Vehicle steering apparatus

• US 7,308,964 B2
• Filed: 09/30/2004
• Issued: 12/18/2007
• Est. Priority Date: 10/02/2003
• Status: Expired due to Fees

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Hara, Kazuo, Kubokawa, Noriki, Osonoi, Tetsuya, Eguchi, Takaaki, Shitamitsu, Kiyotaka, Ono, Hitoshi
• Primary Examiner(s): Morris, Lesley D.
• Assistant Examiner(s): Arce-Diaz, Marlon
• Application Number:
  US10/952,917
• Publication Number:
  US 20050072621A1
• Time in Patent Office: 1,174 Days
• Field of Search: 180/402, 180/405, 180/446
• US Class Current: 180/446
• CPC Class Codes: B62D 1/163 Part of the steering column replaced by flexible means, e.g. cable or belt
• CPC Class Codes: B62D 5/003 Backup systems, e.g. for manual steering B62D5/30 takes precedence
• CPC Class Codes: B62D 5/008 Changing the transfer ratio between the steering wheel and the steering gear by variable supply of energy, e.g. by using a superposition gear
• CPC Class Codes: B62D 7/09 characterised by means varying the ratio between the steering angles of the steered wheels varying the ratio automatically depending on driving conditions B62D6/00

Abstract

A vehicle steering apparatus includes a steering input section having at least a steering wheel to which steering input is applied, and a steering output section having at least a steering rack shaft and operatively associated with left and right steered wheels for steering the steered wheels by steering-rack-shaft movement produced by a steering force determined based on the steering input and transmitted directly or indirectly to the steering rack shaft. The steering rack shaft is split into left and right movable rack shaft portions. Also provided is a steer angle converter enabling a differential rack stroke between left and right rack strokes of the left and right movable rack shaft portions. The steer angle converter is constructed by at least one of a variable-pitch dual rack arrangement and a dual taper-pulley arrangement of a cable back-up mechanism.

Claims

1. A vehicle steering apparatus comprising:

a steering input section having at least a steering wheel to which steering input is applied;

a steering output section having at least a steering rack shaft and operatively associated with left and right steered wheels for steering the steered wheels by steering-rack-shaft movement produced by a steering force determined based on the steering input;

mechanical transmission means via which the steering force is transmitted to the steering rack shaft;

the steering rack shaft being split into left and right movable rack shaft portions; and

the mechanical transmission means including a steer angle converter enabling a differential rack stroke between left and right rack strokes of the left and right movable rack shaft portions by one rotation input that is input directly to the steering rack shaft, when steering the left and right steered wheels.

2. The vehicle steering apparatus as claimed in claim 1, wherein:

the steer angle converter comprises;

(i) a left variable-pitch rack-and-pinion mechanism including a left variable rack having a left variable-pitch rack gear portion formed on the left movable rack shaft portion and a left pinion shaft having a left pinion gear portion in meshed-engagement with the left variable-pitch rack gear portion; and

(ii) a right variable-pitch rack-and-pinion mechanism including a right variable rack having a right variable-pitch rack gear portion formed on the right movable rack shaft portion and a right pinion shaft having a right pinion gear portion in meshed-engagement with the right variable-pitch rack gear portion,

wherein the left and right variable-pitch rack-and-pinion mechanisms cooperate with each other to enable a rack-stroke difference between the left and right movable rack shaft portions for a same pinion-shaft rotary motion.

4. The vehicle steering apparatus as claimed in claim 2, further comprising:

a steer-by-wire (SBW) system in which the steering wheel of the steering input section is mechanically separated from the steering rack shaft of the steering output section and the steering-rack-shaft movement is produced responsively to a command signal determined based on the steering input;

a mechanical back-up system capable of mechanically coupling the steering input section with the steering output section, the mechanical back-up system comprising;

(i) a cable back-up mechanism having two cylindrical pulleys;

(ii) a first clutch device provided on a side of the steering input section; and

(iii) a second clutch device provided on a side of the steering output section; and

the SBW system comprising a single steering actuator that drives the left and right movable rack shaft portions responsively to the command signal.

