Steering system and linkage mechanism

Abstract

This system prevents the vehicle's behavior from deviating from the driver's intended behavior when the lever mechanism used in the steering system returns to its initial position after operation. [Solution] The steering device comprises a gripping section and a pair of lever devices that instruct acceleration or deceleration of a moving body by pushing in a first direction or pulling in a second direction. The rotating section has a link mechanism for synchronizing the operating states of the pair of lever devices. The link mechanism comprises a pair of pinion sections, each having a first tooth and rotating in response to the operation of the lever devices; a rack section having a pair of first sides with a pair of second teeth that engage with the first teeth, and a pair of second sides with a third tooth, and configured to be displaceable in a first and second direction; and a pair of rotary-type gear dampers having a pair of fourth teeth that engage with the third teeth provided on the pair of second sides.

Description

[[Technical Field]]

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

[0002] Conventionally, steering devices including a pair of lever devices for instructing acceleration and deceleration of a vehicle have been proposed. For the pair of lever devices, for example, acceleration is instructed when the lever device is pushed toward the rear side, and deceleration is instructed when the lever device is pulled toward the front side. In the steering device disclosed in Patent Document 1, a compression coil spring is used to return the lever device to its initial position when the driver releases the lever device after an operation. [[Prior Art Document]] [[Patent Document]]

[0003] [[Patent Document 1]] Japanese Unexamined Patent Application Publication No. 2024-120545 [[Summary of the Invention]] [[Problem to be Solved by the Invention]]

[0004] However, in a configuration that uses a compression coil spring to return the lever device to the initial position, the lever device is displaced alternately between the acceleration-side position and the deceleration-side position due to damped vibration of the spring. Therefore, the behavior of the vehicle may become unintended behavior by the driver, for example, a braking operation is performed even though no braking operation has been instructed. Such a problem is common not only to vehicles but also to steering devices used for any moving body. Accordingly, there is a demand for a technique capable of suppressing the occurrence of unintended behavior of the vehicle by the driver when the lever device returns to the initial position after an operation. [[Means for Solving the Problem]]

[0005] This disclosure is made to solve at least some of the problems described above and can be implemented in the following forms.

