Steering system and linkage mechanism

Abstract

This technology provides a way to suppress the increase in size of the steering system. [Solution] The steering device comprises a gripping part, a rotating part, and a pair of lever devices, the acceleration or deceleration of the moving body is instructed by a pushing operation in a first direction or a pulling operation in a second direction opposite to the first direction. The rotating part has a link mechanism for synchronizing the operating states of the pair of lever devices. The link mechanism comprises a pair of pinion parts provided corresponding to the pair of lever devices, each pinion part having a pair of pinion parts having a first tooth and rotating in accordance with the operation of the corresponding lever device, and a rack part having a pair of sides with a pair of second teeth that engage with the first tooth, respectively, and having a pair of sides parallel to the first and second directions, and configured to be displaceable in the first and second directions.

Description

[Technical Field]

[0001] The present disclosure relates to a steering device and a link mechanism. [Background Art]

[0002] Conventionally, there has been proposed a steering device provided with a pair of lever devices for instructing acceleration and deceleration of a vehicle. In the steering device of Cited Document 1, a Watt link mechanism is used to synchronize the operating states of the pair of lever devices with each other. The Watt link mechanism includes a shaft member including a rotating shaft, a cam unit that pivotally supports the shaft member, and a plurality of link members that connect the cam unit to the lever device. [Prior Art Literature] [Patent Literature]

[0003] [Patent Document 1] Japanese Unexamined Patent Publication No. 2024-14022 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] However, in the Watt link mechanism, since the link members rotate around their mutual connecting portions, and each member as a whole rotates around the shaft member, a large space is required. For this reason, there is a problem that the steering device increases in size. Such a problem is not limited to steering devices for vehicles, and is common to steering devices used for any moving body such as airplanes and ships. Therefore, a technique capable of suppressing the increase in size of a steering device is desired. [Means for Solving the Problem]

[0005] The present disclosure has been made to solve at least part of the problems described above, and can be implemented as the following modes.

[0006] (1) As one embodiment of the present disclosure, a steering device is provided. The steering device comprises a gripping portion which is gripped by a driver of a moving body on which the steering device is mounted; a rotating portion which is rotated by the driver via the gripping portion; and a pair of lever devices which are arranged symmetrically with respect to the rotating portion as the center of symmetry, and which instruct acceleration or deceleration of the moving body by being pushed in a first direction or pulled in a second direction opposite to the first direction, wherein the rotating portion has a link mechanism for synchronizing the operating states of the pair of lever devices, and the link mechanism comprises a pair of pinion portions provided corresponding to the pair of lever devices, each pinion portion having a first tooth and rotating in accordance with the operation of the corresponding lever device, and a pair of side surfaces having a pair of sides parallel to the first and second directions and having a pair of second teeth which engage with the first teeth of the pair of pinion portions respectively, and is configured to be displaceable in the first and second directions. In this configuration of steering device, the link mechanism includes a pair of pinion sections corresponding to a pair of lever devices, and a pair of rack sections having a pair of sides parallel to a first and second direction, each having a pair of second teeth that engage with the first teeth of the pair of pinion sections, respectively. As a result, synchronization of the operation of one lever device with the operation of the other lever device can be achieved through the linear movement of the rack and pinion. Therefore, the size of the link mechanism can be kept down, thereby suppressing the overall size of the steering device. (2) In the steering device of the above form, the first direction and the second direction may be directions parallel to the rotation axis of the rotating part. With this type of steering device, the first and second directions, i.e., the direction in which the rack is displaced, are parallel to the axis of rotation of the rotating part. Therefore, the dimensions of the link mechanism in the direction perpendicular to the axis of rotation can be reduced. As a result, the external dimensions of the rotating part when viewed along the axis of rotation can be reduced, and the miniaturization of the steering device can be appealed to the driver of the moving vehicle. (3) In the steering device of the above form, the pair of lever devices may be configured to not come into contact with each other in a neutral state when neither the pushing operation nor the pulling operation is performed, and to come into contact with each other when the pushing operation of at least one of the pair of lever devices reaches a predetermined first threshold amount, thereby suppressing the pushing operation that is greater than the first threshold amount. In this type of steering device, the pair of lever devices do not come into contact with each other in a neutral state where neither pushing nor pulling operations are performed. However, when the pushing operation of at least one of the pair of lever devices reaches a predetermined first threshold amount, they come into contact with each other. This configuration allows for the suppression of pushing operations exceeding the first threshold amount. Furthermore, since this suppression is achieved by the contact between the pair of lever devices, the manufacturing cost and weight of the steering device can be reduced compared to configurations that use other components. (4) The steering device of the above form further comprises a limiting wall positioned to contact at least one of the pair of lever devices, and a pair of arm portions, each having the pinion portion at one end and the other end connected to the lever device, wherein at least one of the pair of arm portions is configured to contact the limiting wall when the pulling operation of at least one of the pair of lever devices reaches a predetermined second threshold amount, thereby suppressing the pulling operation of the pair of lever devices that is greater than the second threshold amount. In this type of steering device, at least one of the pair of arm sections contacts a limiting wall when the pulling operation of at least one of the pair of lever devices reaches a predetermined second threshold amount, thereby suppressing pulling operations greater than the second threshold amount in the pair of lever devices. This prevents pulling operations exceeding the second operating amount. Furthermore, since the arm section closer to the rotation axis of the pinion section contacts the limiting wall, it is possible to suppress deviations between the actual operating amount of the lever device and the planned operating amount when contacting the limiting wall due to deflection of the lever device or arm section, compared to a configuration where the lever device contacts the limiting wall. For this reason, for example, it is possible to prevent operating operations exceeding the second operating amount. (5) The steering device of the above embodiment may further include a pair of arm portions, each having the pinion portion at one end and the other end connected to the lever device, and a rotation angle sensor provided at a portion of at least one of the pair of arm portions corresponding to the rotation axis of the pinion portion, for detecting the rotation angle of the arm portion. This type of steering device allows for the detection of the rotation angle of the arm, enabling the detection of the amount of pushing and pulling operations of the lever device as a rotation angle. Furthermore, by providing a rotation angle sensor only on the part corresponding to the rotation axis of the pinion part of one arm, manufacturing costs and size can be reduced. Additionally, by providing rotation angle sensors on the parts corresponding to the rotation axes of the pinion parts of both arms, the amount of pushing and pulling operations can still be detected even if one of the rotation angle sensors fails. (6) The steering device of the above form further comprises a plunger connected to the rack portion, configured to be displaceable in conjunction with the displacement of the rack portion, and configured to be extendable and retractable in a third direction perpendicular to the first and second directions, and a pair of receiving portions facing each other in the third direction with respect to the plunger, the receiving portions having contact surfaces that contact both ends of the plunger in the extension and retraction direction, and both ends of the plunger in the third direction may be biased toward the contact surfaces facing the third direction. According to this form of steering device, a plunger connected to the rack section and configured to be displaceable in conjunction with the displacement of the rack section, and configured to be extendable and retractable in a third direction perpendicular to the first and second directions, and a pair of receiving parts having contact surfaces that contact both ends of the plunger in the extension and retraction direction, and both ends of the plunger in the third direction are biased toward the contact surface opposite to the third direction, so the ease of displacement of the rack in the first and second directions can be adjusted by adjusting the shape of the contact surface and the smoothness of the surface, etc. (7) In the steering device of the above embodiment, the contact surface has a concave surface recessed in the third direction, and the end of the plunger may be located at the deepest recessed apex of the concave surface when neither the pushing operation nor the pulling operation is performed in the neutral state. In this form of steering device, the contact surface has a concave surface that is recessed in a third direction, and the end of the plunger is located at the deepest recess of the concave surface when neither pushing nor pulling operations are performed. Therefore, if the driver releases their hands from the lever device after a pushing or pulling operation, the biasing force can displace both ends of the plunger toward the top, automatically returning the pair of lever devices to the neutral position. (8) In the steering device of the above form, a notch may be formed at the top of the concave surface. In this type of steering device, since a notch is formed at the top of the concave surface, the driver can recognize that the lever device has returned to the neutral position by the vibration when the end of the plunger engages with the notch. The driver can also feel that an acceleration or deceleration command has been initiated by the vibration when the end of the plunger disengages from the notch. (9) In another embodiment of the present disclosure, a link mechanism is provided for synchronizing the operating states of a pair of lever devices of a steering device. The link mechanism is configured such that the pair of lever devices are positioned symmetrically with respect to the link mechanism as a center of symmetry, and that a pushing operation in a first direction or a pulling operation in a second direction opposite to the first direction instructs acceleration or deceleration of a moving body on which the lever devices and the link mechanism are mounted, and the link mechanism comprises a pair of pinion parts provided corresponding to the pair of lever devices, each pinion part having a first tooth and rotating in response to the operation of the corresponding lever device, and a pair of side surfaces having a pair of sides parallel to the first and second directions and having a pair of sides with a pair of second teeth that engage with the first teeth of the pair of pinion parts, respectively, and is configured to be displaceable in the first and second directions. This type of link mechanism includes a pair of pinion sections corresponding to a pair of lever devices, and a pair of rack sections having a pair of sides parallel to a first and second direction, each having a pair of second teeth that engage with the first teeth of the pair of pinion sections, respectively. As a result, synchronization of the operation of one lever device with the operation of the other lever device can be achieved through the linear movement of the rack and pinion. Therefore, the size of the link mechanism can be kept down, thereby suppressing the size increase of the steering device. (10) In another embodiment of the present disclosure, a steering device is provided. The steering device comprises a gripping portion to be gripped by a driver of a moving body on which the steering device is mounted; a rotating portion to be rotated by the driver via the gripping portion; and a pair of lever devices positioned symmetrically with respect to the rotating portion as the center of symmetry, the lever devices being pushed in a first direction or pulled in a second direction opposite to the first direction to instruct acceleration or deceleration of the moving body. The rotating portion has a link mechanism for synchronizing the operating states of the pair of lever devices, the link mechanism having a pair of pinion portions corresponding to the pair of lever devices, each pinion portion having a first tooth that fits together with the other, and rotating in response to the operation of the corresponding lever device. In this type of steering device, the link mechanism consists of a pair of pinion parts provided corresponding to a pair of lever devices. Each pinion part has a first tooth that engages with the other, and the pair of pinion parts rotate in accordance with the operation of the corresponding lever device. Therefore, synchronization of the operation of one lever device with the operation of the other lever device can be achieved by the engagement (meshing) of the first teeth of the pinion parts. This suppresses the increase in size of the link mechanism, thereby reducing the overall size of the steering device. [Brief explanation of the drawing]