5. The vehicle steering apparatus as claimed in claim 2, further comprising:

a direct-coupled steering linkage comprising;

(i) a column shaft fixedly connected to the steering wheel (1) and formed integral with a first one of the left and right pinion shafts;

(ii) a movable connection shaft mechanically linking the first and second pinion shafts to each other;

(iii) a first constant-pitch rack-and-pinion mechanism including a first constant-pitch rack having a first constant-pitch rack gear portion formed on the movable connection shaft and the first pinion shaft having a first pinion gear portion in meshed-engagement with the first constant-pitch rack gear portion; and

(iv) a second constant-pitch rack-and-pinion mechanism including a second constant-pitch rack having a second constant-pitch rack gear portion formed on the movable connection shaft and the second pinion shaft having a second pinion gear portion in meshed-engagement with the second constant-pitch rack gear portion,

wherein the column shaft, the movable connection shaft, and the first and second constant-pitch rack-and-pinion mechanisms cooperate with each other to directly transmit the steering force from the steering wheel via the direct-coupled steering linkage to each of the left and right movable rack shaft portions.

16. The vehicle steering apparatus as claimed in claim 4, wherein:

the first clutch device of the steering input section comprises a first friction clutch provided between the steering wheel and the cable back-up mechanism and the second clutch device of the steering output section comprises a second friction clutch provided between the cable back-up mechanism and the steering rack shaft; and

a first limitation transmitted torque, above which the first friction clutch starts to slip in a clutch engaged state in which the first and second friction clutches are both engaged, is set to be lower than a second limitation transmitted torque, above which the second friction clutch starts to slip in the clutch engaged state.

17. The vehicle steering apparatus as claimed in claim 16, wherein:

a predetermined transmitted torque capacity of the first friction clutch is set to be lower than a lower one of an axial yielding point of an inner cable of the cable back-up mechanism and an axial yielding point of an outer tube of the cable back-up mechanism.

3. A vehicle steering apparatus comprising:

a steering input section having at least a steering wheel to which steering input is applied;

a steering output section having at least a steering rack shaft and operatively associated with left and right steered wheels for steering the steered wheels by steering-rack-shaft movement produced by a steering force determined based on the steering input and transmitted directly or indirectly to the steering rack shaft;

the steering rack shaft being split into left and right movable rack shaft portions; and

a steer angle converter enabling a differential rack stroke between left and right rack strokes of the left and right movable rack shaft portions,

wherein;

the steer angle converter comprises;

(i) a left variable-pitch rack-and-pinion mechanism including a left variable rack having a left variable-pitch rack gear portion formed on the left movable rack shaft portion and a left pinion shaft having a left pinion gear portion in meshed-engagement with the left variable-pitch rack gear portion; and

(ii) a right variable-pitch rack-and-pinion mechanism including a right variable rack having a right variable-pitch rack gear portion formed on the right movable rack shaft portion and a right pinion shaft having a right pinion gear portion in meshed-engagement with the right variable-pitch rack gear portion,

wherein the left and right variable-pitch rack-and-pinion mechanisms cooperate with each other to enable a rack-stroke difference between the left and right movable rack shaft portions for a same pinion-shaft rotary motion;

a steer-by-wire (SBW) system in which the steering wheel of the steering input section is mechanically separated from the steering rack shaft of the steering output section and the steering-rack-shaft movement is produced responsively to a command signal determined based on the steering input; and

a mechanical back-up system capable of mechanically coupling the steering input section with the steering output section, the mechanical back-up system comprising;

(i) a cable back-up mechanism having three cylindrical pulleys; and

(ii) a clutch device provided on a side of the steering input section; and

the SBW system comprising two steering actuators that drive the respective movable rack shaft portions responsively to the command signal.

13. The vehicle steering apparatus as claimed in claim 3, further comprising:

a steering wheel angle sensor that detects a steering wheel angle of the steering wheel;

a steering controller system capable of selectively engaging or disengaging the clutch device depending on the steering wheel angle detected;

the steering controller system engaging the clutch device when the steering wheel angle is within a predetermined steering-wheel-angle range, for enabling a synchronous movement of the left and right movable rack shaft portions with no differential rack stroke of the left and right movable rack shaft portions; and

the steering controller system disengaging the clutch device when the steering wheel angle is out of the predetermined steering-wheel-angle range, for controlling the two steering actuators independently of each other to provide the differential rack stroke between the left and right movable rack shaft portions and consequently to enable a required Ackerman ratio.

