Steering device

Abstract

This steering device (10) is provided with a steering shaft (14) that can be operated in a state in which power transmission from steered wheels of a vehicle is interrupted. A steering device is provided with: an interlocking rotating body (82) that rotates about the axis of a steering shaft in conjunction with the rotation of the steering shaft; and a rotation stopping part (62) that stops the interlocking rotating body by coming into contact with the interlocking rotating body. A groove and an elastic member attached to the groove are provided to at least one of an opposing portion of the interlocked rotating body and an opposing portion of the rotation stopping portion, which are opposed to each other when the interlocked rotating body is in contact with the rotation stopping portion. The opposing portion of the interlocked rotating body and the opposing portion of the rotation stop portion have contact surfaces configured so as to be able to come into contact with each other by deformation of the elastic member.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a steering manipulation device. BACKGROUND

[0002] In Patent Document 1 described below, a device that mechanically limits a rotation region of a steering shaft is described in a steer-by-wire system. In detail, the device is provided with a first rotation member that rotates in conjunction with the steering shaft and a second rotation member that is driven by the first rotation member. In addition, the device is provided with a restriction member that comes into contact with the second rotation member to hinder rotation of the second rotation member by making a rotation angle of the second rotation member a prescribed angle. Furthermore, by the first rotation member rotating a prescribed amount from a steering manipulation angle at which the rotation of the second rotation member is hindered by the restriction member, the second rotation member hinders the rotation of the first rotation member to bring the first rotation member and the second rotation member into contact with each other. Thereby, the rotation of the first rotation member is hindered.

[0003] In addition, in the document 1, it is described that the mutual abutting surfaces of the first rotation member and the second rotation member are covered with an elastic member (paragraph 0076).

[0004] Patent Document 1: Japanese Patent Application Publication No. 2020-69844

[0005] However, as described above, in the case where the abutting surfaces are covered with the elastic member, the steering manipulation angle at the time when the rotation of the steering shaft is limited tends to fluctuate. Therefore, the detection accuracy of the upper limit value of the rotation angle of the steering shaft decreases. SUMMARY

[0006] In one aspect of the present disclosure, a steering manipulation device is provided. The steering manipulation device is provided with a steering shaft that can be operated in a state where power transmission from a steering wheel of a vehicle is cut off. The steering manipulation device is provided with a link rotation body that rotates in conjunction with the rotation of the steering shaft about the axis of the steering shaft, and a rotation stop portion that stops the link rotation body by coming into contact with the link rotation body. The link rotation body has an opposing portion that opposes the rotation stop portion when the link rotation body comes into contact with the rotation stop portion. The rotation stop portion has an opposing portion that opposes the link rotation body when the rotation stop portion comes into contact with the link rotation body. A groove and an elastic member that is installed in the groove are provided in at least one of the opposing portion of the link rotation body and the opposing portion of the rotation stop portion. The opposing portion of the link rotation body and the opposing portion of the rotation stop portion have abutting surfaces that are configured to be able to come into contact with each other by the elastic member deforming. BRIEF DESCRIPTION OF DRAWINGS

[0007] Figure 1 FIG. 1 is a diagram that shows the structure of a steering manipulation system according to a first embodiment.

[0008] Figure 2 FIG. 2 is a diagram that shows the structure of the steering manipulation system according to the first embodiment. Figure 1An exploded perspective view of a structure of a portion of the reaction force actuator shown.

[0009] Figure 3 is a view showing Figure 2 An exploded perspective view of a structure of a portion of the reaction force actuator shown.

[0010] Figure 4 is a view showing Figure 2 A sectional view of a structure of a portion of the reaction force actuator shown.

[0011] Figure 5 is a view showing Figure 2 A view showing an operation of a stop function of the reaction force actuator shown.

[0012] Figure 6A is a sectional view along Figure 3 line 6-6.

[0013] Figure 6B is a sectional view of a comparative example with respect to Figure 6A the structure.

[0014] Figure 7 is a sectional view of an end stop or the like.