[0007] [Figure 1] This is a perspective view showing the external configuration of a steering device as one embodiment of the present disclosure. [Figure 2] This is a front view showing the external shape of the steering system. [Figure 3] This is a right side view showing the external configuration of the steering system. [Figure 4] This is a perspective view showing a pair of lever devices and linkage mechanisms. [Figure 5] This is a right side view showing the right lever device and linkage mechanism. [Figure 6] This is a perspective view showing a pair of lever devices and linkage mechanisms. [Figure 7] It is a perspective view showing a plunger and a pair of receiving portions. [Figure 8] It is a plan view showing a plunger and a pair of receiving portions. [Figure 9] It is a perspective view showing the state of a pair of lever devices and a link mechanism when a pushing operation is performed on at least one of the pair of lever devices. [Figure 10] It is a perspective view showing the state of a pair of lever devices and a link mechanism when a pulling operation is performed on at least one of the pair of lever devices. [Figure 11] It is a perspective view showing a pair of receiving portions and a plunger in a second embodiment. [Figure 12] It is a perspective view showing a pair of receiving portions and a plunger in a third embodiment. [Figure 13] It is a perspective view of a link mechanism according to a fourth embodiment. [Figure 14] It is a perspective view of a link mechanism according to a fourth embodiment. [Figure 15] It is a top view of a link mechanism according to a fourth embodiment. [Figure 16] It is a rear view of a link mechanism according to a fourth embodiment. [Figure 17] It is a bottom view of a link mechanism according to a fourth embodiment. [Figure 18] It is a perspective view showing the state of a link mechanism when a pushing operation is performed on at least one of the pair of lever devices. [Figure 19] It is a top view showing the state of a link mechanism when a pushing operation is performed on at least one of the pair of lever devices. [Figure 20] It is an explanatory diagram schematically showing the contact state of an opening portion and a contact portion in a non-operating state and a state where a pushing operation is performed on at least one of the pair of lever devices. DESCRIPTION OF EMBODIMENTS

[0008] A. First Embodiment: A1. Overall configuration of the steering device 10: Figure 1 is a perspective view showing the external configuration of a steering device 10 as one embodiment of the present disclosure. Figure 2 is a front view showing the external shape of the steering device 10. Figure 3 is a right side view showing the external configuration of the steering device 10. In Figures 1 to 3, the X, Y, and Z axes are shown as being orthogonal to each other. The X axis is parallel to the rotation axis CA, which will be described later. The +Y direction corresponds to the right direction of the vehicle (hereinafter simply referred to as "vehicle") on which the steering device 10 is mounted, when the steering device 10 is designated as the front. The X, Y, and Z axes constitute a left-handed system. In this disclosure, "X-axis direction" is a general term for the +X and -X directions. Similarly, "Y-axis direction" is a general term for the +Y and -Y directions, and "Z-axis direction" is a general term for the +Z and -Z directions. In Figures 4 to 12, the X, Y, and Z axes also correspond to the X, Y, and Z axes shown in Figures 1 to 3.

[0009] The steering device 10 is a device for controlling the direction of travel of the vehicle. The steering device 10 is operated by the vehicle driver VD (see Figure 3) to indicate the direction of travel of the vehicle. In the following description, the configuration of the steering device 10 will be explained assuming that the steering device 10 is set to the front as the direction of travel of the vehicle. The steering device 10 comprises a rotating part 40, a pair of gripping parts 20, and a pair of lever devices 30.

[0010] The rotating part 40 is rotated by the driver VD via a pair of gripping parts 20. The direction of travel is indicated to the vehicle according to the angular position of the rotating part 40. In Figures 1 and 3, the rotation axis CA of the rotating part 40 is shown by a dashed line. The rotating part 40 comprises a housing 41 and a link mechanism 100, which will be described later.

[0011] The pair of gripping parts 20 are held by the vehicle driver. The pair of gripping parts 20 consists of a right gripping part 20R and a left gripping part 20L. The right gripping part 20R and the left gripping part 20L are located on opposite sides of the rotation axis CA. In other words, the pair of gripping parts 20 (right gripping part 20R and left gripping part 20L) are positioned symmetrically with respect to the rotation part 40 as the center of symmetry.

[0012] The right gripping portion 20R has an external shape in which a part of the annular shape is missing. The aforementioned "missing part of the annular shape" is compensated for by the housing 41 of the rotating portion 40, and the right gripping portion 20R and the housing 41 of the rotating portion 40 form an annular structure. One end of the right gripping portion 20R is connected to the upper right part of the rotating portion 40. The other end of the right gripping portion 20R is connected to the lower part of the rotating portion 40. When the steering device 10 is viewed in the +X direction, the right gripping portion 20R is positioned to the right of the rotation axis CA and surrounds the right lever device 30R. The thickness of the right gripping portion 20R is configured to gradually increase towards the -Z direction. The "thickness of the right gripping portion 20R" is defined by the area of ​​the smallest ellipse or circle tangent to the outer shape of that portion in a cross section perpendicular to the direction in which the right gripping portion 20R extends at that portion. An "ellipse" is a set of points where the sum of the distances from two foci is constant. When the positions of the two foci coincide, the ellipse becomes a circle. Because the thickness of the right gripping part 20R is configured as described above, the driver can select and grip a part of the appropriate thickness according to the size of their hand.

[0013] The configuration of the left gripping section 20L is the same as that of the right gripping section 20R described above, except that its shape is symmetrical to that of the right gripping section 20R, so its explanation will be omitted.