14. The vehicle steering apparatus as claimed in claim 3, further comprising:

a vehicle speed sensor that detects a vehicle speed;

a steering controller system capable of selectively engaging or disengaging the clutch device depending on the vehicle speed detected;

the steering controller system engaging the clutch device when the vehicle speed is out of a predetermined vehicle-speed range, for enabling a synchronous movement of the left and right movable rack shaft portions with no differential rack stroke of the left and right movable rack shaft portions; and

the steering controller system disengaging the clutch device when the vehicle speed is within the predetermined vehicle speed range, for controlling the two steering actuators independently of each other to provide the differential rack stroke between the left and right movable rack shaft portions and consequently to enable a required Ackerman ratio.

15. The vehicle steering apparatus as claimed in claim 3, wherein:

the clutch device of the steering input section comprises a friction clutch provided between the steering wheel and the cable back-up mechanism; and

a predetermined transmitted torque capacity of the friction clutch is set to be lower than a lower one of an axial yielding point of an inner cable of the cable back-up mechanism and an axial yielding point of an outer tube of the cable back-up mechanism.

18. The vehicle steering apparatus as claimed in claim 3, wherein:

each of system configurations of an actuator system, a sensor system, and a steering controller system, all provided to control the steering output section in response to the command signal, comprises a multiple system configuration higher than a dual system configuration.

19. The vehicle steering apparatus as claimed in claim 18, wherein:

when a first control system of the SBW system of the multiple system configuration is failed, a normally-operating, unfailed control system except the failed first control system continuously executes an SBW operating mode for a period of time until a predetermined condition that the steering input section is conditioned at a position substantially corresponding to a neutral position of the steering input section and additionally the steering output section is conditioned at a position substantially corresponding to a neutral position of the steering output section becomes satisfied, and then operates to shift from the SBW operating mode to a back-up operating mode by engaging the clutch device of the mechanical back-up system only when the predetermined condition has been satisfied.

20. The vehicle steering apparatus as claimed in claim 19, wherein:

during the back-up operating mode, the unfailed control system executes an electric motor-assist power-steering (EPS) control.

21. The vehicle steering apparatus as claimed in claim 18, further comprising:

a first torque sensor system that detects a steering torque applied to the steering wheel; and

a steering wheel angle sensor that detects a steering wheel angle of the steering wheel and is provided between the steering wheel and the first torque sensor system.

22. The vehicle steering apparatus as claimed in claim 18, wherein:

the steering controller system comprises a first steering controller and a second steering controller;

the system configuration of the actuator system comprises two steering actuators operatively associated with the left pinion shaft and two steering actuators operatively associated with the right pinion shaft;

the first and second steering controllers comprises a diagonal-split layout of command-signal circuits that the first steering controller is assigned to control a first one of the two steering actuators operatively associated with the left pinion shaft to drive the left rack and a first one of the two steering actuators operatively associated with the right pinion shaft to drive the right rack, and the second steering controller is assigned to control the second steering actuator operatively associated with the left pinion shaft to drive the left rack and the second steering actuator operatively associated with the right pinion shaft to drive the right rack.

23. The vehicle steering apparatus as claimed in claim 18, further comprising:

a second torque sensor system that detects a steering torque created by steering action of the steered wheel; and

a steer angle sensor that detects a steer angle of the steered wheel and is provided between the mechanical back-up system and the second torque sensor system.

24. The vehicle steering apparatus as claimed in claim 18, wherein:

the steering input section comprises a reaction control system having a reaction actuator system that reproduces a virtual steering reaction torque acting on the steering wheel;

the steering output section comprises a steering output system having a steering actuator system through which the steered wheels are steered;

the reaction actuator system comprises reaction motors each comprising a brushless motor; and

the steering actuator system comprises steering motors each comprising a brushless motor.

25. The vehicle steering apparatus as claimed in claim 24, wherein:

the steering motor comprises a one-rotor two-stator brushless motor.

26. The vehicle steering apparatus as claimed in claim 24, wherein:

the reaction motor comprises a one-rotor two-stator brushless motor.