[0015] Figure 8 An exploded perspective view of a structure of a portion of the reaction force actuator involved in the second embodiment. DETAILED DESCRIPTION

[0016] <First Embodiment>

[0017] Hereinafter, the first embodiment will be described with reference to the accompanying Figure 1 drawings.

[0018] "Premise Structure"

[0019] Figure 1 A steering apparatus 10 of a vehicle shown is of a steer-by-wire type. The steering apparatus 10 is provided with a steering wheel 12, a steering shaft 14, a reaction force actuator 20, and a steering actuator 30. The steering shaft 14 is coupled to the steering wheel 12. The reaction force actuator 20 is used to apply a force against the operation of the steering wheel 12 by a driver. The reaction force actuator 20 has a reaction force motor 22, a reaction force inverter 24, and a reaction force reduction mechanism 26. The reaction force motor 22 applies a steering manipulation reaction force as a force against the steering manipulation to the steering wheel 12 via the steering shaft 14. The reaction force motor 22 is coupled to the steering shaft 14 via the reaction force reduction mechanism 26. The reaction force reduction mechanism 26 is constituted by, for example, a worm gear.

[0020] The steering actuator 30 is used to steer the steering wheel 34 in accordance with the intention of the driver's steering manipulation indicated by the driver's operation of the steering wheel 12. The steering actuator 30 is provided with a rack shaft 32, a steering motor 42, a steering inverter 44, a steering transmission mechanism 46, and a conversion mechanism 48. The steering transmission mechanism 46 is constituted by a belt transmission mechanism. The rotational power of the steering motor 42 is transmitted to the conversion mechanism 48 through the steering transmission mechanism 46. The conversion mechanism 48 converts the transmitted rotational power into an axial displacement force of the rack shaft 32. The steering wheel 34 is steered by the axial displacement of the rack shaft 32.

[0021] The steering manipulation control device 50 controls the control amount of the steering wheel 12 and the steering wheel 34 as control objects. That is, the steering manipulation control device 50 controls the control amount of the steering wheel 12 as a control object, that is, the steering manipulation reaction force against the driver's steering manipulation. In addition, the steering manipulation control device 50 controls the control amount of the steering wheel 34 as a control object, that is, the steering angle. The steering angle is the turning angle of the tire of the steering wheel 34.

[0022] The steering manipulation control device 50 executes a process of learning the neutral position of the steering shaft 14 under a prescribed condition. The neutral position corresponds to the advancing direction of the vehicle. As one example, the steering manipulation control device 50 determines the center of the right turning side upper limit value and the left turning side upper limit value of the steering shaft 14 as the neutral position by detecting them.

[0023] "Structure of reaction force actuator 20"

[0024] In Figure 2 The structure of a part of the reaction force actuator 20 is shown.

[0025] As Figure 2 shown, the reaction force actuator 20 is provided with a housing 60 fixed to the vehicle body. The steering shaft 14 is inserted into the housing 60. The housing 60 rotatably supports the steering shaft 14. The steering shaft 14 is inserted into a plurality of ring-shaped members. The ring-shaped members include a washer 70, an intermediate stopper 80, a washer 72, an end stopper 90, a wave washer 74, and a C-shaped retainer 76.

[0026] A protrusion 62 as a rotation stop portion that limits the rotation of the intermediate stopper 80 is provided in the housing 60.

[0027] As Figure 3 shown, the intermediate stopper 80 is provided with a protrusion 82 that is limited in rotation by the protrusion 62. An O-ring 84 is embedded in the protrusion 82. The O-ring 84 is made of rubber.

[0028] In Figure 4 A cross section along the 4-4 line of Figure 2 is shown. AsFigure 4 As shown in the upper stage of FIG. 7, the end stopper 90 is pressed by the wave washer 74 in the right direction in the drawing. Thus, the intermediate stopper 80 is pressed in the right direction in the drawing by the washer 72. On the other hand, the steering shaft 14 has a reduced diameter portion at the end on the left side in the drawing. The washer 70, the intermediate stopper 80, and the washer 72 are arranged at the reduced diameter portion of the steering shaft 14. Thus, the displacement of the washer 70 to the right side in the drawing is restricted. Therefore, with respect to the intermediate stopper 80, the elastic force in the right direction in the drawing is applied by the washer 72 and the elastic force in the left direction in the drawing is applied by the washer 70.