[0014] Figure 4 is a perspective view showing a pair of lever devices 30 and a linkage mechanism 100. Figure 5 is a right side view showing the right lever device 30R and the linkage mechanism 100. Figures 4 and 5 show a configuration that is substantially the same as that of the steering device 10 with the housing 41 of the rotating part 40 and the pair of gripping parts 20 removed. As shown in Figures 1 to 4, the pair of lever devices 30 consists of a right lever device 30R and a left lever device 30L. The pair of lever devices 30 are devices that instruct the acceleration or deceleration of the vehicle by being pushed or pulled along a direction parallel to the rotation axis CA. Specifically, the vehicle is instructed to accelerate when at least one of the pair of lever devices 30 is pushed by the driver VD in the direction away from the driver VD (+X direction). On the other hand, the vehicle is instructed to decelerate when at least one of the pair of lever devices 30 is pulled by the driver VD in the direction towards the driver VD (-X direction).

[0015] The statement that the direction in which at least one of the pair of lever devices 30 is pushed or pulled is "along the direction parallel to the axis of rotation CA" does not mean that the direction of displacement of the pair of lever devices 30 caused by at least one of them being pushed or pulled is strictly parallel to the axis of rotation CA. That is, even if the trajectory of displacement of the pair of lever devices 30 caused by at least one of them being pushed or pulled traces an arc or other curve, if the trajectory of displacement of the pair of lever devices 30 includes a component in the direction parallel to the axis of rotation CA, it is considered to be "pushed or pulled along the direction parallel to the axis of rotation CA". Hereafter, the direction in which at least one of the pair of lever devices 30 is pushed will be called the "first direction", and the direction in which at least one of the pair of lever devices 30 is pulled will be called the "second direction". The second direction is the opposite direction to the first direction. The first direction is approximately the +X direction, and the second direction is approximately the -X direction.

[0016] The right lever device 30R comprises a first operating section 31, a second operating section 32, and a connecting section 33. The first operating section 31 is the part that is pressed by the fingers of the driver VD when pushing in the first direction. The second operating section 32 is the part that is pulled by the fingers of the driver VD when pulling in the second direction. For example, when the driver VD is gripping the right grip section 20R with his right hand, he releases his thumb from the right grip section 20R and places it on the first operating section 31, and pushes in the first direction, which instructs the steering device 10 to accelerate. Also, for example, when the driver VD is gripping the right grip section 20R with his right hand, he releases his middle, ring, and little fingers from the right grip section 20R and places them on the second operating section 32, and pulls in the second direction, which instructs the steering device 10 to decelerate.

[0017] As shown in Figure 5, the first operating section 31 is located on the right lever device 30R, furthest to the driver VD side, i.e., furthest in the -X direction. Also, as shown in Figures 1, 2, and 5, the first operating section 31 is located furthest in the +Z direction on the right lever device 30R. The second operating section 32 has its longitudinal direction generally in the +Z direction and has an external shape that is approximately L-shaped when viewed from the side. The end of the second operating section 32 in the +Z direction is connected to the first operating section 31. Therefore, as shown in Figure 2, the ends of the second operating section 32 in the +Z and -Y directions overlap with the first operating section 31 when viewed in the +X direction. The connecting section 33 is a plate-shaped part that has an arc shape when viewed in the -Z direction. One end of the connecting section 33 is connected to the first operating section 31, and the other end is connected to the arm section 120 of the link mechanism 100, which will be described later. A portion of the connecting portion 33 is inserted into the housing 41 through an opening OP1 (see Figures 1 and 3) on the right side of the housing 41 of the rotating portion 40, while the remaining portion is exposed to the outside of the housing 41. As shown in Figure 4, one end of the connecting portion 33 is connected to the first operating portion 31 in the +X direction, and curves toward the other end in both the +X and -Y directions.

[0018] The configuration of the left lever device 30L is the same as that of the right lever device 30R described above, except that its shape is symmetrical to that of the right lever device 30R, so its explanation will be omitted.

[0019] The operating states of the pair of lever devices 30 are synchronized with each other by a link mechanism 100, which will be described later. Therefore, if the driver VD pushes only one of the right lever device 30R and the left lever device 30L, the other will be displaced in the +X direction in the same way as the other.

[0020] A2. Detailed configuration of link mechanism 100: Figure 6 is a perspective view showing a pair of lever devices 30 and link mechanism 100. In Figure 6, the lever device 30 and link mechanism 100 in the state shown in Figure 4 are viewed from below.

[0021] As shown in Figures 4 to 6, the link mechanism 100 comprises a base member 110, a pair of arm portions 120, a rack portion 140, a pair of springs B1, a plunger 150, a pair of receiving portions 160, and a pair of rotation angle sensors S1.

[0022] The base member 110 corresponds to the housing of the link mechanism 100, and each component is attached to it and supported by it. The base member 110 comprises a bottom portion 111, a rear portion 112, a pair of first side portions 113, a pair of second side portions 114, a pair of limiting walls 115, and a pair of sensor support protrusions 116. The base member 110 is formed by cutting and bending a thin metal plate.

[0023] The bottom portion 111 is located at the lowest point of the base member 110. As shown in Figure 5, the bottom portion 111 is bent when viewed in the Y-axis direction. The rear portion 112 is located at the highest point in the +X direction of the base member 110, connects to the +X end of the bottom portion 111, and forms a wall parallel to the YZ plane. The pair of first side portions 113 connect to the +Y end and -Y end of the rear portion 112, and form a wall parallel to the XZ plane. The pair of second side portions 114 connect to the +Y end and -Y end of the bottom portion 111, and form a wall parallel to the pair of first side portions 113. As shown in Figure 5, the pair of first side portions 113 and the pair of second side portions 114 are formed apart from each other in the X-axis direction. The pair of limiting walls 115 are walls that extend from the +Z end of the pair of second side portions 114 in the +X and +Z directions parallel to the second side portions 114. As will be described later, the pair of limiting walls 115 come into contact with the pair of arm portions 120 when the amount of pulling operation reaches a second threshold amount, which will be described later. The pair of sensor support protrusions 116 are connected to the +Z ends of the pair of second side portions 114 and are arranged parallel to the XY plane, as shown in Figures 4 and 6. In other words, the sensor support protrusions 116 are bent from the pair of second side portions 114 toward the interior side of the base member 110. Each sensor support protrusion 116 supports the rotation angle sensor S1. The sensor support protrusions 116 are provided with through holes in the thickness direction, and shaft members that pivotally support the arm portions 120 are housed in these through holes. These shaft members rotate together with the rotation of the pinion portion 130, and the rotation angle sensor S1 detects the rotation angle of the shaft member as the rotation angle of the pinion portion 130.

[0024] As shown in Figure 4, the pair of arm sections 120 have a pinion section 130 at one end and the other end is connected to the pair of lever devices 30. Therefore, the link mechanism 100 can also be said to be equipped with the pair of pinion sections 130. The pair of arm sections 120 consists of a right arm section 120R and a left arm section 120L. The right arm section 120R has a configuration in which a portion provided approximately along the X-axis and a portion provided approximately along the Y-axis are connected at an angle of approximately 90 degrees, and has a roughly L-shaped external form. In the right arm section 120R, the +X end of the portion provided approximately along the X-axis is connected to the +X and -Y ends of the right lever device 30R by bolts and nuts. In the right arm section 120R, the right pinion section 130R is formed at the -Y end of the portion provided approximately along the Y-axis. The right pinion section 130R has a second tooth g2 that engages with the first tooth g1 of the rack section 140. In the right arm section 120R, a through hole is formed in the thickness direction (Z-axis direction) at the connection between the portion provided approximately along the X-axis direction and the portion provided approximately along the Y-axis direction, and the aforementioned shaft member is positioned in this through hole. The right pinion section 130R is configured to be rotatable with this shaft member as its center of rotation. This center of rotation is also the center of rotation of the right pinion section 130R. The right pinion section 130R (right arm section 120R) rotates parallel to the XY plane. The "first tooth" mentioned above refers not to a single tooth, but to multiple teeth arranged at predetermined intervals in the circumferential direction of the end of the right pinion section 130R. The "second tooth" refers not to a single tooth, but to multiple teeth arranged in the X-axis direction.