27. The vehicle steering apparatus as claimed in claim 24, wherein:

each of the steering motor and the reaction motor comprises a one-rotor two-stator brushless motor; and

the clutch device is provided between the reaction control system and the cable back-up mechanism.

28. The vehicle steering apparatus as claimed in claim 24, wherein:

each of the steering motor and the reaction motor comprises a one-rotor two-stator brushless motor; and

the clutch device is provided between the cable back-up mechanism and the steering output system.

29. The vehicle steering apparatus as claimed in claim 18, wherein:

the steering input section comprises a reaction control system having a reaction actuator system that reproduces a virtual steering reaction torque acting on the steering wheel;

the steering output section comprises a steering output system having a steering actuator system through which the steered wheels are steered;

the reaction actuator system comprises reaction motors each comprising a brush-equipped direct-current (DC) motor; and

the steering actuator system comprises steering motors each comprising a brush-equipped DC motor.

30. The vehicle steering apparatus as claimed in claim 29, wherein:

the reaction motor comprises a two-rotor one-stator brush-equipped DC motor.

31. The vehicle steering apparatus as claimed in claim 3, wherein:

the clutch device comprises an electromagnetic clutch capable of coupling clutch input and output shafts with each other by way of an attraction force arising from a magnetic flux produced by applying an exciting current to an electromagnetic coil.

32. The vehicle steering apparatus as claimed in claim 3, wherein:

the clutch device comprises an electromagnetic mechanical clutch, which is a combined clutch unit of an electromagnet and a two-way roller clutch.

6. A vehicle steering apparatus comprising:

a steering input section having at least a steering wheel to which steering input is applied;

a steering output section having at least a steering rack shaft and operatively associated with left and right steered wheels for steering the steered wheels by steering-rack-shaft movement produced by a steering force determined based on the steering input and transmitted directly or indirectly to the steering rack shaft;

the steering rack shaft being split into left and right movable rack shaft portions; and

a steer angle converter enabling a differential rack stroke between left and right rack strokes of the left and right movable rack shaft portions,

wherein;

the steer angle converter comprises;

(i) a left frusto-conical taper pulley of a cable steering column system associated with a left rack-and-pinion mechanism and fixedly connected to and coaxially arranged with a left pinion shaft, so that an effective diameter of a cable wound on the left taper pulley varies depending on the rack stroke of the left movable rack shaft portion; and

(ii) a right frusto-conical taper pulley of the cable steering column system associated with a right rack-and-pinion mechanism and fixedly connected to and coaxially arranged with a right pinion shaft, so that an effective diameter of a cable wound on the right taper pulley varies depending on the rack stroke of the right movable rack shaft portion, and that a sum of the effective diameter of the cable wound on the left taper pulley and the effective diameter of the cable wound on the right taper pulley is constant;

wherein the left and right taper pulleys cooperate with each other to provide a differential movement of the left and right pinion shafts and consequently to enable the differential rack stroke between the left and right movable rack shaft portions.

7. The vehicle steering apparatus as claimed in claim 6, further comprising:

a steer-by-wire (SBW) system in which the steering wheel of the steering input section is mechanically separated from the steering rack shaft of the steering output section and the steering-rack-shaft movement is produced responsively to a command signal determined based on the steering input;

a mechanical back-up system capable of mechanically coupling the steering input section with the steering output section, the mechanical back-up system comprising;

(i) a cable back-up mechanism having a cylindrical pulley and the left and right taper pulleys; and

(ii) a clutch device provided on a side of the steering input section; and

the SBW system comprising two steering actuators that drive the respective movable rack shaft portions responsively to the command signal,

wherein the left rack-and-pinion mechanism includes a left constant-pitch rack having a left constant-pitch rack gear portion formed on the left movable rack shaft portion and the left pinion shaft having a left pinion gear portion in meshed-engagement with the left constant-pitch rack gear portion, and the right rack-and-pinion mechanism includes a right constant-pitch rack having a right constant-pitch rack gear portion formed on the right movable rack shaft portion and the right pinion shaft having a right pinion gear portion in meshed-engagement with the right constant-pitch rack gear portion, and

wherein the left and right constant-pitch rack-and-pinion mechanisms cooperate with each other to enable a rack-stroke characteristic that there is no rack-stroke difference between the left and right movable rack shaft portions for a same pinion-shaft rotary motion, and the left and right taper pulleys cooperate with each other to provide a differential movement of the left and right pinion shafts and consequently to enable the differential rack stroke between the left and right movable rack shaft portions.