[0029] The end stopper 90 is fixed to the steering shaft 14 by the serration engagement. Thus, the end stopper 90 rotates integrally with the steering shaft 14 as the steering shaft 14 rotates. The intermediate stopper 80 is driven by the rotation of the end stopper 90. Thus, the protrusion portion 82 constitutes a link rotation body that rotates around the axis of the steering shaft 14 in linkage with the rotation of the steering shaft 14.

[0030] "Rotation restriction of the steering shaft 14"

[0031] Figure 5 The upper stage of FIG. 6 shows the case where the steering shaft 14 rotates to the right turn side. Figure 5 The left end of the upper stage of FIG. 6 shows the state where the steering angle θs that is the rotation angle of the steering shaft 14 is a value corresponding to the end portion of the left turn side. Also, in the upper stage of FIG. 6, the state where the steering shaft 14 rotates to the right turn side as it moves to the right side is shown. In particular, the right end of the upper stage of FIG. 6 shows the state where the steering angle θs is a value corresponding to the end portion of the right turn side. Figure 5 Figure 5 The right end of the upper stage of FIG. 6 shows the state where the steering angle θs is a value corresponding to the end portion of the right turn side.

[0032] As shown in the upper stage of FIG. 7, the end stopper 90 is pressed by the wave washer 74 in the right direction in the drawing. Thus, the intermediate stopper 80 is pressed in the right direction in the drawing by the washer 72. On the other hand, the steering shaft 14 has a reduced diameter portion at the end on the left side in the drawing. The washer 70, the intermediate stopper 80, and the washer 72 are arranged at the reduced diameter portion of the steering shaft 14. Thus, the displacement of the washer 70 to the right side in the drawing is restricted. Therefore, with respect to the intermediate stopper 80, the elastic force in the right direction in the drawing is applied by the washer 72 and the elastic force in the left direction in the drawing is applied by the washer 70. Figure 5 Figure 5 As shown in the upper stage of FIG. 7, the end stopper 90 is pressed by the wave washer 74 in the right direction in the drawing. Thus, the intermediate stopper 80 is pressed in the right direction in the drawing by the washer 72. On the other hand, the steering shaft 14 has a reduced diameter portion at the end on the left side in the drawing. The washer 70, the intermediate stopper 80, and the washer 72 are arranged at the reduced diameter portion of the steering shaft 14. Thus, the displacement of the washer 70 to the right side in the drawing is restricted. Therefore, with respect to the intermediate stopper 80, the elastic force in the right direction in the drawing is applied by the washer 72 and the elastic force in the left direction in the drawing is applied by the washer 70. Figure 5

[0033] Figure 5 The lower stage of FIG. 6 shows the case where the rotation angle of the steering shaft 14 rotates to the left turn side.​​​Figure 5 the lower stage of FIG. 10B indicates a state in which the steering manipulation angle θs is a value corresponding to the right-turn-side end portion. Also, in the lower stage of FIG. 10B, the drawing indicates a state in which the steering shaft 14 is rotated to the left-turn-side as it moves to the right side. In particular, the lower stage of FIG. 10B indicates a state in which the end stopper 90 is rotated to the left-turn-side as the steering shaft 14 is rotated to the left-turn-side. Figure 5 the lower stage of FIG. 10B indicates a state in which the steering manipulation angle θs is a value corresponding to the right-turn-side end portion. Also, in the lower stage of FIG. 10B, the drawing indicates a state in which the steering shaft 14 is rotated to the left-turn-side as it moves to the right side. In particular, the lower stage of FIG. 10B indicates a state in which the end stopper 90 is rotated to the left-turn-side as the steering shaft 14 is rotated to the left-turn-side. Figure 5 the lower stage of FIG. 10B indicates a state in which the steering manipulation angle θs is a value corresponding to the right-turn-side end portion. Also, in the lower stage of FIG. 10B, the drawing indicates a state in which the steering shaft 14 is rotated to the left-turn-side as it moves to the right side. In particular, the lower stage of FIG. 10B indicates a state in which the end stopper 90 is rotated to the left-turn-side as the steering shaft 14 is rotated to the left-turn-side.