[0025] The configuration of the left arm section 120L is the same as that of the right arm section 120R described above, except that its shape is symmetrical to that of the right arm section 120R, so its explanation will be omitted.

[0026] As shown in Figure 4, the rack portion 140 has a roughly plate-like appearance and is positioned along the X-axis direction at the center of the bottom portion 111 in the Y-axis direction. In this embodiment, "positioned along the X-axis direction" is a broad concept that includes not only being positioned parallel to the X-axis direction, but also being positioned along a direction that intersects the X-axis at an angle of a predetermined angle or less. In this embodiment, the "predetermined angle" is 45 degrees. However, it is not limited to 45 degrees, and any angle smaller than 45 degrees may be used. In the rack portion 140, a first tooth g1 is provided near the end in the -X direction. More specifically, a pair of first teeth g1 are formed on the Y-axis side surfaces of the rack portion 140 (the side surface located at the +Y direction end and the side surface located at the -Y direction end), aligned in the X-axis direction. These pairs of first teeth g1 fit into the second tooth g2 of the right pinion portion 130R and the second tooth g2 of the left pinion portion 130L, respectively. The rack portion 140 is configured to be displaceable in the X-axis direction. Therefore, in conjunction with the rotation (displacement) of the right lever device 30R, the rack section 140 is displaced in the X-axis direction. "Displaced in the X-axis direction" is a broad concept that includes not only displacement parallel to the X-axis direction, but also displacement along a direction that intersects the X-axis at an angle of a predetermined angle (45 degrees) or less, similar to "arranged along the X-axis direction" described above. The displacement of the rack section 140 will be explained in more detail. When the right pinion section 130R rotates counterclockwise when viewed in the -Z direction, the rack section 140 is displaced in the -X direction, i.e., the second direction, in conjunction with this rotation. Conversely, when the right pinion section 130R rotates clockwise when viewed in the -Z direction, the rack section 140 is displaced in the +X direction, i.e., the first direction. As described above, "displacement in the first direction" and "displacement in the second direction" are broad concepts that include displacement in a direction that intersects the first and second directions at an angle of a predetermined angle (45 degrees) or less. Furthermore, the right arm section 120R rotates (displaces) in conjunction with the displacement of the rack section 140 in the X-axis direction. The linked movement between the rack section 140 and the right pinion section 130R described above is the same for the left pinion section 130L, so its explanation is omitted.

[0027] In the rack section 140, a plunger housing section 141 is formed at a position slightly to the +X direction from the center in the X-axis direction. The plunger housing section 141 has a curved structure that is convex in the +Z direction. The plunger housing section 141 has a cylindrical external shape with the Y-axis direction as its longitudinal direction. A plunger 150 is housed in the plunger housing section 141.

[0028] As shown in Figures 4 and 5, the pair of springs B1 are provided across the +X ends of the pair of arm portions 120 and the back portion 112. In this embodiment, both of the pair of springs B1 are made of coil springs. The pair of springs B1 are set to their natural length when neither a push nor a pull operation is performed on at least one of the pair of lever devices 30 (hereinafter referred to as the "neutral state"). The pair of springs B1 are extended when a push or pull operation is performed on at least one of the pair of lever devices 30. The pair of springs B1 are provided so that the pair of lever devices 30 automatically return to the neutral state when neither a push nor a pull operation is performed (hereinafter referred to as the "no operation state").

[0029] Figure 7 is a perspective view showing the plunger 150 and a pair of receiving parts 160. Figure 8 is a plan view showing the plunger 150 and a pair of receiving parts 160. The plunger 150 comprises a pair of plunger housings 151 and a coil spring 153. The pair of plunger housings 151 consists of a right plunger housing 151R and a left plunger housing 151L. The right plunger housing 151R has a shape in which the right end of a cylinder with the Y-axis direction as its axial direction is closed by a hemispherical wall. The left plunger housing 151L has a shape symmetrical to the right plunger housing 151R. The coil spring 153 is positioned between the right plunger housing 151R and the left plunger housing 151L along the Y-axis direction. The pair of plunger housings 151 move in the +Y and -Y directions while being guided by the inner circumferential surface of the plunger housing 141 in response to the compression and expansion of the coil spring 153. The +Y and -Y directions correspond to the “third direction” in this disclosure. The plunger 150 can also be said to be configured to extend and retract in the third direction. The pair of plunger housings 151 are made of a resin such as polyethylene (PE) or polyacetal (POM), or metal.

[0030] The pair of receiving portions 160 consist of a right receiving portion 160R and a left receiving portion 160L. The right receiving portion 160R has a projection 169 that protrudes in the +Z direction from its center in the X-axis direction. The -Y direction end face of the projection 169 is configured as a contact surface Sf2 that contacts the right end of the plunger 150 (right plunger housing 151R). More specifically, the contact surface Sf2 contacts the +Y direction end of the right plunger housing 151R. The right end of the plunger 150 is biased by a coil spring 153 toward the contact surface Sf2 of the right receiving portion 160R facing in the third direction.

[0031] As shown in Figure 8, the contact surface Sf2 of the right receiving portion 160R has a concave surface that is recessed in the +Y direction. In the neutral state, the right end of the right plunger housing 151R of the plunger 150 is located at the most recessed apex p1 on the contact surface Sf2. In this embodiment, the coil spring 153 is set to its natural length when the right end of the right plunger housing 151R is located at the apex p1. Therefore, the statement above that "the right end of the plunger 150 is biased by the coil spring 153 toward the contact surface Sf2 of the right receiving portion 160R facing the third direction" refers to the situation when the right end of the right plunger housing 151R is positioned offset from the apex p1.

[0032] As shown in Figure 8, the contact surface Sf2 comprises a first region Ar1 on the -X side and a second region Ar2 on the +X side, with the apex p1 in between. The first region Ar1 is configured as a curved surface that gradually moves in the -Y direction as it moves from the apex p1 toward the -X direction. Similarly, the second region Ar2 is configured as a curved surface that gradually moves in the -Y direction as it moves from the apex p1 toward the +X direction. Therefore, as described above, the contact surface Sf2 as a whole is formed as a concave surface that is recessed in the +Y direction with the apex p1 as its vertex.

[0033] The configuration of the left receiving portion 160L is the same as that of the right receiving portion 160R described above, except that its shape is symmetrical to that of the right receiving portion 160R, so its explanation will be omitted.

[0034] For example, when a push operation is performed by the right lever device 30R, the rack portion 140 is displaced in the -X direction due to the counterclockwise rotation (displacement) of the right pinion portion 130R. Consequently, the plunger 150 housed in the plunger housing portion 141 of the rack portion 140 is also displaced in the -X direction. Therefore, both ends of the plunger 150 (a pair of plunger housings 151) are located in the first region Ar1. In this case, the right plunger housing 151R is biased in the +Y direction by the coil spring 153, and the left plunger housing 151L is biased in the -Y direction. In this state, when the driver VD stops the push operation and releases their fingers from the right lever device 30R (i.e., when there is no operation), the coil spring 153 tries to return to its natural length, causing the right end of the right plunger housing 151R and the left end of the left plunger housing 151L to be displaced in the first region Ar1 toward the top p1. Therefore, the right lever device 30R returns to the neutral position. Note that when a pull operation is performed on the right lever device 30R, the displacement direction of the rack section 140 and the plunger 150 becomes the +X direction, which differs from the operation of the push operation described above, but other operations are the same. The operation when operating the left lever device 30L is also the same. In this way, the plunger 150 and the pair of receiving sections 160 are provided, like the pair of springs B1 described above, to allow the pair of lever devices 30 to automatically return to the neutral position when not being operated.

[0035] Figure 9 is a perspective view showing the state of the pair of lever devices 30 and the link mechanism 100 when a pushing operation is performed on at least one of the pair of lever devices 30. In this embodiment, the pair of lever devices 30 are set to come into contact with each other when the pushing operation on at least one of the pair of lever devices 30 reaches a predetermined threshold amount (hereinafter referred to as the "first threshold amount"). Specifically, the end E1R in the +X and -Y directions of the connecting portion 33 of the right lever device 30R and the end E1L in the +X and +Y directions of the connecting portion 33 of the left lever device 30L face each other and come into contact. Therefore, for example, in this state, even if an attempt is made to further push the right lever device 30R, the end E1R and the end E1L will move in a direction that pushes each other more, making it impossible to push the right lever device 30R. In this way, the steering device 10 is configured to suppress pushing operations greater than the first threshold amount when the pushing operation on at least one of the pair of lever devices 30 reaches the first threshold amount. Note that in Figure 9, the first operating section 31 is shown with the cover member removed.