[0006] (1) As one embodiment of the present disclosure, a steering device is provided. The steering device comprises a gripping portion which is grasped by the 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 when a pushing operation in a first direction or a pulling operation in a second direction opposite to the first direction is performed on the lever devices. The rotating portion has a link mechanism for synchronizing the operating states of the pair of lever devices with respect to each other. The link mechanism comprises a pair of pinion sections provided corresponding to the pair of lever devices, each pinion section having a first tooth and rotating in accordance with the operation of the corresponding lever device; a rack section having a pair of first sides provided with a pair of second teeth that engage with the first teeth of the pair of pinion sections, and which are parallel to the first and second directions; a pair of second sides provided with a third tooth, and which are parallel to the first and second directions; and a pair of rotary-type gear dampers provided with a pair of fourth teeth that engage with the third teeth provided on the pair of second sides. According to this form of steering device, the link mechanism has a pair of pinion parts that rotate in response to the operation of the corresponding lever device, a pair of first sides having a pair of second teeth that engage with the first teeth of the pair of pinion parts and are parallel to the first and second directions, and a pair of second sides having a third tooth that is parallel to the first and second directions, and a rack part configured to be displaceable in the first and second directions, and a pair of rotary-type gear dampers having a pair of fourth teeth that engage with the third teeth provided on the pair of second sides, respectively. Therefore, when the driver releases their hands from the lever device after operating it, the occurrence of the pair of lever devices being displaced so as to alternately switch between the acceleration side position and the deceleration side position can be suppressed. Consequently, when the pair of lever devices return to their initial position, it is possible to suppress the vehicle's behavior from becoming unintended by the driver. (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 directions in which the rack is displaced and the axis of rotation of the rotating part are parallel, so the dimensions of the link mechanism in the direction perpendicular to the axis of rotation can be reduced. As a result, the external size 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 rack portion has a first stage portion having a pair of first sides and a second stage portion having a pair of second sides, and the first stage portion and the second stage portion may be arranged and connected to each other in a third direction perpendicular to the first and second directions, and the pair of lever devices facing each other in a third direction perpendicular to the opposing direction. In this type of steering device, the rack section has a first stage section and a second stage section, and the first stage section and the second stage section are arranged in a third direction perpendicular to the first and second directions, and a pair of lever devices are arranged in a third direction perpendicular to the opposing directions and connected to each other. Therefore, the dimensions of the link mechanism in the depth direction can be reduced compared to a configuration in which the first stage section and the second stage section, in other words, a pair of first sides and a pair of second sides are arranged side by side in the depth direction as viewed from the driver. (4) In the steering device of the above form, the link mechanism further comprises a pair of arm portions, each having the pinion portion at one end and the other end connected to the lever device, and a base member to which the pair of arm portions and the pair of gear dampers are attached, the base member having slits along the first direction and the second direction, wherein the first stage portion and the second stage portion are arranged on either side of the base member and connected to each other by a columnar portion that passes through the slit. In this configuration of steering device, the first and second stages are positioned with the base member in between. This allows the pair of arms and the first stage, which correspond to a rack and pinion for synchronizing a pair of lever devices, and the pair of dampers and the second stage, which can suppress the abrupt movement of the rack and pinion, to be positioned on opposite sides of the base member. As a result, interference between the pair of arms and the gear dampers can be suppressed when assembling the pair of gear dampers, making assembly easier. (5) In the steering device of the above form, the dimension of the first step along the opposing direction may be smaller than the dimension of the second step along the opposing direction. In this type of steering device, the dimensions of the first stage along the opposing direction are smaller than the dimensions of the second stage along the opposing direction. Therefore, the pinion portion of the pair of arms, which corresponds to the pinion of a rack and pinion system for synchronizing the pair of lever devices, can be made larger, and a wide range of rotation of the pinion portion (arm portion) can be secured. As a result, it is possible to prevent the pinion portion from having an excessively small number of teeth in the first tooth. In addition, the second stage can be firmly supported by the base member. (6) In another embodiment of the present disclosure, a linkage mechanism is provided for synchronizing the operating states of a pair of lever devices of a steering device. The pair of lever devices are positioned symmetrically with respect to the linkage mechanism as the center of symmetry, and a pushing operation in a first direction or a pulling operation in a second direction opposite to the first direction instructs the acceleration or deceleration of a moving body on which the lever devices and the linkage mechanism are mounted. The link mechanism comprises a pair of pinion sections provided corresponding to the pair of lever devices, each pinion section having a first tooth and rotating in accordance with the operation of the corresponding lever device; a rack section having a pair of first sides, each having a pair of second teeth that engage with the first teeth of the pair of pinion sections and being parallel to the first and second directions, and a pair of second sides, each having a third tooth and being parallel to the first and second directions, and configured to be displaceable in the first and second directions; and a pair of rotary-type gear dampers having a pair of fourth teeth that engage with the third teeth provided on the pair of second sides. This type of link mechanism includes a pair of pinion parts having first teeth that rotate in response to the operation of the corresponding lever device, a pair of first sides having a pair of second teeth that engage with the first teeth of the pair of pinion parts and are parallel to the first and second directions, and a pair of second sides having a third tooth that is parallel to the first and second directions, and a rack part configured to be displaceable in the first and second directions, and a pair of rotary-type gear dampers having a pair of fourth teeth that engage with the third teeth on the pair of second sides, respectively. Therefore, when the driver releases their hand from the lever device after operating it, the occurrence of the lever device being displaced in a way that alternates between the acceleration side position and the deceleration side position can be suppressed. Consequently, when the lever device returns to its initial position, it can be suppressed from the vehicle behaving in a way that is unintended by the driver. (7) 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 to be used to 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. The rotating portion has a link mechanism for synchronizing the operating states of the pair of lever devices. The link mechanism comprises a pair of pinion portions provided corresponding to the pair of lever devices, each pinion portion having a first tooth that engages with each other and a third tooth that does not engage with each other, and rotating in response to the operation of the corresponding lever device; and a pair of rotary-type gear dampers having a pair of fourth teeth that engage with the third teeth of the pair of pinion portions, respectively. In this type of steering device, the link mechanism includes a pair of pinion parts that rotate in response to the operation of the corresponding lever device, and a pair of gear dampers each provided with a pair of fourth teeth that engage with the third teeth of the pair of pinion parts. Therefore, when the driver releases their hands from the lever device after operating it, the occurrence of the pair of lever devices being displaced in a way that alternates between the acceleration and deceleration positions can be suppressed. Consequently, when the pair of lever devices return to their initial positions, it is possible to suppress the vehicle's behavior from becoming unintended by the driver. [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]It is a right side view showing a right lever device and a link mechanism. [Figure 6] It is a perspective view showing a pair of lever devices and a link mechanism. [Figure 7] It is an exploded perspective view showing a part of the link mechanism. [Figure 8] It is a front view of the link mechanism. [Figure 9] It is a cross-sectional view of a second step portion and a left gear damper. [Figure 10] It is a cross-sectional view of the link mechanism. [Figure 11] It is a cross-sectional view of the link mechanism. [Figure 12] It is a perspective view showing a plunger and a pair of receiving portions. [Figure 13] It is a plan view showing the plunger and the pair of receiving portions. [Figure 14] It is a perspective view showing the state of the pair of lever devices and the link mechanism when a push operation is performed on at least one of the pair of lever devices. [Figure 15] It is a perspective view showing the state of the pair of lever devices and the link mechanism when a pull operation is performed on at least one of the pair of lever devices. [Figure 16] It is an explanatory diagram for explaining the force acting on the rack portion and the gear damper when the push operation is stopped and the state becomes a non-operation state. [Figure 17] It is a perspective view of the link mechanism according to a second embodiment. [Figure 18] It is a perspective view of the link mechanism according to the second embodiment. [Figure 19] It is a top view of the link mechanism according to the second embodiment. [Figure 20] It is a rear view of the link mechanism according to the second embodiment. [Figure 21] It is a bottom view of the link mechanism according to the second embodiment. [Figure 22] It is a perspective view showing the state of the link mechanism when a push operation is performed on at least one of the pair of lever devices. [Figure 23]It is a top view showing the state of the link mechanism when a pressing operation is performed on at least one of the pair of lever devices. [Figure 24] It is an explanatory diagram schematically showing the contact state of the opening and the contact portion between a non-operating state and a state where a pressing operation is performed on at least one of the pair of lever devices. MODE FOR CARRYING OUT THE INVENTION