[0034] As indicated in the lower stage of FIG. 10B, in the case where the steering shaft 14 is turned to the left from the right-turn-side end portion, the intermediate stopper 80 is brought along with the rotation of the end stopper 90. In the lower stage of FIG. 10B, the drawing indicates a state in which the protruding portion 82 of the intermediate stopper 80 is in contact with the protruding portion 62 of the housing 60 via the O-ring 84. Thus, the intermediate stopper 80 cannot be further turned to the left. Therefore, the end stopper 90 is rotated alone as the steering shaft 14 is rotated. Also, if the steering shaft 14 is further rotated so that the protruding portion 92 of the end stopper 90 is in contact with the protruding portion 82 of the intermediate stopper 80, the end stopper 90 cannot be further turned to the left. This state is indicated in the right-side end portion of the lower stage of FIG. 10B. In this state, the steering shaft 14 cannot be further rotated to the left side. The steering manipulation angle θs at this time is an upper limit value of the left-turn-side. Figure 5 the lower stage of FIG. 10B indicates a state in which the steering manipulation angle θs is a value corresponding to the right-turn-side end portion. Also, in the lower stage of FIG. 10B, the drawing indicates a state in which the steering shaft 14 is rotated to the left-turn-side as it moves to the right side. In particular, the lower stage of FIG. 10B indicates a state in which the end stopper 90 is rotated to the left-turn-side as the steering shaft 14 is rotated to the left-turn-side. Figure 5 the lower stage of FIG. 10B indicates a state in which the steering manipulation angle θs is a value corresponding to the right-turn-side end portion. Also, in the lower stage of FIG. 10B, the drawing indicates a state in which the steering shaft 14 is rotated to the left-turn-side as it moves to the right side. In particular, the lower stage of FIG. 10B indicates a state in which the end stopper 90 is rotated to the left-turn-side as the steering shaft 14 is rotated to the left-turn-side. Figure 5 the lower stage of FIG. 10B indicates a state in which the steering manipulation angle θs is a value corresponding to the right-turn-side end portion. Also, in the lower stage of FIG. 10B, the drawing indicates a state in which the steering shaft 14 is rotated to the left-turn-side as it moves to the right side. In particular, the lower stage of FIG. 10B indicates a state in which the end stopper 90 is rotated to the left-turn-side as the steering shaft 14 is rotated to the left-turn-side.

[0035] Further, in the case where the steering manipulation angle θs changes from either one of the value corresponding to the left-turn-side end portion and the value corresponding to the right-turn-side end portion to the other, as exemplified in FIG. 10B, the intermediate stopper 80 is brought along with the rotation of the end stopper 90 in a state in which the protruding portion 92 of the end stopper 90 is not in contact with the protruding portion of the intermediate stopper 80. Figure 6A “Regarding suppression of collision sound accompanying collision of the protruding portion 82 and the protruding portion 92 with the protruding portion 62”

[0036] In FIG. 11, a cross section along the line 6-6 of FIG. 10B is shown. That is,

[0037] In FIG. 11, a cross section along the line 6-6 of FIG. 10B is shown. That is, Figure 3 In FIG. 11, a cross section along the line 6-6 of FIG. 10B is shown. That is, Figure 6A In FIG. 11, a cross section along the line 6-6 of FIG. 10B is shown. That is, Figure 6A In FIG. 11, a cross section along the line 6-6 of FIG. 10B is shown. That is, Figure 6AThe x-axis direction in the diagram represents the forward direction of the protrusion 82 before it contacts the protrusion 62 of the housing 60. Specifically, the forward direction of the protrusion 82 is the positive direction along the x-axis. Furthermore, the z-axis direction is the circumferential direction of the O-ring 84. That is, Figure 6A The xy plane shown is a plane orthogonal to the circumferential direction of the O-ring 64.