[0036] Figure 10 is a perspective view showing the state of the pair of lever devices 30 and the link mechanism 100 when a pulling operation is performed on at least one of the pair of lever devices 30. In this embodiment, when the pulling operation of at least one of the pair of lever devices 30 reaches a predetermined threshold amount (hereinafter referred to as the "second threshold amount"), both of the pair of arm portions 120 are set to contact the limiting wall 115. Specifically, the end face in the +Y direction of the right arm portion 120R contacts the limiting wall 115 located at the end in the +Y direction of the base member 110. Similarly, the end face in the -Y direction of the left arm portion 120L contacts the limiting wall 115 located at the end in the -Y direction of the base member 110. Therefore, for example, in this state, even if an attempt is made to pull the right lever device 30R further, the right arm portion 120R and the left arm portion 120L are pressed against the limiting wall 115, respectively, so the right arm portion 120R and the left arm portion 120L cannot rotate, and therefore the right lever device 30R cannot be pulled. In this way, the steering device 10 is configured to suppress pulling operations greater than the second threshold amount when the pulling operation of at least one of the pair of lever devices 30 has reached the second threshold amount. Note that in Figure 10, the first operating section 31 is shown with the cover member removed.

[0037] According to the steering device 10 of the first embodiment described above, the link mechanism 100 includes a pair of pinion parts 130 provided corresponding to a pair of lever devices 30, and a rack part 140 having a pair of side surfaces Sf1 on which a pair of second teeth g2 that engage with the first teeth g1 of the pair of pinion parts are provided, and which are parallel to a first direction and a second direction, and which are configured to be displaceable in the first direction and a second direction. Therefore, synchronization of the operation state of one lever device 30 and the operation state of the other lever device 30 can be achieved by the linear movement of the rack and pinion. As a result, the size of the link mechanism 100 can be kept down, and thereby the size of the steering device 10 can be kept down.

[0038] Furthermore, since the first and second directions, i.e., the directions parallel to the direction in which the rack section 140 is displaced, are parallel to the rotation axis CA of the rotating section 40, the dimensions of the link mechanism 100 in the direction perpendicular to the rotation axis CA can be reduced. As a result, the external dimensions of the rotating section 40 when viewed along the rotation axis CA can be reduced, and the miniaturization of the steering device 10 can be appealed to the driver VD of the moving body.

[0039] Furthermore, the pair of lever devices 30 do not come into contact with each other in a neutral state where neither pushing nor pulling operations are performed. They come into contact with each other when the pushing operation of at least one of the pair of lever devices 30 reaches a predetermined first threshold amount, thereby suppressing pushing operations greater than the first threshold amount. Moreover, since this suppression is achieved by the contact between the pair of lever devices 30, the manufacturing cost and weight of the steering device 10 can be reduced compared to configurations that achieve this using other components.

[0040] Furthermore, since the pair of arm portions 120 contact the limiting wall 115 when the pulling operation of at least one of the pair of lever devices 30 reaches a predetermined second threshold amount, it is possible to suppress pulling operations greater than the second threshold amount for the pair of lever devices 30. Also, since the arm portion 120 closer to the rotation axis of the pinion portion 130 contacts the limiting wall 115, compared to a configuration in which at least one of the pair of lever devices 30 contacts the limiting wall 115, it is possible to suppress deviations between the actual operating amount of the lever device 30 and the planned operating amount when contacting the limiting wall 115 due to deflection of the lever device 30 or the arm portion 120. For example, it is possible to suppress operating amounts exceeding the second operating amount.

[0041] Furthermore, since the rotation angle sensor S1 can detect the rotation angle of the arm portion 120, the amount of operation of the push and pull operations of the lever device 30 can be detected as a rotation angle. In addition, since the rotation angle sensor S1 is provided at the part corresponding to the rotation axis of both pinion portions 130 of the pair of arm portions 120, the amount of operation of the push and pull operations can be detected even if one of the rotation angle sensors S1 fails.

[0042] Furthermore, the system includes a plunger 150 connected to the rack section 140, configured to be displaceable in conjunction with the displacement of the rack section 140, and configured to be extendable and retractable in a third direction perpendicular to the first and second directions, and a pair of receiving sections 160 having contact surfaces Sf2 that contact both ends of the plunger 150 in the extension and retraction direction, and the ends of the plunger 150 in the third direction are biased toward the contact surfaces Sf2 facing the third direction, so the ease of displacement of the rack section 140 in the first and second directions can be adjusted by adjusting the shape and surface smoothness of the contact surfaces Sf2.

[0043] Furthermore, the contact surface Sf2 has a concave surface that is recessed in the third direction, and the ends of the plunger 150 (the ends of the pair of plunger housings 151) are located at the deepest recessed apex p1 of the concave surface when neither a pushing nor pulling operation is performed. Therefore, if the operator releases their hand from the lever device after a pushing or pulling operation, the biasing force of the coil spring 153 can displace both ends of the plunger 150 toward the apex p1, and the pair of lever devices 30 can be automatically returned to the neutral state.

[0044] B. Second Embodiment: Figure 11 is a perspective view showing a pair of receiving parts 161 and a plunger 150 in the second embodiment. The link mechanism 100 and steering device 10 of the second embodiment differ from the link mechanism 100 and steering device 10 of the first embodiment in that it includes a pair of receiving parts 161 instead of a pair of receiving parts 160. The other components of the link mechanism 100 and steering device 10 of the second embodiment are the same as those of the link mechanism 100 and steering device 10 of the first embodiment, so the same components are denoted by the same reference numerals and their detailed descriptions are omitted.

[0045] The receiving portion 161 is composed of a right receiving portion 161R and a left receiving portion 161L. The right receiving portion 161R has a contact surface Sf3 instead of a contact surface Sf2. The contact surface Sf3 differs from the contact surface Sf2 of the first embodiment only in that a notch N1 is provided in the central portion in the X-axis direction including the top portion p1. The notch N1 is a portion of the contact surface Sf3 that is more recessed in the Y-axis direction than the portion where the notch N1 is not formed.

[0046] The configuration of the left receiving portion 161L is the same as that of the right receiving portion 161R described above, except that its shape is symmetrical to that of the right receiving portion 161R, so its explanation will be omitted.

[0047] The steering device 10 of the second embodiment described above provides the same effects as the steering device 10 of the first embodiment. In addition, since a notch N1 is formed at the top of the concave surface of the contact surface Sf3, the driver VD can recognize that the pair of lever devices 30 have returned to the neutral position by the vibration when the ends of the plungers 150 (the ends of the pair of plunger housings 151) engage with the notch N1. Furthermore, the driver VD can feel that an acceleration or deceleration command has been initiated by the vibration when the ends of the plungers 150 (the ends of the pair of plunger housings 151) disengage from the notch N1.

[0048] C. Third Embodiment: Figure 12 is a perspective view showing a pair of receiving parts 162 and a plunger 150 in the third embodiment. The link mechanism 100 and steering device 10 of the third embodiment differ from the link mechanism 100 and steering device 10 of the first embodiment in that it includes a pair of receiving parts 162 instead of a pair of receiving parts 160. The other components of the link mechanism 100 and steering device 10 of the third embodiment are the same as those of the link mechanism 100 and steering device 10 of the first embodiment, so the same components are denoted by the same reference numerals and their detailed descriptions are omitted.

[0049] The receiving portion 162 is composed of a right receiving portion 162R and a left receiving portion 162L. The right receiving portion 162R has a contact surface Sf4 instead of a contact surface Sf2. In the configuration of the second region Ar2, the contact surface Sf4 differs from the contact surface Sf2 of the first embodiment, while the other configurations (configurations of the first region Ar1) are the same as those of the contact surface Sf2.