8. The vehicle steering apparatus as claimed in claim 6, further comprising:

a steer-by-wire (SBW) system in which the steering wheel of the steering input section is mechanically separated from the steering rack shaft of the steering output section and the steering-rack-shaft movement is produced responsively to a command signal determined based on the steering input;

a mechanical back-up system capable of mechanically coupling the steering input section with the steering output section, the mechanical back-up system comprising;

(i) a cable back-up mechanism having a cylindrical pulley and the left and right taper pulleys; and

(ii) a clutch device provided on a side of the steering input section; and

the SBW system comprising two steering actuators that drive the respective movable rack shaft portions responsively to the command signal,

wherein the left rack-and-pinion mechanism includes a left variable rack having a left variable-pitch rack gear portion, which is formed on the left movable rack shaft portion and whose gear pitch gradually decreases from an innermost end to an outermost end, and the left pinion shaft having a left pinion gear portion in meshed-engagement with the left variable-pitch rack gear portion; and

the right rack-and-pinion mechanism includes a right variable rack having a right variable-pitch rack gear portion, which is formed on the right movable rack shaft portion and whose gear pitch gradually decreases from an innermost end to an outermost end, and the right pinion shaft having a right pinion gear portion in meshed-engagement with the right variable-pitch rack gear portion,

wherein the left and right variable-pitch rack-and-pinion mechanisms cooperate with each other to enable a differential rack-stroke characteristic that the rack stroke of a first one of the left and right movable rack shaft portions, extending and moving outside, becomes relatively greater than the rack stroke of the second rack shaft portion, contracting and moving inside during steering operation.

9. The vehicle steering apparatus as claimed in claim 6, further comprising:

a steer-by-wire (SBW) system in which the steering wheel of the steering input section is mechanically separated from the steering rack shaft of the steering output section and the steering-rack-shaft movement is produced responsively to a command signal determined based on the steering input;

a mechanical back-up system capable of mechanically coupling the steering input section with the steering output section, the mechanical back-up system comprising;

(i) a cable back-up mechanism having a cylindrical pulley and the left and right taper pulleys; and

(ii) a clutch device provided on a side of the steering input section; and

the SEW system comprising two steering actuators that drive the respective movable rack shaft portions responsively to the command signal,

wherein the left rack-and-pinion mechanism includes a left variable rack having a left variable-pitch rack gear portion, which is formed on the left movable rack shaft portion and whose gear pitch gradually increases from an innermost end to an outermost end, and the left pinion shaft having a left pinion gear portion in meshed-engagement with the left variable-pitch rack gear portion; and

the right rack-and-pinion mechanism includes a right variable rack having a right variable-pitch rack gear portion, which is formed on the right movable rack shaft portion and whose gear pitch gradually increases from an innermost end to an outermost end, and the right pinion shaft having a right pinion gear portion in meshed-engagement with the right variable-pitch rack gear portion,

wherein the left and right variable-pitch rack-and-pinion mechanisms cooperate with each other to enable an inverted differential rack-stroke characteristic that the rack stroke of a first one of the left and right movable rack shaft portions, extending and moving outside, becomes relatively smaller than the rack stroke of the second rack shaft portion, contracting and moving inside during steering operation.

10. The vehicle steering apparatus as claimed in claim 6, further comprising:

a steer-by-wire (SBW) system in which the steering wheel of the steering input section is mechanically separated from the steering rack shaft of the steering output section and the steering-rack-shaft movement is produced responsively to a command signal determined based on the steering input;

a mechanical back-up system capable of mechanically coupling the steering input section with the steering output section, the mechanical back-up system comprising;

(i) a cable back-up mechanism having a cylindrical pulley and the left and right taper pulleys; and