[0038] like Figure 6A As shown, a groove C is formed in the protrusion 82 of the intermediate stop 80. Furthermore, an O-ring 84 is accommodated in the groove C. The groove C is formed in at least the aforementioned opposing portion of the protrusion 82. However, when the protrusion 82 of the intermediate stop 80 is separated from the protrusion 62 of the housing 60, the O-ring 84 extends from the groove C in the x-axis direction.

[0039] exist Figure 6A The left side shows the moment when the protrusion 62 of the housing 60 contacts the O-ring 84. In this state, the abutment surface 62a of the protrusion 62 does not contact the abutment surface 82a of the protrusion 82. Here, the abutment surface 82a of the protrusion 82 is the portion adjacent to the groove C in the y-axis direction.

[0040] exist Figure 6A The right side shows the state in which the abutting surface 62a of the protrusion 62 contacts the abutting surface 82a of the protrusion 82 due to the deformation of the O-ring 84.

[0041] In this embodiment, Figure 6B In the cross-section shown along the xy plane, the ratio of the cross-sectional area of ​​the O-ring 84 to that of the groove C is set to 0.7 or less. This ratio can also be 0.5 to 0.7. This setting is to make the ratio smaller than the value typically used for the O-ring 84. That is, the O-ring 84 is typically used to improve sealing. In this case, it is preferable that the O-ring 84 fills the groove C without gaps. On the other hand, in this embodiment, the O-ring 84 is used to mitigate impacts. Therefore, by housing the O-ring 84 with a margin within the groove C, the durability of the O-ring 84 can be improved.

[0042] Furthermore, in this embodiment, in the cross-section along the xy plane, the second dimension W of the groove C is larger than the first dimension D. The second dimension W is the dimension of the groove C along the y-axis direction, i.e., the second direction. The first dimension D is the dimension of the groove C along the x-axis direction, i.e., the first direction. Therefore, the O-ring 84, by being compressed, can easily expand within the groove C in the y-axis direction.

[0043] On the other hand, Figure 5This example illustrates a situation where the ratio is 0.7 or higher and the second dimension W is equal to the first dimension D. In this case, the O-ring 84 undergoes significant deformation due to compression. Consequently, the durability of the O-ring 84 may be reduced.

[0044] <The function and effects of this implementation method>

[0045] When the steering wheel 12 is operated, the end stop 90 rotates in conjunction with the steering shaft 14. This, in turn, drives the intermediate stop 80. When the intermediate stop 80 displaces to... Figure 5 The upper middle section or Figure 5 When the intermediate stop 80 is positioned as shown in the lower center, the protrusion 82 of the intermediate stop 80 contacts the protrusion 62 of the housing 60, thereby restricting further rotation of the intermediate stop 80. At this time, the collision noise is suppressed by the contact between the O-ring 84 provided in the groove C of the intermediate stop 80 and the abutment surface 62a of the protrusion 62.

[0046] On the other hand, when the steering control device 50 learns the neutral position of the steering shaft 14, the steering control device 50 performs a large-scale turning operation on the steering shaft 14. As a result, the end stop 90 is displaced to... Figure 5 The upper right end or Figure 7 The position shown is at the right end of the lower section. Thus, by the contact between the protrusion 92 of the end stop 90 and the protrusion 82 of the intermediate stop 80, further rotation of the end stop 90 is restricted. At this time, when the steering control device 50 applies a large force that further rotates the steering shaft 14, the O-ring 84 deforms, thereby causing the abutment surface 82a of the protrusion 82 of the intermediate stop 80 to contact the abutment surface 62a of the protrusion 62 of the housing 60. Furthermore, by deforming the O-ring 84, as... Figure 1 As shown, the abutting surface 82a of the protrusion 82 of the intermediate stop 80 contacts the abutting surface 92a of the protrusion 92 of the end stop 90.