[0050] The second region Ar2 of the contact surface Sf4 has a third region Ar21 and a fourth region Ar22. The third region Ar21 is the region connected to the apex p1. The fourth region Ar22 is located in the +X direction relative to the third region Ar21 and is connected to the third region Ar21. Here, the radius of curvature of the third region Ar21 is smaller than the radius of curvature of the fourth region Ar22. The radius of curvature of the third region Ar21 is larger than the radius of curvature of the first region Ar1. The radius of curvature of the fourth region Ar22 is smaller than the radius of curvature of the first region Ar1.

[0051] The configuration of the left receiving portion 162L is the same as that of the right receiving portion 162R described above, except that its shape is symmetrical to that of the right receiving portion 162R, so its explanation will be omitted.

[0052] Since the pair of receiving portions 162 that contact the plunger 150 have the above-described configuration, when a pull operation is performed from a neutral state on at least one of the pair of lever devices 30, immediately after the start of the pull operation, the plunger 150 (the pair of plunger housings 151) is in contact with the third region Ar21, making it easy for it to be displaced in the +X direction. Therefore, the driver VD can perform the brake operation with a light resistance. Thus, when only a slight brake is desired, the brake can be operated with a light feel. On the other hand, when a large amount of pulling is performed, such as when a large brake is desired, the plunger 150 (the pair of plunger housings 151) moves from the third region Ar21 to the fourth region Ar22. In this case, the radius of curvature becomes smaller, and the amount of displacement in the Y-axis direction relative to the amount of displacement of the pair of plunger housings 151 in the +X direction becomes larger. Therefore, the driver VD will feel that the pull operation is heavier from the moment it moves from the third region Ar21 to the fourth region Ar22. Therefore, in situations such as sudden braking, the driver's visual display (VD) can be made to feel that an operation such as sudden braking is being performed.

[0053] The steering device 10 of the third embodiment described above has the same effects as the steering device 10 of the first embodiment. In addition, the second region Ar2 of the contact surface Sf4 has a third region Ar21 and a fourth region Ar22, which have different radii of curvature from each other. Since the radius of curvature of the third region Ar21, which is closer to the top p1 (neutral position), is set to be larger than the radius of curvature of the fourth region Ar22, the driver VD can perform the brake operation with a light feel immediately after starting the pulling operation. Furthermore, the driver VD can be made to feel that an operation such as sudden braking is being performed.

[0054] D. Fourth Embodiment: Figures 13 and 14 are perspective views of the link mechanism 100a of the fourth embodiment. Figure 15 is a top view of the link mechanism 100a of the fourth embodiment. Figure 16 is a rear view of the link mechanism 100a of the fourth embodiment. Figure 17 is a bottom view of the link mechanism 100a of the fourth embodiment.

[0055] The steering device 10 of the fourth embodiment differs from the steering device 10 of the first embodiment in that it includes a link mechanism 100a instead of the link mechanism 100, but the other components are the same. Also, a part of the base member 110 is omitted. Figures 13 to 17 show the link mechanism 100a in the non-operational state.

[0056] The link mechanism 100a includes a pair of arm portions 121 instead of a pair of arm portions 120. The pair of arm portions 121 consists of a right arm portion 121R and a left arm portion 121L. The right arm portion 121R differs from the right arm portion 120R of the first embodiment in that the portion provided approximately along the X-axis direction is omitted and it consists only of the portion provided approximately along the Y-axis direction, and an opening 220 is provided that penetrates in the thickness direction (Z-axis direction), but the other configurations are the same. Therefore, a right pinion portion 130R is formed at the -Y direction end of the right arm portion 121R, as in the first embodiment. The shape of the opening 220 in plan view, that is, the shape when viewed in the Z direction, is approximately a regular pentagon.

[0057] In Figures 13, 14, and 16, the shaft member 170, which is the aforementioned "shaft member" located at the +Y end of the right arm portion 121R, is visible. In the steering device 10 of the fourth embodiment, the pair of lever devices 30 are attached to the pair of shaft members 170. Note that in Figures 13 and later, the pair of lever devices 30 are omitted for illustrative purposes.

[0058] The configuration of the left arm section 121L is the same as that of the right arm section 121R described above, except that its shape is symmetrical to that of the right arm section 121R, so its explanation will be omitted.

[0059] In the link mechanism 110a of the fourth embodiment, the rack portion 140 is omitted. The first teeth g1 of the pair of pinion portions 130 (right pinion portion 130R and left pinion portion 130L) are fitted together. This reduces the size and weight of the link mechanism 100a in the Y-axis direction.

[0060] As shown in Figures 14 and 15, a third tooth g3 is provided in the right arm portion 121R at a position in the -X direction relative to the shaft member 170. This third tooth g3 engages with a fourth tooth g4 of the gear damper 245, which is positioned in the -X direction relative to the right arm portion 121R. Similarly, a third tooth g3 is provided in the left arm portion 121L at a similar position and engages with a fourth tooth g4 of the gear damper 245, which is positioned in the -X direction relative to the left arm portion 121L. The pair of gear dampers 245 provided corresponding to the pair of arm portions 121 are so-called rotary-type gear dampers. Each gear damper 245 is a so-called "rotary damper" that utilizes the braking force generated by the viscous resistance of the oil filled inside. Alternatively, instead of rotary dampers, any type of damper with a fourth tooth g4, such as a so-called "oscillating damper," may be used. The oscillating damper has a vane that shares a rotation axis with the fourth tooth g4 and is a damper that utilizes the pressure (resistance) of the oil filled inside. The pair of gear dampers 245 are used to suppress the sudden displacement of the pair of arm sections 121.

[0061] The link mechanism 100a of the fourth embodiment includes a pair of displacement members 210 and a pair of springs B2 instead of a plunger 150 and a pair of receiving parts 160. These pair of displacement members 210 and the pair of springs B2 have the same function as the plunger 150 and the pair of receiving parts 160 of the first embodiment, namely, the function of automatically returning the pair of lever devices 30 to a neutral state when not in operation.

[0062] A pair of displacement members 210 are positioned to pass through openings 220 provided in each of a pair of arm portions 121. Each displacement member 210 is displaced in the Y-axis direction in accordance with the rotation of the corresponding arm portion 121. Each displacement member 210 comprises a main body portion 211, a contact portion 212, and a pair of protrusions 213 projecting from the main body portion 211 in the +Z and -Z directions. The main body portion 211 has a thickness less than that of the arm portion 121 and is positioned within the opening 220. The contact portion 212 has the same thickness as the main body portion 211 and is connected to the main body portion 211. The contact portion 212 is also positioned within the opening 220. The contact portion 212 is positioned closer to the pinion portion 130 (first tooth g1) in the Y-axis direction than the main body portion 211. The contact portion 212 has a pointed shape in plan view, with the tip on the first tooth g1 side being pointed. The pointed tip of the contact portion 212 is in contact with the inner wall of the opening 220. In the idle state, the tip of the contact portion 212 is located at the corner of the inner wall of the opening 220, corresponding to the vertex of a pentagon in plan view. The pair of protrusions 213 are connected to the main body portion 211. As shown in Figure 16, of the pair of protrusions 213, one protrusion 213 is exposed from the opening 220 in the +Z direction, and the other protrusion 213 is exposed from the opening 220 in the -Z direction. Each protrusion 213 has a groove at its tip in the protruding direction (Z-axis direction) for locking the end of the spring B2.

[0063] In the fourth embodiment, both of the pair of springs B2 are coil springs. Both springs B2 are positioned between the pair of displacement members 210 and span across both displacement members 210. One spring B2 is positioned on the +Z side with respect to the bottom 111 of the base member 110 and is aligned with the Y axis. The other spring B2 is positioned on the -Z side with respect to the bottom 111 of the base member 110 and is aligned with the Y axis. Both ends of each spring B2 are engaged with grooves formed at the tips of the protrusions 213. In the unoperated state, both springs B2 are at their natural length. Therefore, in this state, the pair of displacement members 210 are not biased in the Y axis direction.

