms can be used not only for increasing the turning angle but also for the fail-safe function. Efficient use of additional motors can be realized by adding safe functions simultaneously.

In the present invention, a steering wheel that is not mechanically connected to any of the first and second steering mechanisms, a steering angle sensor that detects a steering angle of the steering wheel, and a detection angle of the steering angle sensor A steer-by-wire steering device having a steering control means for controlling the motor of the first and second steering mechanisms according to
Of the first and second steering mechanisms, the output of the normal travel steering motor when the normal travel steering motor, which is the motor of the normal travel steering mechanism, has failed. In this case, there is provided a normal failure response control means for performing the turning by the large steering angle motor that is a motor of the steering mechanism for the large steering angle instead of the normal traveling steering motor. .

  When the normal travel steering motor fails, the transmission of the output of the normal travel steering motor to the subsequent stage is cut off, and instead of the normal travel steering motor, it is a motor that has a steering mechanism for large steering angles. By turning by a motor for a large steering angle, steering by a motor of a steering mechanism for a large steering angle can be performed without being affected by an unexpected operation of a normal traveling steering motor. The transmission of the output of the normal traveling steering motor to the subsequent stage can be disconnected by, for example, interposing a clutch mechanism.

In the present invention, a steering wheel that is not mechanically connected to any of the first and second steering mechanisms, a steering angle sensor that detects a steering angle of the steering wheel, and a detection angle of the steering angle sensor A steer-by-wire steering device having a steering control means for controlling the motor of the first and second steering mechanisms according to
When the large steering angle motor, which is the motor of the steering mechanism for the large steering angle, of the first and second steering mechanisms has failed, the steering having the large steering angle motor. A large steering angle failure countermeasure control unit that causes the steering to be performed only by the normal traveling steering motor, which is a motor of the steering mechanism for normal traveling steering with the mechanism fixed, may be provided.

  When the large steering angle motor fails, if the driving transmission system of the large steering angle motor is set in a fixed state, it is not possible to steer the large steering angle, and normal traveling steering can be performed without any problem.

In this invention, it is good also considering the total turning angle which can be steered using both the said 1st steering mechanism and the said 2nd steering mechanism as 90 degrees or more.
If 90 ° steering is possible, the vehicle can travel in a direction perpendicular to the straight direction while the vehicle is directed in the straight direction. Thereby, parallel parking etc. to the limited parking space can be performed easily.

In the present invention, the housing for the wheel bearing may be integrated with or used as the in-wheel motor housing, and the integrated or combined housing may be supported by the support mechanism for turning on the holder. .
If the motor or engine is installed in the center of the vehicle body as usual, it is difficult to design a drive transmission system that can steer a large steering angle. Thus, the effect of increasing the steering angle according to the present invention can be achieved more effectively.
In addition, the “in-wheel motor” referred to in this specification does not necessarily have to be built in the wheel, and is provided for each wheel and installed near the wheel, or the motor output is decelerated. Thus, a part or the whole of the speed reduction mechanism that transmits to the wheel is included in the wheel.

  The steering device of the present invention includes a suspension holder that is rotatably supported on a chassis around a longitudinal axis, and a holder upside that is provided on the suspension holder and rotatably supports a housing of a wheel bearing around the longitudinal axis. A rudder support mechanism, a first steered mechanism that is provided between the chassis and the suspension holder and steers the wheel via the suspension holder, and is rotated by the support mechanism for turning on the holder that is installed on the suspension holder. And a second steering mechanism that steers the wheels, and each of these steering mechanisms is provided with a motor for steering, so by providing one additional motor, a large steering angle adjustment function And fail-safe function can be added at the same time, and the additional motor can be used efficiently.

It is explanatory drawing which combined the front view of the mechanical structural part of the steering device which concerns on one Embodiment of this invention, and the block diagram of the control system. It is a perspective view of the steering device. It is a front view of the steering device. It is a rear view of the steering device. It is a top view of the steering device. It is a bottom view of the steering device. FIG. 3 is a side view of the steering device as viewed from the left side and a side view as viewed from the right side. It is a movement explanatory view of vehicles equipped with the steering device.