[0047] Thus, during learning in the neutral position, the abutment surface 82a of the protrusion 82 of the intermediate stop 80 contacts both the abutment surface 62a of the protrusion 62 of the housing 60 and the abutment surface 92a of the protrusion 92 of the end stop 90. Therefore, compared to the case where they are not in contact, the upper limit values ​​of the right-turn side and the left-turn side of the steering shaft 14 can be detected with high accuracy.

[0048] Furthermore, the following effects can be obtained according to the above embodiments.

[0049] (1-1) The member that mitigates the impact at the time when the protruding portion 82 of the intermediate stopper 80 comes into contact with the protruding portion 62 of the housing 60 and the protruding portion 92 of the end stopper 90 is provided as an O-ring 84 made of rubber. Since the O-ring 84 is made of rubber, it has not only elasticity but also viscosity. That is, the O-ring 84 has a repulsive force that is positively correlated with the displacement speed. Therefore, the above impact can be sufficiently mitigated.

[0050] <Second Embodiment>

[0051] Hereinafter, the second embodiment will be described with reference to the drawings, focusing on the differences from the first embodiment. Figure 8

[0052] In the present embodiment, the O-ring 84 is not provided at the protruding portion 82 of the intermediate stopper 80. Instead, as shown in FIG. 6, the O-ring 64 is provided at the protruding portion 62 of the housing 60. In detail, a groove is formed at the protruding portion 62, and the O-ring 64 is housed in the groove. Here, the cross-sectional area of the O-ring 64 in a prescribed plane orthogonal to the circumferential direction of the O-ring 64 is seven times or less the cross-sectional area of the groove C in the prescribed plane. In addition, a first dimension D, which is the dimension in the depth direction of the groove C, is smaller than a second dimension W, which is the dimension in the width direction. Figure 6A

[0053] <Other Embodiments>

[0054] Furthermore, the present embodiment can be implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a range that does not contradict in technology.

[0055] "Device for limiting rotation of steering shaft 14"

[0056] As the structure in which the intermediate stopper 80 rotates with the rotation of the end stopper 90, it is not limited to the structure that utilizes the frictional force between the intermediate stopper 80 and the end stopper 90. For example, it can be configured so that the protruding portion 92 of the end stopper 90 presses the protruding portion 82 of the intermediate stopper 80 with the rotation of the end stopper 90, and thereby the intermediate stopper 80 rotates. In this case, if the rotation of the intermediate stopper 80 is stopped by the protruding portion 82 of the intermediate stopper 80 coming into contact with the protruding portion 62 of the housing 60, the rotation of the end stopper 90 is also stopped.

[0057] ​​As the means for restricting the rotation of the steering shaft 14, it is not limited to the means exemplified in the above-described embodiment. For example, it can also be a means provided with a plurality of intermediate stoppers as the second rotating member, which rotate in conjunction with the rotation of the end stopper 90 as the first rotating member. Here, a case provided with a first intermediate stopper and a second intermediate stopper is exemplified and described. In this case, the first intermediate stopper and the second intermediate stopper are driven in conjunction with the rotation of the end stopper 90. Further, the rotation of the first intermediate stopper is stopped by the contact of the protrusion portion of the first intermediate stopper with the protrusion portion 62 of the rotation stop portion of the housing 60. Thus, only the second intermediate stopper is driven in conjunction with the rotation of the end stopper 90. Further, the rotation of the second intermediate stopper is stopped by the contact of the protrusion portion of the second intermediate stopper with the protrusion portion of the first intermediate stopper. Thus, the end stopper 90 rotates alone. Further, the rotation of the end stopper 90 is stopped by the contact of the protrusion portion 92 of the end stopper 90 with the protrusion portion of the second intermediate stopper. That is, the further rotation of the steering shaft 14 is stopped.

[0058] "Concerning the elastic member"

[0059] In the above-described second embodiment, a groove can also be provided in the protrusion portion 92 of the end stopper 90, in which the O-ring is housed.