[0064] Figure 18 is a perspective view showing the state of the link mechanism 100a when a push operation is performed on at least one of the pair of lever devices 30. Figure 19 is a top view showing the state of the link mechanism 100a when a push operation is performed on at least one of the pair of lever devices 30. For example, when the driver VD pushes the right lever device 30R, the right shaft member 170 rotates counterclockwise in the -Z direction in conjunction with the movement of the right lever device 30R. In addition, the right arm portion 121R rotates counterclockwise in the -Z direction in accordance with this rotation of the right shaft member 170. As a result, the first tooth g1 of the right arm portion 121R rotates counterclockwise. At this time, the left arm portion 121L, which has a first tooth g1 that meshes with the first tooth g1 of the right arm portion 121R, rotates clockwise in the -Z direction. As a result, the left shaft member 170 also rotates clockwise in the -Z direction. Therefore, the left lever device 30L connected to the left shaft member 170 will move in the same way as when a push scan is performed. In this way, the link mechanism 100a of the fourth embodiment allows the operating states of the pair of lever devices 30 to be synchronized with each other, similar to the link mechanism 100 of the first embodiment. When a push operation is performed, the pair of springs B1 will extend, as will be described later.

[0065] Figure 20 is a schematic diagram illustrating the contact state of the opening 220 and the contact portion 212 in an unoperated state and in a state where a push operation is performed on at least one of the pair of lever devices 30. In Figure 20, the opening 220 and the contact portion 212 are schematically shown as viewed in the -Z direction. In Figure 20, the left side schematically shows the contact state of the left opening 220 and the left contact portion 212 in an unoperated state, and the right side schematically shows the contact state of the left opening 220 and the left contact portion 212 in a state where a push operation is performed. For the sake of explanation, in the right side of Figure 20, the left opening 220 and the left contact portion 212 in an unoperated state are shown with a dashed line.

[0066] The opening 220 is defined by inner walls w1, w2, w3, w4, and w5 provided on the arm portion 121. In the idle state, the tip of the contact portion 212 is located at the corner portion p11, which is the boundary between inner wall w1 and inner wall w2. When the pushing operation is performed as described above, the left arm portion 121L rotates clockwise, and consequently, the opening 220 also rotates clockwise. As a result, the tip of the contact portion 212 moves away from the corner portion p11 and relatively toward inner wall w5 along inner wall w1. When the tip of the contact portion 212 moves relatively from the corner portion p11 toward inner wall w5 along inner wall w1, the contact portion 212 is displaced in the -Y direction, as shown on the right side of Figure 20. Figure 20 describes the left opening 220 and the left contact portion 212 (displacement member 210), but similar operation occurs in the right opening 220 and the right 212 (displacement member 210). That is, the contact portion 212 is displaced in the +Y direction. Therefore, when a pushing operation is performed, the pair of displacement members 210 move away from each other along the Y axis. As a result, the pair of springs B2 are stretched, and the pair of displacement members 210 are biased to move closer to each other along the Y axis. In this state, when the driver VD stops the pushing operation and releases their fingers from the lever device 30, the pair of springs B2 try to return to their natural length, causing the contact portion 212 to move (return) relative to the corner portion p11. As a result, the pair of lever devices 30 return to their neutral state.

[0067] Furthermore, as the driver VD continues the pushing operation, the tip of the contact portion 212 moves relative to the inner wall w1 from the state on the right side of Figure 20. Once it passes the midpoint of the inner wall w1, the displacement of the left contact portion 212 switches from a displacement in the -Y direction to a displacement in the +Y direction. As a result, the resistance during the pushing operation decreases, making it easier to push. Subsequently, the tip of the line of the contact portion 212 reaches the corner portion p12, which is the boundary between the inner wall w1 and the inner wall w5. At this point, the pair of springs B2 return to their natural position, and the contact portion 212 fits into the corner portion p12, which is acute in plan view, allowing the driver VD to feel a sense of control. Therefore, the driver VD can know that this point is the upper limit of the pushing operation.

[0068] The above explanation also applies when a pulling operation is performed. That is, when a pulling operation is performed, the tip of the contact portion 212 moves relative to the inner wall w2 from the corner portion p11 toward the corner portion p13, which is the boundary between the inner wall w2 and the inner wall w3. At this time, the left contact portion 212 is displaced in the -Y direction, as in the case of a pushing operation, and the right contact portion 212 is displaced in the +Y direction. When the tip of the contact portion 212 passes the midpoint of the inner wall w2, the displacement of the left contact portion 212 switches from displacement in the -Y direction to displacement in the +Y direction, reaching the corner portion p13. The driver VD can tell that the upper limit of the pulling operation has been reached by the sense of determination when it reaches the corner portion p13.

[0069] The link mechanism 100a of the fourth embodiment described above has the same effects as the link mechanism 100 of the first embodiment. In addition, in the link mechanism 100a, the first tooth g1 of the right pinion part 130R and the first tooth g1 of the left pinion part 130L are directly fitted to each other, so the dimensions of the link mechanism 100a in the Y-axis direction can be reduced. Also, since an opening 220 is provided in the pair of arm parts 121 and a pair of displacement members 210 are housed therein, the configuration for realizing the "function of automatically returning the pair of lever devices 30 to the neutral state in an idle state" can be reduced. Furthermore, since each arm part 121 is composed only of a portion roughly along the X-axis direction, the dimensions in the Y-axis direction can be reduced.

[0070] E. Other embodiments: (E1) In each embodiment, the first direction (+X direction) and the second direction (-X direction) were parallel to the rotation axis CA of the rotating part 40, but the disclosure is not limited thereto. The first direction and the second direction may be any direction intersecting the rotation axis CA.

[0071] (E2) In the first to third embodiments, the pair of lever devices 30 were set to come into contact with each other when the pushing operation of at least one of the pair of lever devices 30 reached a first threshold amount, but the disclosure is not limited thereto. A limiting wall similar to the limiting wall 115 may be provided on the base member 110, and when the pushing operation of at least one of the pair of lever devices 30 reaches a first threshold amount, at least one of the pair of lever devices 30, or at least one of the pair of arm portions 120, may come into contact with the limiting wall, thereby suppressing a pushing operation greater than the first threshold amount.

[0072] (E3) In the first to third embodiments, both arms of the pair of lever devices 30 were set to contact the limiting wall 115 when the pulling operation of at least one of the pair of lever devices 30 reached a second threshold amount, but the disclosure is not limited thereto. Only one of the pair of arm parts 120 may be set to contact the limiting wall 115. Alternatively, instead of the pair of arm parts 120, at least one of the pair of lever devices 30 may contact the limiting wall to suppress pulling operations greater than the second threshold amount.

[0073] (E4) In each embodiment, the rotation angle sensor S1 was provided at the part corresponding to both rotation axes of the pair of pinion parts 130, but the rotation angle sensor S1 may be provided at only one of the parts. With this configuration, the manufacturing cost and size of the steering device 10 can be reduced. Also, since the rotation of one pinion part 130 and the rotation of the other pinion part 130 are synchronized, the rotation angle of the pinion part 130 can be detected with high accuracy even in the above configuration.

[0074] (E5) In the first to third embodiments, the first region Ar1 and the second region Ar2 of the contact surfaces Sf2, Sf3, and Sf4 were all composed of curved surfaces, but they may be composed of flat surfaces instead of curved surfaces. In such a configuration, as in the third embodiment, in a configuration in which the second region Ar2 has a third region Ar21 and a fourth region Ar22, the inclinations of the third region Ar21 and the fourth region Ar22 may be of different magnitudes.

[0075] (E6) In the first to third embodiments, the pair of plunger housings 151 had a cylindrical external shape enclosed by hemispherical walls, but they may have a spherical external shape instead.

[0076] (E7) In the fourth embodiment, at least one of the pair of arm portions 121 may be configured to have a notch in the inner wall w1 or inner wall w2, similar to the third embodiment. Alternatively, at least one of the pair of arm portions 121 may be configured such that the inner wall w1 or inner wall w2 consists of a series of curved surfaces with multiple radii of curvature, similar to the second region Ar2 in the fourth embodiment.

