Steering device

Abstract

The present invention provides a steering device capable of improving workability at the time of assembly. The orientation of the sensor-side connector has an angle with respect to the pinion shaft, the EPP has a first terminal to which the first wire harness is connected and a second terminal to which the second wire harness is connected, the first terminal is provided closer to the pinion shaft than the second terminal, and the length of the first wire harness is set to be shorter than that of the second wire harness.

Description

Technical Field

[0001] The present invention relates to a steering device. Background Art

[0002] Patent Document 1 discloses a rack-and-pinion steering device including a power steering device, in which each wiring is made redundant to improve failure resistance.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2004-216928 Summary of the invention

[0006] Technical problem to be solved by the invention

[0007] In the steering device described in Patent Document 1, it is not possible to improve the workability when connecting the torque sensor provided on the pinion shaft side and the controller of the electric motor provided on the rack shaft side by using two wiring systems, and there is a demand for such improvement.

[0008] One of the objects of the present invention is to provide a steering device capable of improving workability during assembly.

[0009] Technical solutions for solving technical problems

[0010] In a steering device of one embodiment of the present invention, the orientation of the sensor side connector has an angle relative to the pinion shaft, the controller has a first terminal for connecting the first wiring harness and a second terminal for connecting the second wiring harness, the first terminal is arranged at a position closer to the pinion shaft than the second terminal, and the length of the first wiring harness is set shorter than that of the second wiring harness.

[0011] Therefore, according to the steering device in one embodiment of the present invention, it is possible to improve workability during assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 This is a schematic diagram of the steering device 1 according to the first embodiment as viewed from the front side of the vehicle.

[0013] Figure 2 This is a schematic diagram of the main part of the steering system 1 according to the first embodiment as viewed from the rear side of the vehicle.

[0014] Figure 3 This is a diagram showing a state before the first wire harness 17 and the second wire harness 18 of the first embodiment are assembled.

[0015] Figure 4It is a longitudinal sectional view of the steering gear housing 9 showing a state immediately before the sensor-side connector 16 is mounted on the steering gear housing 9 .

[0016] Figure 5 It is a longitudinal sectional view of the steering gear housing 9 showing a state where the sensor-side connector 16 is attached to the steering gear housing 9 .

[0017] Figure 6 This is a schematic diagram showing a main part of a steering system 1A according to the second embodiment as viewed from the rear side of the vehicle.

[0018] Figure 7 It is an enlarged view of a main part of the steering gear housing 9 showing the sensor-side connector 16 according to the second embodiment. DETAILED DESCRIPTION

[0019] [Implementation method 1]

[0020] Figure 1 This is a schematic diagram of the steering device 1 according to the first embodiment as viewed from the front side of the vehicle.

[0021] The steering device 1 is a rack-and-pinion type steering device having an electric motor 3 for applying a steering force to a rack shaft 2. The rack shaft 2 extends in the left-right direction of the vehicle, and is connected to a steering tie rod 4 at both ends via a joint 5. The rack shaft 2 is accommodated in a rack housing 6. The end of the rack housing 6 is covered by a protective cover 7. The end of the rack shaft 2 protrudes from the protective cover 7. The steering tie rod 4 is moved by the movement of the rack shaft 2, and the front wheel (steering wheel) 8 is steered via the steering tie rod 4.

[0022] On one end side of the rack housing 6 ( Figure 1 A steering gear housing 9 is provided on the left side of the steering gear housing 9. An input shaft 11 connected to a steering wheel 10 is rotatably supported in the steering gear housing 9. The input shaft 11 is connected to a pinion shaft (not shown) via a torsion bar (not shown) in a relatively rotatable manner.

[0023] A torque steering angle sensor (sensor unit) 12 is provided on an upper portion of the steering gear housing 9. The torque steering angle sensor 12 outputs a steering angle sensor output signal corresponding to the relative rotation amount between the input shaft 11 and the pinion shaft.

[0024] The pinion shaft meshes with the rack shaft 2 , and transmits the steering torque input to the steering wheel 10 to the rack shaft 2 .

