Steering device

Abstract

To provide a steering device which complements a function of a damaged machine element, maintains operation of a brake, and improves safety even when the machine element is damaged by a large force.MEANS FOR SOLVING THE PROBLEM: A steering device 1 includes: a hub part 4 disposed at a rotational steering center; holding parts 5 which are disposed around the hub part 4 and held during rotational steering; and brake operation parts 10 respectively attached to the holding parts 5. Transmission means of brake operation of a brake operation part 10 to the vehicle side includes both of a machine element (a link mechanism 30) and an electric element (a sensor 14). The machine element includes a breaking part 36. In normal times, the machine element is used as the transmission means. After the machine element is broken at the breaking part 36 due to a brake operation amount of the brake operation part 10, the electric element is used as the transmission means.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a steering device that includes a hub portion (also called a "boss portion") that is positioned at the center of rotary steering, a gripping portion that is positioned around the hub portion and is gripped during rotary steering, and a brake operating portion. [Background technology]

[0002] Conventionally, there has been a steering device configured such that an accelerator operation unit and a brake operation unit are disposed between a hub portion and a grip portion (see, for example, Patent Document 1). In this conventional steering device, pulling up the operating lever activates the brake, and pulling down the operating lever activates the accelerator.

[0003] The accelerator and brake operating levers are paired, with a link mechanism for synchronized rotation. The operating levers are pivotally mounted on a mounting part that projects toward the main grip area at the top end of a metal base that extends upward from the hub core.

[0004] The mounting part is provided with a rotation shaft that supports the operating lever, and a stopper that restricts the rotation angle of the operating lever when operated is provided on the base side (on the left side, toward the center in the left-right direction) of the rotation shaft on the mounting part. Therefore, the area between the tip of the operating lever and the stopper is a pull-up area and a pull-down area (Figures 11 and 12 of Patent Document 1). [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Publication No. 2024-14025 Summary of the Invention [Problem to be solved by the invention]

[0006] However, in conventional steering devices, when the operating lever is pulled up with a large force due to human factors such as grip strength in addition to situational factors such as emergency braking, there is a risk that the operating lever may be damaged. Depending on the extent of the damage to the operating lever, it may become impossible to fully operate the brakes.

[0007] The present invention solves the above-mentioned problems, and aims to provide a steering device equipped with a brake operating unit that maintains brake operation and improves safety even if a mechanical element is broken by a large force. [Means for solving the problem]

[0008] A steering device according to a first aspect of the present invention is a steering device comprising a hub portion arranged at the center of rotary steering, a grip portion arranged around the hub portion and gripped during rotary steering, and a brake operating portion attached to the grip portion, wherein the means for transmitting the brake operation to the vehicle side in the brake operating portion comprises both a mechanical element and an electrical element, the mechanical element has a breaking portion, and the mechanical element is used as the transmission means under normal circumstances, and after the mechanical element breaks at the breaking portion, the electrical element is used as the transmission means.

[0009] A steering device according to a first aspect of the present invention includes a hub portion disposed at the center of rotary steering, a grip portion disposed around the hub portion and gripped during rotary steering, and a brake operating portion attached to the grip portion, wherein the means for transmitting a brake operation to the vehicle side in the brake operating portion includes both a mechanical element and an electric element, the mechanical element includes a breaking portion, and the mechanical element is used as the transmission means under normal circumstances, and after the mechanical element breaks at the breaking portion, the electric element is used as the transmission means, thereby enabling the electric element to supplement the mechanical element, so that brake operation can be maintained even after the mechanical element breaks.

[0010] A steering device according to a second aspect of the present invention is the steering device of the first aspect, wherein the breakage of the breaking portion of the mechanical element occurs due to the amount of brake operation of the brake operation portion.

[0011] Brake operation units that are attached to a grip and operated by pulling up or gripping with the fingers are easily affected by human factors such as muscle strength and grip strength. Therefore, to ensure that even people with weak muscle strength or grip strength can operate the brakes reliably, the brake operation is set to be completed (hereinafter referred to as the "brake operation completion position") and the vehicle can be stopped before the brake operation amount reaches a limit, for example, a position where it can no longer be mechanically pulled up or gripped any further.

[0012] In the steering device according to the second aspect of the present invention, the breakage of the mechanical element at the breaking portion occurs due to the amount of brake operation of the brake operating portion. Therefore, even if, for example, a large force causes the amount of brake operation to exceed the brake operation completion position, causing the mechanical element to break at the breaking portion and making it impossible for the mechanical element to operate the brake, the electrical element can take over the brake operation and maintain the operation of the brake.