[0060] The groove and the O-ring can also be provided in the protrusion portion 92 of the end stopper 90.

[0061] As the elastic member, it is not limited to the O-ring 84, 64. For example, it can also be a rubber provided in the area surrounded by the abutting surface 82a in the Figure 7 and the area surrounded by the abutting surface 82a in the Figure 6B .

[0062] The elastic member is not necessarily a rubber. Even in this case, if the elastic member has not only elasticity but also viscosity, the impact can be reduced more than in the case where the elastic member has no viscosity. However, the elastic member is not necessarily required to have viscosity.

[0063] "Concerning the groove"

[0064] In the cross section orthogonal to the circumferential direction of the O-ring, the ratio of the cross-sectional area of the O-ring to the cross-sectional area of the groove is not necessarily 0.7 or less. Even if the ratio is greater than 0.7, the abutting surface 62a and the abutting surface 82a can be brought into contact with each other as exemplified in Figure 6B .

[0065] The second dimension W along the width direction of the groove C is not necessarily greater than the first dimension D along the depth direction. For example, even in the case where the second dimension W is equal to the first dimension D, the abutting surface 62a and the abutting surface 82a can be brought into contact with each other as exemplified in ​As exemplified, the abutting surface 62a can be brought into contact with the abutting surface 82a.

[0066] "other"

[0067] The above-described embodiments have configured the steering manipulation device 10 as a linkageless configuration in which the steering wheel 12 and the steering wheel 34 are mechanically separated at all times, but are not limited thereto and can be configured as a configuration in which the steering wheel 12 and the steering wheel 34 can be mechanically separated by a clutch.

[0068] In the present specification, it is to be understood that "at least one of A and B" means "A alone, B alone, or both A and B".

Claims

1. A steering control device comprising a steering shaft capable of operation when power transmission from the steering wheels of a vehicle is cut off, wherein, have: A rotating body that rotates about the axis of the steering shaft in conjunction with the rotation of the steering shaft; and The rotation stopping part stops the linked rotating body by contacting it. The linkage rotating body has a counter part that faces the rotation stopping part when it comes into contact with the rotation stopping part. The rotation stopping part has a counter part that faces the linkage rotating body when in contact with the linkage rotating body. At least one of the opposing portions of the linkage rotating body and the opposing portions of the rotation stopping portion is provided with a groove and an elastic member installed in the groove. The opposing portions of the linked rotating body and the opposing portions of the rotating stop portion have abutting surfaces configured to come into contact with each other by deformation of the elastic member.

2. The steering control device according to claim 1, wherein, The elastic component is a component that is both viscous and elastic.

3. The steering control device according to claim 1, wherein, The elastic component is an O-ring.

4. The steering control device according to claim 3, wherein, In a cross-section along a plane orthogonal to the circumference of the O-ring, the ratio of the cross-sectional area of ​​the O-ring to the cross-sectional area of ​​the groove is 0.7 or less.

5. The steering control device according to claim 3, wherein, The first dimension, which is the size of the groove along the first direction, is smaller than the second dimension, which is the size of the groove along the second direction. The first direction is the direction of displacement of the abutment surface of the linkage rotating body when transitioning from a state of contact between the abutment surface of the linkage rotating body and the abutment surface of the rotation stop part to a non-contact state in a cross-section along a plane orthogonal to the circumference of the O-ring. The second direction is the direction orthogonal to the first direction in a cross-section along a plane orthogonal to the circumference of the O-ring.

6. The steering control device according to claim 1, wherein, have: A first rotating component is connected to the steering shaft; and The second rotating component rotates as the steering shaft rotates. The linkage rotating body is disposed on the second rotating component. The first rotating member is configured such that, when the rotation of the second rotating member in a predetermined direction is blocked by the rotation stop portion, the rotation in the predetermined direction is blocked when the first rotating member is in contact with the second rotating member.

7. The steering control device according to claim 1, wherein, The elastic component is disposed on the linkage rotating body.

8. The steering control device according to claim 1, wherein, The elastic component is disposed at the rotation stop portion.

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