  An embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 3, the steering device includes a suspension holder 2 that is rotatably supported on a chassis 1 around a longitudinal axis O1 via a rotation support shaft 2a, and is provided on the suspension holder 2 for a wheel. A support mechanism 5 for turning on the holder that supports the housing 4 of the bearing 3 so as to be rotatable about the longitudinal axis O2, and a wheel 6 that is provided between the chassis 1 and the suspension holder 2 to turn the wheel 6 via the suspension holder 2. 1 steering mechanism 7 and a second steering mechanism 8 that is installed in the suspension holder 2 and steers the wheel 6 by rotation in the on-holder steering support mechanism 5. These turning mechanisms 7 and 8 are provided with turning motors 9 and 10, respectively. The total turning angle that can be steered using both the first turning mechanism 7 and the second turning mechanism 8 is preferably 90 ° or 90 ° or more.

  The suspension holder 2 has upper and lower arms 2c and 2d protruding to the outboard side at the lower part of the holder main body 2b provided with the rotation support shaft 2a at the upper end, and the holder 2 The housing 4 is rotatably supported by the upper steering support mechanism 5. In this specification, the outboard side means the outside in the vehicle width direction. A spring 12 and a shock absorber 13 are provided between the intermediate height portion 2ba of the holder body 2b and the lower arm 2d. The vertical axis O1 that is the rotational axis of the suspension holder 2 is a position that passes through the tire contact point P (see FIG. 2). When the tire ground contact point P and the rotation axis O1 are coaxial, the turning torque is small, and the motor 9 can be reduced in size and weight. It is desirable that the second rotational axis O2 is also a position passing through the tire ground contact point P. The suspension holder 30, the spring 12, and the shock absorber 13 constitute a suspension device 30. When the spring 12 and the shock absorber 13 are installed in the suspension holder 2 as described above, the tire house becomes small.

  In FIG. 3, the first steering mechanism 7 has a steering rod 14 such as a tie rod installed in a steering mechanism body 7a fixed to the chassis 1 so as to be able to advance and retreat in the vehicle width direction, and is built in the steering mechanism body 7a. The steering rod 14 is reciprocated linearly by the rotation of the motor 9 through the rotation / straight-motion conversion mechanism 15. The motor 9 is integrally coupled to the steering mechanism body 7a. The rotation / straight-ahead motion conversion mechanism 15 is constituted by, for example, a rack and pinion mechanism. The distal end of the steering rod 14 is connected to the suspension holder 2 via a link 16. Both ends of the link 16 are connected to the steering rod 14 and the suspension holder 2 so as to be rotatable about the longitudinal axis. In addition, the 1st steering mechanism 7 is shared by the steering of the suspension holder 2 of a right-and-left wheel.

  The second turning mechanism 8 has a working mechanism 17 installed in a turning mechanism main body 8a installed in the holder main body 2b of the suspension holder 2 so as to be able to advance and retreat in the horizontal direction. The operation shaft 17 is reciprocated linearly by the rotation of the motor 10 via the linear motion conversion mechanism 18. The motor 10 is integrally coupled to the steering mechanism main body 8a. The rotation / straight-ahead motion conversion mechanism 18 is constituted by, for example, a rack and pinion mechanism. The distal end of the operating shaft 17 is connected to the suspension holder 2 via a link 19. Both ends of the link 19 are connected to the operating shaft 17 and the housing 4 so as to be rotatable about the longitudinal axis.

  When the wheel 6 is a driven wheel, the housing 4 is simply a member for installing the wheel bearing 3. In this embodiment, the wheel 6 is a driving wheel driven by an in-wheel motor 20. The housing of the wheel motor 20 is also used. The in-wheel motor 20 in the illustrated example is composed of an assembly part in which a motor main body 20a, a speed reducer 20b that decelerates rotation thereof, and the wheel bearing 3 are assembled to a common housing 4. The housing 4 of the wheel bearing 3 does not necessarily have to be a single body, and may be an assembly of a plurality of divided housings. In that case, the housing 4 may be divided into a motor peripheral part and a bearing peripheral part.

  The first steering mechanism 7 and the second steering mechanism 8 may be used for normal running steering and any of them may be used for large steering angle steering, but in this embodiment, they are used as follows. . In other words, the first turning mechanism 7 is used for normal running turning used in the case of normal running turning that is a turning angle up to a predetermined turning angle (for example, 40 °), and the second turning mechanism 8 is used. At the time of a large steering angle that is a case of a steering angle that is equal to or greater than the predetermined steering angle, it is used for a large steering angle steering used in addition to the steering by the first steering mechanism 7. The “predetermined steering angle” is arbitrarily designed and determined according to the configuration of the first steering mechanism 7 and the second steering mechanism 8.

  As shown in FIG. 1, the wheels 6 on both sides in the vehicle width direction are supported by the suspension holder 2 shown in FIG. Each suspension holder 2 is provided with a support mechanism 5 for turning on the holder. As described above, the first turning mechanism 7 is shared by the left and right wheels 6, and the second turning mechanism 8 is provided for each of the left and right wheels 6.