[0025] On the other end side of the rack housing 6 ( Figure 1An actuator housing 13 is provided on the right side of the rack shaft 2. The electric motor 3 is fixed to the actuator housing 13, and an auxiliary mechanism for transmitting the output of the electric motor 3 to the rack shaft 2 is housed. The auxiliary mechanism transmits the driving force of the electric motor 3 to the nut via the input pulley, the belt, and the output pulley, and converts it into an axial thrust of the rack shaft 2 through the ball screw mechanism. In addition, a chain may be used instead of a belt.

[0026] The electric motor 3 is a so-called EPS power supply group integrated with the motor ECU (controller) 14. In addition to the steering angle sensor output signal from the torque steering angle sensor 12, the motor ECU 14 also receives information from other ECUs (for example, engine ECU) and sensors (for example, wheel speed sensors) through CAN communication. The motor ECU 14 drives and controls the electric motor 3 based on various information. In the following description, the electric motor 3 and the motor ECU 14 are collectively described as EPP 15.

[0027] Figure 2 This is a schematic diagram of the main part of the steering system 1 according to the first embodiment as viewed from the rear side of the vehicle.

[0028] A sensor side connector 16 is provided at the torque steering angle sensor 12. A first wiring harness 17 and a second wiring harness 18 are respectively connected to the sensor side connector 16. The length of the first wiring harness 17 is set to be shorter than that of the second wiring harness 18. A motor side first connector 20 that can be connected to the first terminal 19 of the EPP 15 is provided at the end of the first wiring harness 17 on the opposite side to the sensor side connector 16. In addition, a motor side second connector 22 that can be connected to the second terminal 21 of the EPP 15 is provided at the end of the second wiring harness 18 on the opposite side to the sensor side connector 16. The first terminal 19 is provided at a position closer to the steering gear housing 9 (pinion shaft) than the second terminal 21.

[0029] An adjusting screw 6a is attached to the rack housing 6. The adjusting screw 6a adjusts a set load of a coil spring that urges the rack shaft 2 toward the pinion shaft via a rack holder (not shown).

[0030] Furthermore, a clamp 6b for fixing the first wire harness 17 and the second wire harness 18 to the rack housing 6 is attached to the rack housing 6. The clamp 6b holds the first wire harness 17 and the second wire harness 18 at substantially the center position in the longitudinal direction.

[0031] Figure 3 This is a diagram showing a state before the first wire harness 17 and the second wire harness 18 of the first embodiment are assembled.

[0032] The first wiring harness 17 and the second wiring harness 18 are corrugated tubes that contain a plurality of electric wires. The sensor-side connector 16 has a protective portion 23 that covers the first wiring harness 17 and the second wiring harness 18. The motor-side first connector 20 and the motor-side second connector 22 also have a first protective portion 24 and a second protective portion 25 that cover the first wiring harness 17 and the second wiring harness 18. The first wiring harness 17 and the second wiring harness 18 each contain a system of wiring. That is, the wiring of the torque steering angle sensor 12 is dual-systemized. In addition, a system of wiring refers to a signal line and a power line of the torque steering angle sensor 12, for example, in the case of a three-wire sensor, it is one signal line and two power lines.

[0033] The sensor side connector 16 has a fixing portion 27 that can be inserted into a connector insertion port 26 provided in the steering gear housing 9. The connector insertion port 26 is formed in a substantially rectangular shape. Figure 4 As shown, it opens in the radial direction in the direction of the rotation axis of the pinion shaft. The fixing portion 27 is provided on the front end side of the protection portion 23 (the side opposite to the first harness 17 and the second harness 18), and extends in a right angle direction with respect to the protection portion 23. In addition, when a two-dimensional coordinate including a plane parallel to the direction of the rotation axis of the pinion shaft is set, the fixing portion 27 has an angle with respect to the protection portion 23. Therefore, when the sensor side connector 16 is assembled to the steering gear housing 9 (refer to Figure 5 ), a straight line L along the extending direction of (the protection portion 23 of) the sensor-side connector 16 has an angle with respect to the rotation axis O of the pinion shaft.