[0008] A. First Embodiment: A1. Overall configuration of steering device 10: FIG. 1 is a perspective view showing an external configuration of a steering device 10 as one embodiment of the present disclosure. FIG. 2 is a front view showing an external shape of the steering device 10. FIG. 3 is a right side view showing an external configuration of the steering device 10. In FIGS. 1 to 3, an X axis, a Y axis, and a Z axis that are orthogonal to each other are shown. The X axis is parallel to a rotation axis CA described later. The +Y direction, which is the traveling direction of a vehicle on which the steering device 10 is mounted (hereinafter simply referred to as "the vehicle"), corresponds to the right direction of the vehicle when the steering device 10 is set to face front. The X axis, Y axis, and Z axis constitute a left-handed coordinate system. In the present disclosure, "X-axis direction" is a general term for the +X direction and the -X direction. Similarly, "Y-axis direction" is a general term for the +Y direction and the -Y direction, and "Z-axis direction" is a general term for the +Z direction and the -Z direction. Also in FIGS. 4 to 24, the X axis, Y axis, and Z axis corresponding to the X axis, Y axis, and Z axis shown in FIGS. 1 to 3 are indicated.

[0009] The steering device 10 is a device for controlling the traveling direction of a vehicle. The steering device 10 is operated by a vehicle driver VD (see FIG. 3) to instruct the traveling direction of the vehicle. Hereinafter, the configuration of the steering device 10 will be described on the premise that the steering device 10 is set to face front as the traveling direction of the vehicle. The steering device 10 includes a rotating portion 40, a pair of gripping portions 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 link mechanism 100. Figure 5 is a right side view showing the right lever device 30R and the link 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 face each other in the Y-axis direction. In this embodiment, the direction in which the pair of lever devices 30 face each other, i.e., the Y-axis direction, is also called the "opposing direction". 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 toward 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 a 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. Figure 7 is an exploded perspective view showing a part of the link mechanism 100. In Figure 7, the pair of arm sections 120 and the pair of rotation angle sensors Sn1, which will be described later, are omitted.

[0021] As shown in Figures 4 to 7, 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 Sn1.

[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 Figures 5 and 7, the bottom portion 111 is bent when viewed in the Y-axis direction. As shown in Figure 7, the bottom portion 111 is provided with two slits SL1 extending in the X-axis direction. The two slits SL1 are arranged side by side along the X-axis. Both slits SL1 penetrate the bottom portion 111. The rear portion 112 is located at the highest point in the +X direction of the base member 110, is connected to the +X end of the bottom portion 111, and forms a wall parallel to a plane obtained by slightly rotating the YZ plane in the -X direction with the Y axis as the center of rotation. A pair of first side portions 113 are connected to the +Y end and -Y end of the rear portion 112, and form a wall parallel to the XZ plane. A pair of second side portions 114 are connected 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 Figures 5 and 7, 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-direction ends of the pair of second side portions 114 in the +Z direction, parallel to the second side portions 114 and in the +Z direction. 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-direction ends of the pair of second side portions 114 and are arranged parallel to the XY plane, as shown in Figures 4, 6, and 7. In other words, the sensor support protrusions 116 have a configuration in which they 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 Sn1. The sensor support projection 116 has a through hole in the thickness direction, and a shaft member (not shown) that pivotally supports the arm portion 120 is housed in this through hole. This shaft member rotates together with the rotation of the pinion portion 130, and the rotation angle sensor Sn1 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 first tooth g1 that engages with the second tooth g2 of the rack section 140. The "first tooth" does not refer to a single tooth, but rather to multiple teeth arranged at predetermined intervals in the circumferential direction at the end of the right pinion section 130R. 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 and the portion provided approximately along the Y-axis, and the aforementioned shaft member is positioned in this through hole. The right pinion section 130R is configured to be rotatable around 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.