  As shown in the figure, this steering device is of a steer-by-wire type, and a steering wheel 31, a steering angle sensor 32, a steering torque sensor 33, a steering reaction force motor 34, and an ECU (electric control) are steered by a driver. Unit) 35. The ECU 35 includes a steering control means 36, a normal failure response control means 37, and a large steering angle failure response control means 38. The normal failure time response control means 37 and the large steering angle failure time response control means 38 have a problem in any one of the first and second steering mechanisms 7 and 8, respectively. When it occurs, it becomes a fail-safe mechanism that is steered only by the other steering mechanisms 7 and 8. The ECU 35 and its respective control means 36, 37 and 38 are constituted by a microcomputer and an electronic circuit including a control program thereof.

  The steering wheel 31 is not mechanically connected to the first and second steering mechanisms 7 and 8 and is not mechanically connected to the steering rod 14 for steering. A steering angle sensor 32 and a steering torque sensor 33 are provided for the steering wheel 31, and a steering reaction force motor 34 is connected thereto. The steering angle sensor 32 is a sensor that detects the steering angle of the steering wheel 31. The steering torque sensor 33 is a sensor that detects a steering torque that acts on the steering wheel 1. The steering reaction force motor 34 is a motor that applies reaction force torque to the steering wheel 31.

  The steering control means 36 controls the motors 9 and 10 of the first and second steering mechanisms 7 and 8 according to the detection angle of the steering angle sensor 32. In this case, the steering control means 36 performs control to selectively use the first and second steering mechanisms 7 and 8 as follows. That is, when the steering angle of the steering wheel 31 detected by the steering angle sensor 32 is equal to or less than the predetermined turning angle (for example, 40 °), the steering control unit 36 turns the motor 9 of the first turning mechanism 7 on Control to drive the steering angle is performed. When the steering angle exceeds the predetermined turning angle (for example, 40 °), the motor 9 of the first turning mechanism 7 is driven until the turning angle reaches the predetermined turning angle (for example, 40 °). Thereafter, or simultaneously, the motor 10 of the second turning mechanism 8 is driven by an angle at which the steering angle exceeds the predetermined turning angle.

  The normal failure response control means 37 is configured to switch the normal travel steering motor 9 when the normal travel steering motor, which is the motor 9 of the first steering mechanism 7 for normal travel steering, has failed. The transmission of the output to the steering rod 14 is cut off, and instead of the normal traveling steering motor 9, a motor 10 having a second steering mechanism 8 which is a steering mechanism for a large steering angle, that is, a large steering angle motor. Turn the steering. The normal failure handling control means 37 has detection means (not shown) for detecting the failure of the motor 9, and controls the failure handling in response to the detection of the failure by the detection means. It is good to do. The transmission of the output of the motor 9 to the steering rod 14 is disconnected, for example, by providing a clutch (not shown) such as an electromagnetic clutch in the first steering mechanism 7 and disconnecting the clutch. At this time, it is preferable to provide a braking means (not shown) for stopping the advance / retreat operation of the steering rod 14.

  The large rudder angle failure response control means 38 is used when the large rudder angle motor, which is the motor 10 of the second steering mechanism 8 which is the large rudder angle steering mechanism, has failed. Means for making the second steering mechanism 8 having the motor 10 to be in a fixed state and turning only by the normal traveling steering motor which is the motor 9 of the first steering mechanism 7 for normal traveling steering. It is. The large rudder angle failure handling control means 38 has detection means (not shown) for detecting the failure of the motor 10, and responds to the failure detection by the detection means. Control should be performed.

Next, the operation of the above configuration will be described. The first steering mechanism 7 moves the steering rod 14 forward and backward by the motor 9. When the steering rod 14 advances and retreats, the suspension holder 2 connected to the steering rod 14 via the link 16 rotates about the longitudinal axis O1 of the rotation support shaft 2a, and the wheel 6 turns together with the suspension holder 2 and the housing 4. To do.
The second steering mechanism 8 moves the operating shaft 17 forward and backward by the motor 10. When the operating shaft 17 advances and retreats, the housing 4 connected to the operating shaft 17 via the link 19 rotates around the longitudinal axis O <b> 2 with respect to the suspension holder 2, and the wheel 6 is steered together with the housing 4. Since the wheel 6 is steered by the second steering mechanism 8 with respect to the suspension holder 2, if the suspension holder 2 is in an angular position rotated from the neutral position, the rotation angle of the suspension holder 2 and the suspension holder 2 is the turning angle of the wheel 6. Strictly speaking, when there is a shift in the position of the vertical axes O1 and O2, the turning angle changes according to the shift amount.