(ii) a clutch device provided on a side of the steering input section; and

the SBW system comprising a single steering actuators that drives the left and right movable rack shaft portions responsively to the command signal,

wherein the left rack-and-pinion mechanism includes a left constant-pitch rack having a left constant-pitch rack gear portion formed on the left movable rack shaft portion and the left pinion shaft having a left pinion gear portion in meshed-engagement with the left constant-pitch rack gear portion, and the right rack-and-pinion mechanism includes a right constant-pitch rack having a right constant-pitch rack gear portion formed on the right movable rack shaft portion and the right pinion shaft having a right pinion gear portion in meshed-engagement with the right constant-pitch rack gear portion, and

wherein the left and right constant-pitch rack-and-pinion mechanisms cooperate with each other to enable a rack-stroke characteristic that there is no rack-stroke difference between the left and right movable rack shaft portions for a same pinion-shaft rotary motion, and the left and right taper pulleys cooperate with each other to provide a differential movement of the left and right pinion shafts and consequently to enable the differential rack stroke between the left and right movable rack shaft portions.

11. The vehicle steering apparatus as claimed in claim 6, further comprising:

a steer-by-wire (SBW) system in which the steering wheel of the steering input section is mechanically separated from the steering rack shaft of the steering output section and the steering-rack-shaft movement is produced responsively to a command signal determined based on the steering input;

a mechanical back-up system capable of mechanically coupling the steering input section with the steering output section, the mechanical back-up system comprising;

(i) a cable back-up mechanism having a cylindrical pulley and the left and right taper pulleys; and

(ii) a clutch device provided on a side of the steering input section; and

the SBW system comprising a single steering actuators that drives the left and right movable rack shaft portions responsively to the command signal,

wherein the left rack-and-pinion mechanism includes a left variable rack having a left variable-pitch rack gear portion, which is formed on the left movable rack shaft portion and whose gear pitch gradually decreases from an innermost end to an outermost end, and the left pinion shaft having a left pinion gear portion in meshed-engagement with the left variable-pitch rack gear portion; and

the right rack-and-pinion mechanism includes a right variable rack having a right variable-pitch rack gear portion, which is formed on the right movable rack shaft portion and whose gear pitch gradually decreases from an innermost end to an outermost end, and the right pinion shaft having a right pinion gear portion in meshed-engagement with the right variable-pitch rack gear portion,

wherein the left and right variable-pitch rack-and-pinion mechanisms, and the left and right taper pulleys cooperate with each other to enable a multiplied differential rack-stroke characteristic that the rack stroke of a first one of the left and right movable rack shaft portions, extending and moving outside, becomes relatively greater than the rack stroke of the second rack shaft portion, contracting and moving inside during steering operation.

12. The vehicle steering apparatus as claimed in claim 6, further comprising:

a steer-by-wire (SBW) system in which the steering wheel of the steering input section is mechanically separated from the steering rack shaft of the steering output section and the steering-rack-shaft movement is produced responsively to a command signal determined based on the steering input;

a mechanical back-up system capable of mechanically coupling the steering input section with the steering output section, the mechanical back-up system comprising;

(i) a cable back-up mechanism having a cylindrical pulley and the left and right taper pulleys; and

(ii) a clutch device provided on a side of the steering input section; and

the SBW system comprising a single steering actuators that drives the left and right movable rack shaft portions responsively to the command signal,

wherein the left rack-and-pinion mechanism includes a left variable rack having a left variable-pitch rack gear portion, which is formed on the left movable rack shaft portion and whose gear pitch gradually increases from an innermost end to an outermost end, and the left pinion shaft having a left pinion gear portion in meshed-engagement with the left variable-pitch rack gear portion; and

the right rack-and-pinion mechanism includes a right variable rack having a right variable-pitch rack gear portion, which is formed on the right movable rack shaft portion and whose gear pitch gradually increases from an innermost end to an outermost end, and the right pinion shaft having a right pinion gear portion in meshed-engagement with the right variable-pitch rack gear portion,

wherein the left and right variable-pitch rack-and-pinion mechanisms, and the left and right taper pulleys cooperate with each other to enable a multiplied inverted differential rack-stroke characteristic that the rack stroke of a first one of the left and right movable rack shaft portions, extending and moving outside, becomes relatively smaller than the rack stroke of the second rack shaft portion, contracting and moving inside during steering operation.