[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 section 140 is positioned along the X-axis direction at the center of the Y-axis direction of the bottom section 111. In this embodiment, "positioned along the X-axis direction" is a broad concept that includes not only positioning parallel to the X-axis direction, but also positioning 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; any angle smaller than 45 degrees may be used. As shown in Figure 7, the rack section 140 comprises a first stage section 140t, a second stage section 140b, a pair of columnar sections 142, a pair of gear dampers 145, and a damper cover section 146. The first stage section 140t and the second stage section 140b are arranged in a direction perpendicular to the opposing direction (approximately the Y-axis direction) in which the pair of lever devices 30 face each other (hereinafter also referred to as the "third direction"), and are connected to each other. In this embodiment, the third direction corresponds to the Z-axis direction.

[0027] Figure 8 is a front view of the link mechanism 100. In Figure 8, the base member 110 is omitted. Figure 9 is a cross-sectional view of the second stage 140b and the left gear damper 145L. In Figure 9, the cross-section is shown along the IX-IX cross-sectional line shown in Figure 8. Figure 10 is a cross-sectional view of the link mechanism 100. In Figure 10, the cross-section is shown along the XX cross-sectional line shown in Figure 4. Figure 11 is a cross-sectional view of the link mechanism 100. In Figure 11, the cross-section is shown along the XI-XI cross-sectional line shown in Figure 4.

[0028] As shown in Figures 4 and 7 to 11, the first stage portion 140t has a roughly plate-like external shape and comprises a pair of side surfaces S1 (hereinafter referred to as "first side surfaces S1"), a pair of second teeth g2, and a plunger housing portion 141. The first stage portion 140t is located in the +Z direction with respect to the bottom portion 111 of the base member 110.

[0029] Both of the pair of first sides S1 are parallel to the XZ plane. The pair of second teeth g2 are provided at the -X-direction ends of the pair of first sides S1. Each second tooth g2 engages with one of the pair of first teeth g1 of the pair of arm portions 120. "Second teeth" refers not to a single tooth, but to multiple teeth aligned in the X-axis direction.

[0030] As shown in Figure 7, the plunger housing 141 has a curved structure that is convex in the +Z direction. The plunger housing 141 has a cylindrical external shape with the Y-axis direction as its longitudinal direction. The plunger 150 is housed in the plunger housing 141.

[0031] As shown in Figures 7 to 11, the second stage portion 140b has a roughly plate-like external shape and comprises a pair of side surfaces S2 (hereinafter also referred to as "second side surfaces S2") and a pair of third teeth g3. The second stage portion 140b is located in the -Z direction with respect to the bottom portion 111 of the base member 110. Therefore, the first stage portion 140t and the second stage portion 140b are arranged with the base member 110 in between.

[0032] The pair of second sides S2 are both parallel to the XZ plane, just like the pair of first sides S1. Each third tooth g3 engages with one of the pair of fourth teeth g4 provided on the pair of gear dampers 145. The term "third tooth," as with the second tooth, refers not to a single tooth, but to multiple teeth aligned in the X-axis direction.

[0033] The pair of columnar portions 142 are formed projecting in the +Z direction on the +Z direction surface of the second stage portion 140b. The pair of columnar portions 142 are arranged side by side in the X-axis direction. Each columnar portion 142 is positioned to pass through one of the pair of slits SL1. The first stage portion 140t and the second stage portion 140b are connected to each other by the pair of columnar portions 142. More specifically, the pair of columnar portions 142 are housed in a pair of holes (not shown) formed on the -Z direction surface of the first stage portion 140t. In this state, the pair of screws 149 shown in Figure 7 are inserted so as to pass through the first stage portion 140t and the columnar portions 142, and are screwed into screw holes (not shown) provided in the columnar portions 142, thereby connecting the first stage portion 140t and the second stage portion 140b to each other. Thus, the first stage 140t and the second stage are connected to each other and can be displaced synchronously along the slit SL1 in the X-axis direction. The second stage 140b has a +Z direction surface, and seal protrusions sp extending in the X-axis direction are provided at the +Y direction end and the -Y direction end, respectively. As shown in Figures 10 and 11, these seal protrusions sp contact the bottom 111 of the base member 110. Therefore, the second stage 140b contacts the bottom 111 linearly at the apex of the seal protrusions sp. As a result, compared to a configuration in which the second stage 140b has surface contact with the bottom 111, the obstruction of the X-axis movement of the rack 140 can be suppressed. In addition, because the second stage 140b contacts the bottom 111, the second stage 140b is supported by the base member 110.