[0013] A steering device according to a third aspect of the present invention is the steering device of the first or second aspect, wherein the mechanical element is a link mechanism in which a plurality of shafts are connected by joints, and the steering device is connected to a brake operating unit.

[0014] In the steering device according to the third aspect of the present invention, the mechanical element is a link mechanism in which a plurality of shafts are connected by joints, so that the adjustment margin of the link portion increases, making it easier to adjust the length, etc.

[0015] Furthermore, since the link mechanism is connected to the brake operating portion, the braking operation at the brake operating portion can be transmitted to the vehicle side via the link mechanism.

[0016] A steering device according to a fourth aspect of the present invention is the steering device according to the first to third aspects, wherein the electrical element includes a rotating shaft and is a sensor that detects a rotation angle of the rotating shaft, the sensor is attached to a brake operating unit, the brake operating unit includes a brake lever, the brake lever is connected to the rotating shaft, and the rotating shaft is connected to a mechanical element.

[0017] In a steering device according to a fourth aspect of the present invention, the electrical element is a sensor that includes a rotating shaft and detects the rotation angle of the rotating shaft, and the sensor is attached to the brake operating part, so that the brake operating part can be made compact.

[0018] In addition, the brake operating unit is equipped with a brake lever, which is connected to a rotating shaft, and the rotating shaft is connected to a mechanical element, so that operation of the brake lever can be transmitted to the mechanical element via the rotating shaft.

[0019] In addition, because the sensor detects the rotation angle of the rotating shaft, the amount of braking is detected as a rotation angle even when the brake is applied by a mechanical element, and when the amount of braking exceeds the brake operation completion position by a certain amount and the mechanical element breaks, the electrical element can smoothly take over.

[0020] A steering device according to a fifth aspect of the present invention is the steering device of the fourth aspect, wherein the rigidity of the brake lever is higher than the rigidity of the breaking portion.

[0021] In the steering device according to the fifth aspect of the present invention, the rigidity of the brake lever is higher than the rigidity of the breaking portion, so that it is possible to prevent the brake lever from deforming or breaking before the breaking portion, which would adversely affect braking operation. Furthermore, even after the mechanical element breaks, the brake operation can be maintained by the electrical element. [Brief explanation of the drawings]

[0022] [Figure 1] 1 is a plan view of a steering core member of a steering device according to an embodiment of the present invention; [Figure 2] FIG. 2 is a diagram illustrating the configuration of a brake operating unit according to the embodiment. [Figure 3] 1 is a perspective view of a state in which a brake operating unit, a mechanical element, and a brake transmission unit are connected to each other according to an embodiment. FIG. [Figure 4] 1 is a plan view of a steering core member of a steering device to which the brake operating unit, the mechanical elements, and the brake transmission unit of FIG. 3 are attached. DETAILED DESCRIPTION OF THE INVENTION

[0023] An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a plan view of a steering core of a steering device, and a front view seen from the driver's side. As shown in FIG. 1, the steering core 2 of the steering device 1 of this embodiment has a hub 3, a hub portion 4 arranged at the center of rotary steering, and a grip portion core 6 of a grip portion 5 arranged around the hub portion 4 and gripped during rotary steering. The steering core 2 also has spoke portions 7 connecting the grip portion core 6 and the hub portion 4. The steering device 1 is attached to a steering shaft (not shown) at the hub 3. Therefore, the hub 3 serves as the central axis of rotary steering.

[0024] The grip core 6 is open at the top and slightly widens to the left and right at the bottom, forming a roughly U-shape with a downward bulge. At the bottom, the connecting portion with the spokes 7 is slightly deformed upward. The steering core 2 in Figure 1 is used for so-called "small steering angle steering," which allows a large change in direction with just a small turn, eliminating the need to change grip while steering.

[0025] Brake operation units 10 are attached to the steering core 2 at sections A and B. The brake operation units 10 will be described in detail later. The following description relates to the brake operation unit at section A. Note that the sensor 14, which will be described later, is not attached to the brake operation unit at section B. An accelerator operation unit 50 is attached to the brake operation unit 10 at section B.

[0026] 2 is a structural diagram of the brake operation unit according to the embodiment. The brake operation unit 10 includes a brake operation unit holder 11, a brake lever 12, a spring 13, and a sensor 14. The brake operation unit holder 11 is formed with a sensor mounting portion 15 and a brake lever mounting portion 16. The sensor mounting portion 15 is formed with two screw holes 17. The brake operation unit holder 11 is also formed with three screw holes 17.