[0034] In the sensor side connector 16, the protection part 23 has a rotation stopper 28 for fixing the sensor side connector 16 to the steering gear housing 9. The rotation stopper 28 protrudes from the front end of the protection part 23 and is bent 90 degrees. The front end is formed into a substantially L-shaped shape extending in the direction along the fixing part 27. Figure 5 As shown, when the sensor side connector 16 is assembled to the steering gear housing 9, the front end of the anti-rotation portion 28 is sandwiched between the upper surface 9a of the steering gear housing 9 and the cover 29, thereby restricting the rotation of the sensor side connector 16. The cover 29 blocks the opening 30 formed in the steering gear housing 9 for inserting the torque steering angle sensor 12.

[0035] Next, the effects of the first embodiment will be described.

[0036] In a rack-and-pinion steering device equipped with a power steering device, by making the wiring harness connecting the torque sensor and the controller redundant (dual system), the power steering function can be continued when one of the wiring harnesses is disconnected or fails due to external environment. Here, if the torque sensor and the controller are connected with the shortest distance, the wiring harness overlaps with the head of the adjustment screw installed on the housing, so there is a concern that the wiring harness will interfere with the tightening tool when it is installed in the assembly process, which will deteriorate the workability.

[0037] In contrast, in the steering device 1 of the first embodiment, the straight line L along the extending direction of the sensor-side connector 16 (the protection portion 23 thereof) has an angle with respect to the rotation axis O of the pinion shaft. Since the adjustment screw 6a is disposed on the rotation axis O of the pinion shaft, the orientation of the sensor-side connector 16 has an angle with respect to the pinion shaft, thereby forcibly changing the starting points of the first harness 17 and the second harness 18, and avoiding interference with the adjustment screw 6a.

[0038] Furthermore, in the steering device 1 of the first embodiment, the EPP 15 has a first terminal 19 to which the first wiring harness 17 is connected and a second terminal 21 to which the second wiring harness 18 is connected, the first terminal 19 is provided at a position closer to the pinion shaft than the second terminal 21, and the length of the first wiring harness 17 is set shorter than the second wiring harness 18. Thus, the connection between the first wiring harness 17 and the second terminal 21 can be suppressed, and thus, it is possible to prevent erroneous assembly.

[0039] As a result, in the steering device 1 according to the first embodiment, workability during assembly can be improved.

[0040] The first harness 17 of the first embodiment has a motor-side first connector 20 that can be connected to the first terminal 19, and the second harness 18 has a motor-side second connector 22 that can be connected to the second terminal 21. That is, by also providing a connector on the EPP 15 side, the wiring length of the first harness 17 and the second harness 18 can be shortened.

[0041] The sensor side connector 16 of the first embodiment has a fixing portion 27 fixed to the steering gear housing 9 housing the pinion shaft. This prevents the sensor side connector 16 from coming off after assembly and prevents contaminants from entering the steering gear housing 9.

[0042] In addition, the sensor side connector 16 has a rotation stopper 28, and the rotation stopper 28 is sandwiched between a cover 29 mounted on the steering gear housing 9 and the steering gear housing 9 to restrict the rotation of the sensor side connector 16. Thus, disconnection of the first wire harness 17 and the second wire harness 18 caused by the rotation of the sensor side connector 16 can be prevented.

[0043] Furthermore, the sensor-side connector 16 includes a protection portion 23 that covers the ends of the first wire harness 17 and the second wire harness 18. This can suppress the intrusion of contaminants and the like into the interior of the sensor-side connector 16.

[0044] The first wire harness 17 and the second wire harness 18 of the first embodiment are corrugated tubes containing a plurality of electric wires. The corrugated tubes have excellent flexibility, high compression resistance, flame retardancy and other characteristics, and thus can prevent wire breakage and improve assembly efficiency.

[0045] Furthermore, the first harness 17 and the second harness 18 each include wiring of one system, so even if the harness on one system side is disconnected, the EPP 15 can receive the signal of the torque steering angle sensor 12 via the harness on the other system side, thereby continuing the power steering function.

[0046] [Implementation method 2]

[0047] The basic configuration of the second embodiment is the same as that of the first embodiment, and therefore only the parts different from the first embodiment will be described.