[0034] The rack section 140 is configured to be displaceable in the X-axis direction, and as described above, the first tooth g1 and the second tooth g2 are fitted together, so the rack section 140 is displaced in the X-axis direction in conjunction with the rotation (displacement) of the right lever device 30R. "Displaced in the X-axis direction" is a broad concept that, similar to "arranged along the X-axis direction" described above, is not limited to displacement parallel to the X-axis direction, but also includes displacement along a direction that intersects the X-axis at an angle of a predetermined angle (45 degrees) or less. 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" refer to a broad concept that includes displacement in directions that intersect the first and second directions at an angle of 45 degrees or less. In addition, the right arm section 120R rotates (displaces) in conjunction with the displacement of the rack section 140 in the X-axis direction.

[0035] As shown in Figures 8 and 10, the dimensions of the first stage portion 140t along the opposing direction (Y-axis direction) are smaller than the dimensions of the second stage portion 140b along the opposing direction. This configuration allows for a larger pinion portion 130 of the pair of arm portions 120, which correspond to the pinion of a rack and pinion system for synchronizing the pair of lever devices 30, and also ensures a wide range of rotation for the pinion portion 130 (arm portion 120). As a result, it is possible to prevent the number of teeth of the first tooth g1 in the pinion portion 130 from becoming excessively small. Furthermore, since the distance in the Y-axis direction of the contact area between the second stage portion 140b and the base member 110 can be widened, the base member 110 can firmly support the second stage portion 140b (rack portion 140), and the relative movement of the rack portion 140 with respect to the base member 110 can be stabilized.

[0036] The pair of gear dampers 145 are positioned in approximately the same location as the second stage 140b in the Z-axis direction. The pair of gear dampers 145 are positioned apart from each other along the Y-axis direction by a distance approximately equivalent to the Y-axis width of the second stage 140b. The pair of gear dampers 145 are used to suppress sudden displacement of the rack section 140. The pair of gear dampers 145 consists of a right gear damper 145R and a left gear damper 145L.

[0037] As shown in Figures 7 and 8, the right gear damper 145R has a fourth tooth g4. The fourth tooth g4 of the right gear damper 145R engages with the rightmost third tooth g3 of the pair of third teeth g3 of the second stage portion 140b when viewed in the +X direction. The right gear damper 145R is a so-called rotary type gear damper. In this embodiment, the right gear damper 145R is configured as a so-called "rotary damper" that utilizes the braking force generated by the viscous resistance of the oil filled inside. Note that instead of a rotary damper, it may be configured as any type of damper having a fourth tooth g4, such as a so-called "oscillating damper". An 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 configuration of the left gear damper 145L is the same as the configuration of the right gear damper 145R described above, so its explanation is omitted.

[0038] As shown in Figures 6 and 7, the damper cover portion 146 covers the second stage portion 140b and the pair of gear dampers 145 from the -Z direction. As shown in Figure 7, the damper cover portion 146 has a pair of cylindrical recesses 147 formed therein for housing the pair of gear dampers 145.

[0039] 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").

[0040] Figure 12 is a perspective view showing the plunger 150 and a pair of receiving parts 160. Figure 13 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 pair of plunger housings 151 are made of materials such as polyethylene (PE), polyacetal (POM), or metal.

[0041] 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 of the plunger 150. 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 which is opposite in the opposing direction.

[0042] As shown in Figure 13, 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 which is opposite in the opposing direction" refers to the situation when the right end of the right plunger housing 151R is positioned offset from the apex p1.

[0043] As shown in Figure 13, 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 in 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 in 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.

[0044] 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.

[0045] 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.

[0046] Figure 14 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 one tries to perform a further pushing operation on 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 14, the first operating section 31 is shown with the cover member removed.

[0047] Figure 15 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 15, the first operating section 31 is shown with the cover member removed.

[0048] A3. Effects of a pair of gear dampers 145: As described above, the link mechanism 100 of this embodiment includes a pair of gear dampers 145 having a fourth tooth g4 that fits into the third tooth g3 of the rack section 140. When the driver VD stops pushing or pulling and releases their fingers from the pair of lever devices 30 (i.e., when there is no operation), the plunger 150 and the pair of springs B1 cause the right lever device 30R and the left lever device 30L to return to the neutral position. At this time, the rack section 140 receives rotational resistance from the pair of gear dampers 145, so even if the coil spring 153 and the pair of springs B1 try to vibrate with damping, they are prevented from moving in accordance with such damping vibrations.