[0077] (E8) In each embodiment, the steering device 10 was mounted on a vehicle, but it is not limited to a vehicle and may be mounted on any other moving body such as a ship or an airplane. It may also be used in a simulator or the like to instruct the steering, acceleration, and deceleration of a virtual moving body. In such a configuration, it can be said that the steering device 10 is mounted on a virtual moving body.

[0078] (E9) The steering device 10 and link mechanism 100 in each embodiment are merely examples and can be modified in various ways. For example, in the first to third embodiments, at least one of the pair of springs B1 may be omitted. Also, for example, in the first to third embodiments, the plunger 150 and the pair of receiving parts 160 may be omitted. The first region Ar1 of the contact surface Sf2 may be divided into multiple regions, such as the second region Ar2 in the third embodiment, and the radius of curvature of each region may be changed. With such a configuration, the feel of operation during acceleration can be changed according to the magnitude of the acceleration. Also, for example, in the first to third embodiments, the first region Ar1 or the second region Ar2 may be divided into three or more regions, and the radius of curvature of each region may be changed. Also, in the fourth embodiment, one of the pair of springs B2 may be omitted. Also, in the fourth embodiment, the plan view shape of the opening 220 may be changed from a pentagon shape to an arbitrary shape having an inner wall w1, an inner wall w2 and a corner portion p11. Furthermore, in each embodiment, a cushioning material may be placed at least one of the ends E1R and E1L of the connecting portion 33 of the pair of lever devices 30. Similarly, a cushioning material may be placed in the portion of the limiting wall 115 that comes into contact with the arm portion 120. In addition, the pair of gripping portions 20 in each embodiment may be replaced with a single gripping portion. In this case, the single gripping portion may have an annular external shape.

[0079] This disclosure is not limited to the embodiments described above, and can be implemented in various configurations without departing from its spirit. For example, the technical features in each embodiment corresponding to the technical features in the embodiments described in the summary of the invention can be replaced or combined as appropriate in order to solve some or all of the above-mentioned problems, or to achieve some or all of the above-mentioned effects. Furthermore, if a technical feature is not described as essential in this specification, it can be deleted as appropriate. [Explanation of symbols]

[0080] 10...Steering device, 20...Pair of gripping parts, 20L...Left gripping part, 20R...Right gripping part, 30...Pair of lever devices, 30L...Left lever device, 30R...Right lever device, 31...First operating part, 32...Second operating part, 33...Connecting part, 40...Rotating part, 41...Housing, 100...Link mechanism, 100a...Link mechanism, 110...Base member, 111...Bottom part, 112...Rear part, 113...First side part, 114...Second side part, 115...Control Limiting wall, 116...Sensor support projection, 120...Pair of arm sections, 120L...Left arm section, 120R...Right arm section, 121...Pair of arm sections, 121L...Left arm section, 121R...Right arm section, 130...Pair of pinion sections, 130L...Left pinion section, 130R...Right pinion section, 140...Rack section, 141...Plunger housing section, 150...Plunger, 151...Plunger housing, 151R...Right plunger housing, 151L...Left Plunger housing, 153...coil spring, 160...pair of receiving parts, 160L...left receiving part, 160R...right receiving part, 161...pair of receiving parts, 161L...left receiving part, 161R...right receiving part, 162...pair of receiving parts, 162L...left receiving part, 162R...right receiving part, 169...protrusion, 170...shaft member, 210...displacement member, 211...main body, 212...tip part, 213...protrusion, 220...opening, 245...gear damper, Ar1...first Region, Ar2...Second region, Ar21...Third region, Ar22...Fourth region, B1...Spring, B2...Spring, CA...Rotation axis, E1L...End, E1R...End, N1...Notch, OP1...Opening, S1...Rotation angle sensor, Sf1...Side, Sf2...Contact surface, Sf3...Contact surface, Sf4...Contact surface, VD...Driver, g1...First tooth, g2...Second tooth, g3...Third tooth, g4...Fourth tooth, p1...Top, p11~p13...Corner, w1~w5...Inner wall

Claims

1. A steering device, A gripping portion that is held by the driver of the mobile body on which the steering device is mounted, A rotating part that is rotated by the driver via the gripping part, A pair of lever devices arranged symmetrically with respect to the rotating part as the center of symmetry, wherein a pushing operation in a first direction or a pulling operation in a second direction opposite to the first direction instructs acceleration or deceleration of the moving body, Equipped with, The rotating part has a link mechanism for synchronizing the operating states of the pair of lever devices with each other. The aforementioned link mechanism is A pair of pinion parts provided corresponding to the pair of lever devices, each pinion part having a first tooth and rotating in accordance with the operation of the corresponding lever device, The rack portion comprises a pair of sides having parallel to the first and second directions, each side having a pair of second teeth that engage with the first teeth of the pair of pinion portions, and the rack portion being configured to be displaceable in the first and second directions. Steering system.

2. A steering device according to claim 1, The first and second directions are parallel to the rotation axis of the rotating part. Steering system.

3. In the steering device according to claim 1 or claim 2, The pair of lever devices are In a neutral state where neither the pushing nor the pulling operation is performed, they do not come into contact with each other. The pair of lever devices are configured to contact each other when the pushing operation of at least one of them reaches a predetermined first threshold amount, thereby suppressing pushing operations that exceed the first threshold amount. Steering system.

4. In the steering device according to claim 1 or claim 2, A limiting wall positioned so as to be able to contact at least one of the pair of lever devices, The system further comprises a pair of arm portions, each having the pinion portion at one end and the other end connected to the lever device, At least one of the pair of arm portions is configured to contact the limiting wall when the pulling operation of at least one of the pair of lever devices reaches a predetermined second threshold amount, thereby suppressing the pulling operation of the pair of lever devices that is greater than the second threshold amount. Steering system.

5. In the steering device according to claim 1 or claim 2, A pair of arm portions, each having the pinion portion at one end and the other end connected to the lever device, The system further includes a rotation angle sensor provided at a portion of at least one of the pair of arm portions corresponding to the rotation axis of the pinion portion, which detects the rotation angle of the arm portion. Steering system.

6. In the steering device according to claim 1 or claim 2, A plunger connected to the rack section, configured to be displaceable in conjunction with the displacement of the rack section, and configured to be extendable and retractable in a third direction perpendicular to the first and second directions, The system further comprises a pair of receiving portions facing each other in the third direction across the plunger, each receiving portion having contact surfaces that contact both ends of the plunger in the extension and retraction direction, Both ends of the plunger in the third direction are biased toward the contact surface facing the third direction. Steering system.

7. In the steering device according to claim 6, The contact surface has a concave surface that is recessed in the third direction, A steering device wherein the end of the plunger is located at the deepest recessed apex of the concave surface when neither the pushing nor the pulling operation is performed.

8. In the steering device according to claim 7, A steering device in which a notch is formed at the top of the concave surface.

9. A link mechanism for synchronizing the operating states of a pair of lever devices in a steering system, The pair of lever devices are positioned symmetrically with respect to the link mechanism as the center of symmetry, and when a pushing operation is performed in a first direction or a pulling operation is performed in a second direction opposite to the first direction, the acceleration or deceleration of the moving body on which the lever devices and the link mechanism are mounted is instructed. The aforementioned link mechanism is A pair of pinion parts provided corresponding to the pair of lever devices, each pinion part having a first tooth and rotating in accordance with the operation of the corresponding lever device, The rack portion comprises a pair of sides having parallel to the first and second directions, each having a pair of second teeth that engage with the first teeth of the pair of pinion portions, and configured to be displaceable in the first and second directions. Linkage mechanism.

10. A steering device, A gripping portion that is held by the driver of the mobile body on which the steering device is mounted, A rotating part that is rotated by the driver via the gripping part, A pair of lever devices arranged symmetrically with respect to the rotating part as the center of symmetry, wherein a pushing operation in a first direction or a pulling operation in a second direction opposite to the first direction instructs acceleration or deceleration of the moving body, Equipped with, The rotating part has a link mechanism for synchronizing the operating states of the pair of lever devices with each other. The link mechanism comprises a pair of pinion parts provided corresponding to the pair of lever devices, each pinion part having a first tooth that fits together with the other, and having a pair of pinion parts that rotate in accordance with the operation of the corresponding lever device. Steering system.

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