[0048] Figure 6 This is a schematic diagram showing a main part of a steering system 1A according to the second embodiment as viewed from the rear side of the vehicle.

[0049] In the steering device 1A according to the second embodiment, the first wire harness 17 and the second wire harness 18 are assembled in a state twisted 360 degrees with respect to each other.

[0050] In addition, if Figure 7 As shown, in Embodiment 2, the fixing portion 27 and the anti-rotation portion 28 are parallel to the straight line L along the extending direction of (the protection portion 23 of) the sensor-side connector 16. That is, the fixing portion 27 and the anti-rotation portion 28 have an angle with respect to the rotation axis O of the pinion shaft.

[0051] Next, the effects of the second embodiment will be described.

[0052] In the steering device 1A of the second embodiment, the first wire harness 17 and the second wire harness 18 are assembled in a state twisted with each other, so that the wiring paths of the first wire harness 17 and the second wire harness 18 can be three-dimensionally formed. As a result, compared with the first embodiment, the wiring paths of the first wire harness 17 and the second wire harness 18 are further away from the adjustment screw 6a, so that interference is easily avoided, and the workability during assembly can be improved.

[0053] [Other implementation methods]

[0054] Although the embodiments for carrying out the present invention have been described above, the specific configuration of the present invention is not limited to the configuration of the embodiments, and design changes and the like that do not depart from the gist of the invention are also included in the present invention.

[0055] For example, the number of harnesses may be three or more.

[0056] This application claims the benefit of priority based on Japanese Patent Application No. 2022-146846 filed on September 15, 2022. The entire disclosure of Japanese Patent Application No. 2022-146846 filed on September 15, 2022, including the specification, claims, drawings, and abstract, is incorporated herein by reference in its entirety.

[0057] Description of Reference Numerals

[0058] 1…Steering device, 1A…Steering device, 2…Rack shaft, 3…Electric motor, 12…Torque steering angle sensor (sensor unit), 14…Motor ECU (controller), 16…Sensor side connector, 17…First wiring harness, 18…Second wiring harness, 19…First terminal, 21…Second terminal

Claims

1. A steering device, which is a rack and pinion type steering device, characterized in that: The rack and pinion steering device comprises: an electric motor that imparts a steering force to the rack shaft; a controller integrally disposed with the electric motor; A sensor portion, which is provided on the pinion shaft side and detects the steering amount; a sensor-side connector mounted on the sensor portion; as well as The first wire harness and the second wire harness connect the sensor side connector to the controller. The sensor side connector is configured so that the extending direction of the first wire harness and the extending direction of the second wire harness have an angle with respect to the direction along the rotation axis of the pinion shaft, The controller has a first terminal to which the first wiring harness is connected and a second terminal to which the second wiring harness is connected, The first terminal is disposed at a position closer to the pinion shaft than the second terminal. The length of the first wire harness is set shorter than that of the second wire harness.

2. The steering device according to claim 1, characterized in that: The first wiring harness has a motor-side first connector connectable to the first terminal. The second wire harness has a motor-side second connector connectable to the second terminal.

3. The steering device according to claim 2, characterized in that: The sensor-side connector includes a fixing portion fixed to a housing in which the pinion shaft is accommodated.

4. The steering device according to claim 3, characterized in that: The sensor-side connector includes a rotation-stopping portion that restricts rotation of the sensor-side connector by being sandwiched between a cover attached to the housing and the housing.

5. The steering device according to claim 4, characterized in that: The fixing portion and the anti-rotation portion are arranged on the housing such that the extending direction of the first wire harness and the extending direction of the second wire harness have an angle with respect to the direction along the rotation axis of the pinion shaft.

6. The steering device according to claim 5, characterized in that: The sensor-side connector includes a protection portion that covers an end portion of the first wire harness and an end portion of the second wire harness.

7. The steering device according to claim 1, characterized in that: The first wire harness and the second wire harness are corrugated tubes containing a plurality of electric wires.

8. The steering device according to claim 7, characterized in that: The first wiring harness and the second wiring harness each include wiring of one system.

9. The steering device according to claim 8, characterized in that: The first wire harness and the second wire harness are assembled in a twisted state.

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