[0049] Figure 16 is an explanatory diagram illustrating the forces acting on the rack section 140 and gear damper 145 when the pushing operation is stopped and the system becomes idle. Figure 16 schematically shows an enlarged view of the fitting portion between the rack section 140 and the left gear damper 145L. When a pushing operation is performed on at least one of the pair of lever devices 30, for example, as shown in Figure 14, the rack section 140 is displaced in the -X direction from the neutral position, and the plunger 150 is also displaced in the -X direction accordingly. When the driver VD releases their fingers from the pair of lever devices 30 and the system becomes idle, the plunger 150 attempts to displace in the +X direction toward the top p1. Therefore, a force F1 in the +X direction acts on the rack section 140. On the other hand, the oil filled inside the left gear damper 145L rotates in a direction that pushes the rack section 140 in the -X direction in conjunction with the pushing operation before the system became idle. When the driver VD releases their finger from the lever device 30 and enters a non-operational state, the inertia of the oil inside the left gear damper 145L causes a force F2 to act on the left gear damper 145L (fourth tooth g4) that continues to displace the rack section 140 in the -X direction. At this time, a force F2 also acts on the right gear damper 145R. As shown in Figure 16, the force F1 acting on the rack section 140 and the force F2 acting on the pair of gear dampers 145 are opposite forces. Therefore, the third tooth g3 of the rack section 140 and the fourth tooth g4 of the pair of gear dampers 145 move closer to each other and come into contact. This reduces backlash between the third tooth g3 and the fourth tooth g4. Therefore, when a push or pull operation is performed again from a non-operational state, responsiveness is improved and smooth lever operation can be achieved.

[0050] According to the steering device 10 of the first embodiment described above, the link mechanism 100 has a pair of pinion parts 130 that rotate in response to the operation of the corresponding lever device 30, a pair of first side surfaces S1 that are parallel to the first and second directions and have a pair of second side surfaces S1 that are parallel to the first and second directions and have a pair of second side surfaces S2 that are parallel to the first and second directions and have a third tooth g3, and a pair of rotary-type gear dampers 145 that are provided with a pair of fourth teeth g4 that are parallel to the first and second directions and have a third tooth g3, respectively, so that when the driver VD releases his hand from the lever device 30 after operating at least one of the pair of lever devices 30, the occurrence of the pair of lever devices 30 being displaced so as to alternately switch between the acceleration side position and the deceleration side position can be suppressed. Therefore, when the pair of lever devices 30 return to their initial positions, it is possible to prevent the vehicle's behavior from becoming unintended by the driver (VD).

[0051] Furthermore, since the first and second directions, i.e., the directions 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 vehicle driver (VD).

[0052] Furthermore, the rack section 140 has a first stage section 140t and a second stage section 140b, and the first stage section 140t and the second stage section 140b are arranged in a third direction perpendicular to the first and second directions, and perpendicular to the opposing direction in which the pair of lever devices 30 face each other, and are connected to each other. Therefore, compared to a configuration in which the first stage section 140t and the second stage section 140b, in other words, the pair of first sides S1 and the pair of second sides S2 are arranged side by side in the depth direction as viewed from the driver VD, the dimensions of the link mechanism 100 in the depth direction can be reduced.

[0053] Furthermore, since the first stage 140t and the second stage 140b are positioned with the base member 110 in between, the pair of arm sections 120 and the first stage 140t, which correspond to a rack and pinion for synchronizing the pair of lever devices 30, and the pair of dampers 145 and the second stage 140b, which can suppress the abrupt movement of the rack and pinion, can be positioned on opposite sides of the base member 110. This makes it possible to suppress interference between the pair of arm sections 120 and the pair of gear dampers 145 when assembling them, and to facilitate assembly.

[0054] Furthermore, since the dimensions of the first stage portion 140t along the opposing direction (Y-axis direction) are smaller than the dimensions of the second stage portion 140b along the opposing direction, the pinion portion 130 of the pair of arm portions 120, which correspond to the pinion of a rack and pinion for synchronizing the pair of lever devices 30, can be made larger, and a wide range of rotation of the pinion portion 130 (arm portion 120) can be secured. As a result, it is possible to prevent the pinion portion 130 from having an excessively small number of teeth in the first tooth g1. In addition, the base member 110 can firmly support the second stage portion 140b.

[0055] B. Second Embodiment: Figures 17 and 18 are perspective views of the link mechanism 100a of the second embodiment. Figure 19 is a top view of the link mechanism 100a of the second embodiment. Figure 20 is a rear view of the link mechanism 100a of the second embodiment. Figure 21 is a bottom view of the link mechanism 100a of the second embodiment.

[0056] The steering device 10 of the second 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 configurations are the same. In Figures 17 to 21, a part of the base member 110 is omitted. Figures 17 to 21 show the link mechanism 100a in the non-operational state.