  Although the turning by the first turning mechanism 7 and the turning by the second turning mechanism 8 are possible independently, in this embodiment, the turning angle is up to a set angle (for example, 40 °). At the time of a certain normal traveling turning, only the first turning mechanism 7 is used for turning, and the second turning mechanism 8 is fixed at a neutral position. When the steering angle exceeds 40 °, the first turning mechanism 7 turns the vehicle to 40 °, and the second turning mechanism 8 turns the angle exceeding the steering angle of 40 °. This control is performed by the steering control means 36 of FIG.

That is, when the steering wheel 31 is steered, the steering control unit 36 determines that the first steering mechanism 7 is in the case where the steering angle is equal to or less than a predetermined turning angle (for example, 40 °) that is a case of normal traveling turning. The motor 9 is driven so as to have the steering angle. At this time, the motor 10 of the second steering mechanism 8 maintains the stopped state at an angle at which the housing 4 is in a neutral position with respect to the suspension holder 2.
In the case of a large steering angle exceeding a predetermined steering angle, the steering control means 36 drives the motor 9 of the first steering mechanism 7 until the predetermined steering angle which is the maximum steering angle is reached, and thereafter, or Simultaneously with the driving of the motor 9, the motor 10 of the second turning mechanism 8 is driven by an angle that is the difference between the steering angle and the predetermined turning angle.

  Thus, in addition to the turning by the first turning mechanism 7, the turning by the second turning mechanism 8 is possible, so that a large turning angle can be turned, for example, 90 ° turning. Rudder is possible. When 90 ° steering is possible, for example, as shown in FIG. 8, in a four-wheeled vehicle, all four wheels have a 90 ° rudder angle, and all four wheels have an in-wheel motor 20. The vehicle 40 can be traveled in the vertical direction B with respect to the straight traveling direction A, that is, sideways while the vehicle 40 is directed in the straight traveling direction. Thereby, parallel parking or the like in a limited parking space can be easily performed.

When the in-wheel motor 20 is adopted for the four wheels and the first and second rolling devices 7 and 8 are provided as in the above configuration, the four-wheel independent steering becomes possible.
By using the in-wheel motor 20 and the suspension holder 2 that is rotatable about the longitudinal axis O1 with respect to the chassis 1, an advantage that the kingpin offset is eliminated can be obtained.
Further, when the first turning mechanism 7 is used for normal traveling turning and the second turning mechanism 8 is used for a large steering angle, the first turning mechanism 7 has the same configuration as that of the conventional rack and pinion type. Therefore, control becomes easy.

In this embodiment, the following fail-safe function is further obtained. In other words, the normal failure response control means 37, when the normal travel steering motor, which is the motor 9 of the first steering mechanism 7 for normal travel steering, fails, is the normal travel steering motor. The transmission of the output of 9 to the steering rod 14 is disconnected, and the turning by the motor 10 of the second turning mechanism 8 which is a turning mechanism for a large steering angle is performed instead of the normal traveling turning motor 9. . Therefore, even if the motor 9 of the first turning mechanism 7 fails, the turning by the large steering angle motor 10 can be performed.
Further, when the large steering angle motor, which is the motor 10 of the second steering mechanism 8, has failed, the large steering angle failure response control means 38 sets the second steering mechanism 8 in a fixed state. The steering is performed only by the motor 9 of the first turning mechanism 7 for normal running turning.
As described above, since the first and second steering mechanisms 7 and 8 are provided and the motors 9 and 10 are provided respectively, it is possible to simultaneously add a function for adjusting a large steering angle and a fail-safe function that cannot be normally obtained. Can do.

  In the above embodiment, the first turning mechanism 7 is caused to perform normal traveling turning up to a predetermined angle. However, the second turning mechanism 8 has a turning angle up to a predetermined turning angle. The first steering mechanism 7 is used for normal traveling steering used in the case of normal traveling steering, and the first steering mechanism 7 is at a large steering angle that is a steering angle greater than or equal to the predetermined steering angle. It may be used for large steering angle turning used in addition to turning by Thus, when the second steering mechanism 8 that is installed in the suspension holder 2 and steers the wheel 6 is used for normal running steering, the left and right wheels 6 of the vehicle can be steered independently. Thereby, the toe angle can be adjusted.