[0027] The brake lever 12 is curved in an arch shape like a bicycle brake lever, and has a brake lever through-hole 18 formed at one end. The rigidity of the brake lever 12 is set to be higher than the rigidity of a breaking portion 36, which will be described later. Note that the brake lever 12 is not limited to a curved arch shape, and may be formed in other shapes, such as a V-shape in side view, in which a portion extending diagonally downward and a portion extending diagonally upward are connected near the center.

[0028] The sensor 14 may be a potentiometer or the like that can change the resistance value according to the amount of rotation.

[0029] The sensor body 19 of the sensor 14 is formed with protrusions 20 that protrude to the left and right, and the protrusions 20 are formed with protrusion through-holes 21 at two locations.

[0030] The brake operating unit 10 is assembled in the following procedure.

[0031] First, the first bushing 22 and the second bushing 23 are inserted into the brake operating portion holder 11 .

[0032] Next, the brake lever 12 and the first link arm 31 of the link mechanism 30 are inserted into the brake lever attachment portion 16 of the brake operation portion holder 11, and the brake shaft 24 is inserted from the side of the first bush 22. The link mechanism 30 will be described in detail later.

[0033] At this time, the tip portion of the brake shaft 24 is formed into an irregular shape with part of the cylinder cut away in an approximately parallel line, and the brake lever through-hole 18 and the through-hole formed in the first link arm 31 are also formed in a similar shape, so they are inserted by matching their shapes.

[0034] Next, the sensor core 25 is attached to the sensor attachment portion 15 of the brake operation unit holder 11, and the brake shaft 24 is inserted into the sensor core 25. The sensor core 25 also has a through hole formed to match the shape of the tip of the brake shaft 24, so it is inserted by matching the shape. A screw hole is formed in the tip of the brake shaft 24, so the sensor core 25 and the brake shaft 24 are connected with a screw 60.

[0035] Next, the sensor core 25 is covered with the sensor main body 19, and a screw 60 is inserted into the protrusion through-hole 21 formed in the sensor main body 19 and tightened into the screw hole 17 of the sensor mounting part 15 to fix the sensor 14. Therefore, the brake shaft 24 becomes the rotation axis of the sensor 14.

[0036] Next, a spring 13 is attached between the brake lever 12 and the brake lever attachment portion 16. This spring 13 causes the brake lever 12 to return to its original position when the brake lever 12 is released.

[0037] Gripping the brake lever 12 causes the brake shaft 24 to rotate, and the angle of rotation is detected by the sensor 14. An electric brake control unit (not shown) is set to electrically control and activate the brake when the sensor 14 detects a predetermined angle of rotation.

[0038] The above-mentioned "predetermined angle" is an angle exceeding the rotation angle at which the connecting shaft 33 of the link mechanism 30, which will be described later, breaks at the breaking portion .

[0039] The mechanical element that connects the brake operating unit 10 and the brake transmission unit 40 is the link mechanism 30. Figure 3 is a perspective view of the brake operating unit 10, the mechanical element of the link mechanism 30, and the brake transmission unit 40 connected together. The link mechanism 30 includes a first link arm 31, a first joint 32, a connecting shaft 33, a second joint 34, a second link arm 37, and a link shaft 38. The first link arm 31, the first joint 32, the connecting shaft 33, the second joint 34, the second link arm 37, and the link shaft 38 are all made of iron.

[0040] A first joint 32 that bends at approximately 90 degrees is attached to the other hole (FIG. 2) formed in the first link arm 31, and the first link arm 31 and the first joint 32 are connected to each other.

[0041] A connecting shaft 33 is attached to the first joint 32. Threads are formed on both end portions of the connecting shaft 33, and a screw hole is formed in the first joint 32. One of the threads of the connecting shaft 33 is inserted into the screw hole of the first joint 32, thereby connecting the first joint 32 and the connecting shaft 33.

[0042] The other thread of the connecting shaft 33 is inserted into a threaded hole of the second joint 34, which has a threaded hole and is bent at approximately 90°, to connect the connecting shaft 33 and the second joint 34.

[0043] When connecting the connecting shaft 33 to the first joint 32 and the second joint 34, shaft length adjustment nuts 35 are previously fitted to the threads of the connecting shaft 33, and the length of the connecting shaft 33 between the first joint 32 and the second joint 34 can be adjusted by adjusting the positions of the two shaft length adjustment nuts 35.

[0044] In this embodiment, a part of the thread of the connecting portion between the connecting shaft 33 and the second joint 34 was processed to be slightly thinner to form the breaking portion 36. The breaking portion 36 is not limited to the position described above, and may be formed inside the connecting shaft 33 or at another location.