[0057] The link mechanism 100a includes a pair of arm sections 121 instead of a pair of arm sections 120. The pair of arm sections 121 consists of a right arm section 121R and a left arm section 121L. The right arm section 121R differs from the right arm section 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 it has an opening 220 that penetrates in the thickness direction (Z-axis direction), and it has a third tooth g3. Other configurations are the same. Therefore, a right pinion section 130R is formed at the -Y direction end of the right arm section 121R, similar to the first embodiment. The opening 220 has a plan view shape, i.e., a shape when viewed in the Z direction, which is approximately a regular pentagon. In the right arm section 121R, the -X direction end of the connection portion with the shaft member 170 is formed in an R shape when viewed in the -X direction. The third tooth g3 is provided at the circumferential end of this R shape. In the second embodiment, the "third tooth" does not refer to a single tooth, but rather to a plurality of teeth arranged at predetermined intervals in the circumferential direction of the ends of the right pinion portion 130R in the -X and +Y directions. The third tooth g3 rotates together with the rotation of the right arm portion 121R.

[0058] In Figures 17, 18, and 20, 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 second embodiment, the pair of lever devices 30 are attached to the pair of shaft members 170. Note that in Figures 17 and later, the pair of lever devices 30 are omitted for illustrative purposes.

[0059] 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.

[0060] 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.

[0061] As shown in Figures 18 and 19, the link mechanism 100a differs from the link mechanism 100 of the first embodiment in that it includes a pair of gear dampers 245 instead of a pair of gear dampers 145. The pair of gear dampers 245 have the same function as the pair of gear dampers 145 of the first embodiment. Unlike the gear dampers 145 of the first embodiment, the pair of gear dampers 245 are positioned on the same side (the +Z direction side) as the pair of arm portions 121 at the bottom 111 of the base member 110. The pair of gear dampers 245 consists of a right gear damper 245R and a left gear damper 245L.

[0062] The right gear damper 245R is adjacent in the -X direction to the end of the right arm portion 121R where the third tooth g3 is provided. The right gear damper 245R is provided with a fourth tooth g4. The term "fourth tooth" refers not to a single tooth, but to multiple teeth arranged at predetermined intervals in the circumferential direction. The configuration of the left gear damper 245L is the same as that of the right gear damper 245R described above, except that its shape is symmetrical to that of the right gear damper 245R, so its explanation is omitted.

[0063] The link mechanism 100a of the second embodiment differs from the link mechanism 100 of the first embodiment in that, as described above, it is equipped with a pair of gear dampers 245 instead of a pair of gear dampers 145, and is equipped with a pair of displacement members 210 and a pair of springs B2 instead of a plunger 150 and a pair of receiving parts 160. The 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.

[0064] 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 20, 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.

[0065] In the second 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.

[0066] Figure 22 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 23 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 operation is performed. In this way, the link mechanism 100a of the second 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.

[0067] Figure 24 is a schematic diagram illustrating the contact state of the opening 220 and the contact portion 212 in the unoperated state and in the state where a push operation is performed on at least one of the pair of lever devices 30. In Figure 24, the opening 220 and the contact portion 212 are schematically shown as viewed in the -Z direction. In Figure 24, the left side schematically shows the contact state of the left opening 220 and the left contact portion 212 in the unoperated state, and the right side schematically shows the contact state of the left opening 220 and the left contact portion 212 in the state where a push operation is performed. Note that in the right side of Figure 20, for the sake of explanation, the left opening 220 and the left contact portion 212 in the unoperated state are shown with dashed lines.

[0068] 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 24. Figure 24 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.

[0069] 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 24. 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.

[0070] 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.

[0071] The link mechanism 100a of the second 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 portion 130R and the first tooth g1 of the left pinion portion 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 portions 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 portion 121 is composed only of a part along approximately the X-axis direction, the dimensions in the Y-axis direction can be reduced. Also, since the pair of gear dampers 245 are arranged on the same side (+Z direction side) as the pair of arm portions 121 with respect to the bottom portion 111 of the base member 110, the dimensions of the link mechanism 100a in the Z-axis direction can be reduced.

[0072] C. Other embodiments: (C1) 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 other than the rotation axis CA.

[0073] (C2) In the first embodiment, 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.

[0074] (C3) In the first embodiment, both of the pair of arm portions 120 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 portions 120 may be set to contact the limiting wall 115. Alternatively, instead of the pair of arm portions 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.

[0075] (C4) In each embodiment, the rotation angle sensor Sn1 was provided at the part corresponding to both rotation axes of the pair of pinion parts 130, but the rotation angle sensor Sn1 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. In addition, 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.

[0076] (C5) In the first embodiment, the first stage 140t and the second stage 140b were arranged in a third direction (Z-axis direction) and connected to each other, but the disclosure is not limited thereto. The first stage 140t and the second stage 140b may be arranged in a first direction and a second direction (X-axis direction) or in an opposing direction (Y-axis direction) and connected to each other.