  Moreover, in the said embodiment, although the 2nd steering mechanism 8 was set as the structure which advances / retreats the operating shaft 17 via the rotation / straight-ahead movement conversion mechanism 18 with the motor 10, for example, the pinion provided in the output shaft of the motor 10 is used. The housing 4 may be configured to mesh with a gear (not shown) provided around the longitudinal axis O2. Thus, when the turning mechanism 8 for turning a large steering angle is a combination of two gears, the motor 10 can be reduced in size and weight instead of a reduction gear.

  Furthermore, in the above-described embodiment, the suspension device 30 has a double wishbone type or a configuration conforming thereto, but the suspension device 30 has a strut type, a double wishbone type, a multi-link type, and other types. Any of these may be used, and can be applied regardless of the format.

DESCRIPTION OF SYMBOLS 1 ... Chassis 2 ... Suspension holder 3 ... Wheel bearing 4 ... Housing 5 ... Holder support mechanism 6 on a holder ... Wheel 7 ... 1st steering mechanism 8 ... 2nd steering mechanism 9, 10 ... Motor 12 ... Spring 13 ... Shock absorber 14 ... Steering rod 16, 19 ... Link 20 ... In-wheel motor 30 ... Suspension device 31 ... Steering wheel 32 ... Steering angle sensor 36 ... Steering control means 37 ... Normal failure response control means 38 ... Large rudder Angular failure response control means O1 ... vertical axis O2 ... vertical axis

Claims (9)

  A suspension holder that is rotatably supported around the vertical axis by the chassis, a support mechanism for turning on the holder that is provided on the suspension holder and rotatably supports the housing of the wheel bearing around the vertical axis; A first steering mechanism that is provided between the chassis and the suspension holder and steers the wheel via the suspension holder, and a first steering mechanism that is installed in the suspension holder and that rotates by the rotation of the support mechanism for steering on the holder. And a steering device provided with a steering motor for each of the steering mechanisms.   In Claim 1, the said 1st steering mechanism is used for normal driving | running | working steering used when it is a steering angle to a predetermined steering angle, and said 2nd steering mechanism is more than the said predetermined steering angle. A steering device for large steering angle steering used in addition to the steering by the first steering mechanism at a large steering angle.   In Claim 1, the said 2nd steering mechanism is used for normal driving | running | working steering used when it is a steering angle to a predetermined steering angle, and the said 1st steering mechanism is more than the said predetermined steering angle A steering device for large steering angle steering used in addition to the steering by the first steering mechanism at a large steering angle.   The steering apparatus according to any one of claims 1 to 3, wherein a vertical axis serving as a rotation axis of the suspension holder is a position passing through a tire ground contact point.   In any one of Claim 1 thru | or 4, When trouble arises in any one of the 1st and 2nd steering mechanism, it makes it steer only by the other steering mechanism. A steering device with a fail-safe mechanism. The steering wheel according to claim 2 or 3, wherein the steering wheel is not mechanically connected to any of the first and second steering mechanisms, a steering angle sensor that detects a steering angle of the steering wheel, and the steering A steer-by-wire type steering apparatus having steering control means for controlling motors of the first and second steering mechanisms according to a detection angle of an angle sensor,
Of the first and second steering mechanisms, the output of the normal travel steering motor when the normal travel steering motor, which is the motor of the normal travel steering mechanism, has failed. Steering device provided with a normal failure response control means for separating the transmission of the motor and performing the turning by the large steering angle motor which is the motor of the steering mechanism for the large steering angle instead of the normal traveling steering motor . The steering wheel according to claim 2 or 3, wherein the steering wheel is not mechanically connected to any of the first and second steering mechanisms, a steering angle sensor that detects a steering angle of the steering wheel, and the steering A steer-by-wire type steering apparatus having steering control means for controlling motors of the first and second steering mechanisms according to a detection angle of an angle sensor,
When the large steering angle motor, which is the motor of the steering mechanism for the large steering angle, of the first and second steering mechanisms has failed, the steering having the large steering angle motor. A steering apparatus provided with control means for dealing with a large rudder angle failure that causes the steering to be performed only by a normal traveling steering motor, which is a motor of a steering mechanism for normal traveling steering with the mechanism fixed.   The steering according to any one of claims 1 to 7, wherein a total turning angle that can be turned by using both the first turning mechanism and the second turning mechanism is 90 ° or more. apparatus. 9. The housing of a wheel bearing according to claim 1, wherein the housing of the wheel bearing is integrated with or in combination with the housing of the in-wheel motor, and the integrated or combined housing is moved over the holder. A steering device supported by a rudder support mechanism.

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