[0045] Also, the second joint 34 is attached to one hole of the second link arm 37, and the second joint 34 and the second link arm 37 are connected to each other.

[0046] Furthermore, a link shaft 38 is attached to the other hole of the second link arm 37, and the second link arm 37 and the link shaft 38 are connected to each other.

[0047] When connecting the second link arm 37 and the link shaft 38, the link shaft 38 is passed in advance through a link shaft communication hole 44 of a bracket 41 of the brake transmission part 40, which will be described later.

[0048] A flat portion is formed in the approximate center of the link shaft 38, and a link shaft mounting portion 46 of a cable arm portion 42 of a brake transmission portion 40 (described later) is screwed to this flat portion.

[0049] The brake transmission unit 40 includes a bracket 41 and a cable arm unit 42. The bracket 41 is screwed to the hub unit 4 (FIG. 4).

[0050] The bracket 41 has four hub attachment portions 43, two link shaft communication holes 44, and a cable through-hole 45.

[0051] The cable arm portion 42 includes a link shaft mounting portion 46, a cable mounting portion 47, and a cable 48. The cable 48 passes through a cable through-hole 45 of the bracket 41 and is connected to a brake operating portion on the vehicle body side (not shown). The cable mounting portion 47 is rotatable so as not to interfere with the movement of the cable 48 passing through the cable through-hole 45 when the cable arm portion 42 rotates in conjunction with the rotation of the link shaft 38.

[0052] 4 is a plan view of the steering core of the steering device to which the brake operation unit 10 of FIG. 2, the link mechanism 30 of FIG. 3, and the brake transmission unit 40 are attached to FIG. 1. The brake operation unit 10 is screwed to the upper tip portion of the open side of the grip core 6 of the steering core 2. The link mechanism 30 is disposed outside the hub portion 4. The brake transmission unit 40, which transmits the braking operation of the brake operation unit 10 to the vehicle body side, has a hub portion attachment portion 43 screwed to the hub portion 4 below the hub 3.

[0053] 3, the brake actuation mechanism associated with squeezing the brake lever 12 and the rupture of the link mechanism 30 at the rupture portion 36 will be described. The movement of the link mechanism 30 associated with the amount of squeezing of the brake lever 12 at two locations is synchronized.

[0054] 3, when the brake lever 12 is squeezed, the brake shaft 24 rotates, which in turn rotates the first link arm 31, causing the connection between the first link arm 31 and the first joint 32 to move to the right in the figure. Accordingly, the connection between the connecting shaft 33, the second joint 34, and the second link arm 37 also move to the right.

[0055] As the connection between second joint 34 and second link arm 37 moves to the right, link shaft 38 connected to second link arm 37 rotates, and cable arm 42 moves in the direction of being pulled up. As a result, cable 48 is pulled up and the brake is activated.

[0056] Brake operation unit 10, which is attached to grip core material 6 and operates by gripping, is susceptible to human factors such as grip strength, so it is set to reach the brake operation completion position before the brake operation amount reaches its limit, i.e., before it reaches a position where it can no longer be gripped, so that even people with weak grip strength can reliably operate the brake. Therefore, it is set so that it reaches the brake operation completion position before brake lever 12 abuts on grip core material 6 (actually, grip portion 5 in which urethane or the like is laminated on grip core material 6), and the amount of lift of cable arm portion 42 is set to be maximum at the brake operation completion position.

[0057] For example, if a situational factor such as emergency braking is combined with a human factor such as grip strength to cause the brake lever 12 to be gripped beyond the brake operation completion position, the amount of lift of the cable arm portion 42 is at its maximum at the brake operation completion position, preventing movement of the connecting shaft 33 and the connecting portion between the second joint 34 and the second link arm 37. As a result, bending deformation due to buckling occurs in the connecting shaft 33.

[0058] At this time, the connecting shaft 33 has a breaking portion 36 formed by slightly narrowing part of the thread at the connecting portion with the second joint 34, so the connecting shaft 33 breaks at the breaking portion 36, and the mechanical braking operation based on the link mechanism 30 is released. However, even after the connecting shaft 33 breaks, the brake lever 12 continues to move until it abuts against the grip portion 5.

[0059] As described above, when the sensor 14 detects that the angle of rotation of the connecting shaft 33 of the link mechanism 30 exceeds the angle at which it breaks at the breaking portion 36, the brake operation is set to be performed by electrical control, so that the operation of the brake can be maintained by electrical control.