[0077] (C6) In the first embodiment, the first step portion 140t and the second step portion 140b were arranged on either side of the bottom portion 111 of the base member 110, but the disclosure is not limited thereto. Both step portions 140t and 140b may be arranged in the same direction, either in the +Z direction or the -Z direction, relative to the bottom portion 111. For example, in a configuration in which both step portions 140t and 140b are arranged in the +Z direction of the bottom portion 111, a projection similar to the sensor support projection 116 may be provided to support both step portions 140t and 140b so as to be displaceable in the X-axis direction.

[0078] (C7) In the first embodiment, the dimension of the first step portion 140t along the opposing direction (Y-axis direction) was smaller than the dimension of the second step portion 140b along the opposing direction, but the disclosure is not limited thereto. The dimension of the first step portion 140t along the opposing direction may be the same as or greater than the dimension of the second step portion 140b along the opposing direction.

[0079] (C8) 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.

[0080] (C9) The steering device 10 and link mechanisms 100, 100a in the above embodiments are merely examples and can be modified in various ways. For example, in the first embodiment, at least one of the pair of springs B1 may be omitted. Also, for example, the plunger 150 and the pair of receiving parts 160 may be omitted. A cushioning material may be placed at at least one of the ends E1R, E1L of the connecting part 33 of the pair of lever devices 30. Similarly, a cushioning material may be placed in the part of the limiting wall 115 that comes into contact with the arm part 120. Also, in the second embodiment, one of the pair of springs B2 may be omitted. Also, in the second embodiment, the plan view shape of the opening 220 may be changed from a pentagonal shape to any shape having an inner wall w1, an inner wall w2 and a corner part p11. Also, the pair of gripping parts 20 in each embodiment may be replaced with a single gripping part. In this case, the single gripping part may have an annular external shape.

[0081] 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]

[0082] 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...Restricting 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, 130R...right pinion section, 140...rack section, 140b...second stage section, 140t...first stage section, 141...plunger housing section, 142...columnar section, 145...pair of gear dampers, 145L...left gear damper, 145R...right gear damper, 146...Damper cover section, 147...Recessed section, 149...Screw, 150...Plunger, 151...Plunger housing, 151R...Right plunger housing, 151L...Left plunger housing, 153...Coil spring, 160...Pair of receiving sections, 160L...Left receiving section, 160R...Right receiving section, 169...Protruding section, 170...Shaft member, 210...Displacement member, 211...Main body section, 212...Tip section, 213...Protruding section, 220...Opening, 245...Gear damper, 500... Displacement part, Ar1...first region, Ar2...second region, B1...spring, B2...spring, CA...rotation axis, E1L...end, E1R...end, F1...force, F2...force, OP1...opening, Sn1...rotation angle sensor, S1...first side, S2...second side, SL1...slit, Sf2...contact surface, VD...driver, g1...first tooth, g2...second tooth, g3...third tooth, g4...fourth tooth, p1...top, p11~p13...corner, sp...seal projection, 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, A rack portion having a pair of first sides, each having a pair of second teeth that engage with the first teeth of the pair of pinion portions, and which are parallel to the first and second directions, and a pair of second sides, each having a third tooth, and which are parallel to the first and second directions, and configured to be displaceable in the first and second directions, A pair of rotary-type gear dampers, each having a pair of fourth teeth that engage with the third teeth provided on the pair of second sides, Having, 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 aforementioned rack section is The first step portion having the pair of first sides, It has a second step portion having the pair of second sides, A steering device in which the first stage and the second stage are in a third direction perpendicular to the first and second directions, and the pair of lever devices are arranged and connected to each other in a third direction perpendicular to the opposing directions in which they face each other.

4. In the steering device according to claim 3, The aforementioned link mechanism is A pair of arm portions, each having the pinion portion at one end and the other end connected to the lever device, A base member to which the pair of arm portions and the pair of gear dampers are attached, further comprising a base member having slits along the first direction and the second direction, A steering device in which the first stage and the second stage are arranged with the base member in between and connected to each other by a columnar portion that penetrates the slit.

5. In the steering device according to claim 4, A steering device in which the dimensions of the first stage along the opposing direction are smaller than the dimensions of the second stage along the opposing direction.

6. 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, A rack portion having a pair of first sides, each having a pair of second teeth that engage with the first teeth of the pair of pinion portions, and which are parallel to the first and second directions, and a pair of second sides, each having a third tooth, and which are parallel to the first and second directions, and configured to be displaceable in the first and second directions, A pair of rotary-type gear dampers, each having a pair of fourth teeth that engage with the third teeth provided on the pair of second sides, A linkage mechanism equipped with this.

7. 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 that engages with each other and a third tooth that does not engage with each other, and rotating in accordance with the operation of the corresponding lever devices, A pair of rotary-type gear dampers, each having a pair of fourth teeth that engage with the third teeth of the pair of pinion sections, Having, Steering system.

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