[0060] As described above in detail, according to this embodiment, the following effects can be obtained.

[0061] (1) In the above embodiment, the means for transmitting the brake operation in the brake operating unit 10 to the vehicle side includes both the link mechanism 30, which is a mechanical element, and an electrical element equipped with the sensor 14. The link mechanism 30 includes a breaking portion 36. Under normal circumstances, the link mechanism 30 is used as the transmission means. After the link mechanism 30 breaks at the breaking portion 36 due to the amount of brake operation in the brake operating unit 10, the electrical element is used as the transmission means. Therefore, for example, even if a large force causes the amount of brake operation to exceed the brake operation completion position, causing the link mechanism 30 to break at the breaking portion 36 and making it impossible for the link mechanism 30 to operate the brake, the electrical element can take over the brake operation and maintain the operation of the brake.

[0062] (2) The mechanical element is the link mechanism 30 including the first link arm 31, the first joint 32, the connecting shaft 33, the second joint 34, the second link arm 37, and the link shaft 38, which increases the number of parts, increases the adjustment margin, and makes it easier to adjust the length, etc. Furthermore, since the link mechanism 30 is connected to the brake operating unit 10, the braking operation of the brake operating unit 10 can be transmitted from the link mechanism 30 to the vehicle side via the brake transmission unit 40.

[0063] (3) The electrical element is a sensor 14 that has a rotating shaft and detects the rotation angle of the rotating shaft. The sensor 14 is attached to the brake operating unit 10, so that the brake operating unit 10 can be made compact.

[0064] (4) The brake operating unit 10 includes a brake lever 12, which is connected to a rotating shaft, and the rotating shaft is connected to the link mechanism 30, so that the operation of the brake lever 12 can be transmitted to the link mechanism 30 via the rotating shaft.

[0065] (5) The sensor 14 detects the rotation angle of the rotating shaft, and therefore detects the amount of braking as a rotation angle even when the brake lever 12 is operated using the link mechanism 30. This allows for smooth transfer of power to the electrical elements after the amount of braking operation exceeds the brake operation completion position by a certain amount and the connecting shaft 33 breaks at the breaking point 36.

[0066] (6) The rigidity of the brake lever 12 is greater than the rigidity of the breaking portion 36, so it is possible to prevent the brake lever 12 from deforming or breaking before the breaking portion 36, which would adversely affect braking operation. Furthermore, even after the link mechanism 30 breaks, the brake operation can be maintained by the electrical element.

[0067] Claim 4 of the claims further includes the following configuration.

[0068] the electrical element is a sensor having a rotating shaft and detecting a rotation angle of the rotating shaft; The sensor is attached to the brake operation part, The brake operation unit includes a brake lever, and the brake lever is connected to the rotary shaft. 4. The steering device according to claim 3, wherein the rotation shaft is connected to the mechanical element.

[0069] The present invention is not limited to the above-described embodiment, and various modifications are possible without departing from the object of the present invention. [Explanation of symbols]

[0070] 1 Steering device 2 Steering core material 4 Hub section 6. Grip core material 10 Brake operation unit 12 Brake lever 14 sensors 24 Brake shaft 30 Link mechanism 31 First link arm 32 First Joint 33 Connecting shaft 34 Second Joint 36 Breaking part 37 Second link arm 38 Link shaft 40 Brake transmission section

Claims

1. A steering device comprising: a hub portion disposed at the center of rotational steering; a grip portion disposed around the hub portion and gripped during rotational steering; and a brake operating portion attached to the grip portion, The means for transmitting the brake operation to the vehicle side in the brake operation unit includes both a mechanical element and an electrical element, the mechanical element includes a breaking portion; In normal times, the mechanical element is used as the transmission means, A steering device, characterized in that after the mechanical element breaks at the breaking portion, the electric element is used as the transmission means.

2. The steering device according to claim 1 , wherein the breakage of the mechanical element at the breakable portion occurs due to the amount of braking operation of the brake operating portion.

3. 3. The steering device according to claim 1, wherein the mechanical element is a link mechanism in which a plurality of shafts are connected by joints, and is connected to the brake operating part.

4. the electrical element is a sensor having a rotating shaft and detecting a rotation angle of the rotating shaft; The sensor is attached to the brake operation part, The brake operation unit includes a brake lever, and the brake lever is connected to the rotary shaft.

3. The steering device according to claim 1, wherein the rotation shaft is connected to the mechanical element.

5. The steering device according to claim 4, wherein the rigidity of the brake lever is higher than the rigidity of the breaking portion.

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