Steering operation input device

Abstract

To facilitate setting of a steering wheel center to the center of a steering angle range.SOLUTION: A mechanical stopper mechanism regulating the operating rotation amount of a steering operation input member, includes: a housing rotatably supporting one end side rather than an uneven part; supporting member rotatably supporting the other end side rather than the uneven part; a movable member to which a rotational force of the rotating shaft member is transmitted; a rotation regulating member installed on the housing and the supporting member, regulating the rotation of the movable member and moving the movable member in the axial direction of the rotating shaft member by a rotational force transmitted from the rotating shaft member; a stopper part comprised of a first stopper part regulating the movement to the housing side when the movable member moves in the axial direction and a second stopper part regulating the movement to the supporting member side; and an adjustment member installed between the housing and the supporting member and adjusting the axial position of the supporting member relative to the housing.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a steering operation input device. [Background technology]

[0002] Patent Document 1 discloses a vehicle steering device that includes a steering rod that connects left and right wheels and steers the left and right wheels by moving axially; a steering wheel that is rotated by the driver; a steering shaft that has the steering wheel attached to one end and engages with the steering rod at the other end and rotates when the steering wheel is rotated; a motion conversion mechanism that is provided at the point where the steering shaft and the steering rod engage and converts the rotation of the steering shaft into axial movement of the steering rod; and a shaft rotation suppression mechanism that suppresses rotation of the steering shaft. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 4876739 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the steering shaft rotation restraining mechanism of Patent Document 1 has a problem in that the steering wheel center cannot be easily set to the center of the steering angle range due to an accumulation of manufacturing errors. An object of the present invention is to provide a steering system equipped with a steering operation input device that can easily set the steering wheel center to the center of the steering angle range. [Means for solving the problem]

[0005] a rotation restricting member provided between the housing and the support member and restricting the rotation of the movable member so as to move the movable member in the axial direction of the rotating shaft member by the rotational force transmitted from the rotating shaft member; a stopper portion consisting of a first stopper portion that restricts movement of the movable member toward the housing when the movable member moves in the axial direction and a second stopper portion that restricts movement toward the support member; and an adjustment member provided between the housing and the support member and adjusting the axial position of the support member relative to the housing. [Effects of the Invention]

[0006] Therefore, according to a preferred aspect of the present invention, the steering wheel center can be easily set to the center of the steering angle range. [Brief explanation of the drawings]

[0007] [Figure 1] 1 is a system configuration diagram of a steering device equipped with a steering operation input device of a first embodiment. [Figure 2] 1 is a perspective view of a steering operation input device according to a first embodiment. [Figure 3] 1 is a cross-sectional view of a steering operation input device according to a first embodiment. [Figure 4] FIG. 4 is an enlarged view of part A in FIG. 3. [Figure 5] FIG. 2(a) is a perspective view of the adjuster of the first embodiment, and FIG. 2(b) is a cross-sectional view of the adjuster of the first embodiment. [Figure 6] 4 is a time chart showing a procedure for assembling a sub-assembly of a shaft and a housing of the mechanical stopper mechanism of the first embodiment. [Figure 7] 4 is a time chart showing the procedure for assembling a sub-assembly of an adjuster of the mechanical stopper mechanism of the first embodiment. [Figure 8] 5 is a time chart showing a procedure for assembling a sub-assembly of a rear cover of the mechanical stopper mechanism according to the first embodiment. [Figure 9] 4 is a first time chart showing the procedure for assembling the main assembly of the mechanical stopper mechanism of the first embodiment. [Figure 10] 10 is a second time chart showing the procedure for assembling the main assembly of the mechanical stopper mechanism according to the first embodiment. [Figure 11] 4 is a first time chart showing the procedure for adjusting the mechanical stopper mechanism according to the first embodiment. [Figure 12] 10 is a second time chart showing the procedure for adjusting the mechanical stopper mechanism according to the first embodiment. [Figure 13] 10 is a third time chart showing the procedure for adjusting the mechanical stopper mechanism according to the first embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. [Embodiment 1] (Overall configuration of the steering system) FIG. 1 is a system configuration diagram of a steering device including a steering operation input device according to a first embodiment.

[0009] The steering device 1 is a so-called steer-by-wire type steering device in which a steering wheel (steering operation input member) S and a steering mechanism 3 that steers steered wheels 16 are mechanically separated. The steering device 1 includes a steering operation input device 2, a steering mechanism 3, and a control device 10. The steering operation input device 2 has a steering wheel S connected to a column shaft 4, a steering angle sensor 5 and a steering torque sensor 6 provided in the center of the column shaft 4, a mechanical stopper mechanism 7 provided at the tip of the column shaft 4, a first electric motor (reaction force actuator) 8 connected to the mechanical stopper mechanism 7 via a reduction mechanism 9, and a first electric motor rotation sensor 8a. The steering wheel S rotates in response to the steering operation of the driver. The steering angle sensor 5 detects the amount of rotation of the column shaft 4 connected to the steering wheel S, and outputs a steering operation amount signal corresponding to the detected amount of rotation to the control device 10. The steering torque sensor 6 detects the steering torque of the column shaft 4 connected to the steering wheel S, and outputs a steering torque signal corresponding to the detected steering torque to the control device 10. The first electric motor 8 is a reaction force actuator that generates a force (steering reaction force) that increases the steering load in response to the steering operation of the steering wheel S by the driver. The first electric motor rotation angle sensor 8a detects the rotation position of the first electric motor 8, and outputs to the control device 10 a first electric motor rotation angle signal corresponding to the detected rotation position. In addition, various detection signals are input to the control device 10 from external sensors 11.

[0010] The steering mechanism 3 includes a rack bar 12 housed in a rack bar housing 13, a tie rod 14, a knuckle arm 15, a rack bar position sensor 12a, a second electric motor 170, and a second electric motor rotation sensor 170a. The rack bar 12 is movable in the vehicle width direction, and steers the steering wheels 16 via tie rods 14 and knuckle arms 15 according to the amount of movement. The rack bar position sensor 12a detects the position of the rack bar 12 and outputs to the control device 10 a steering amount signal corresponding to the detected position. The second electric motor rotation sensor 170a detects the rotation position of the second electric motor 170, and outputs to the control device 10 a second motor rotation angle signal corresponding to the detected rotation position. The steering angle of the steered wheels 16 is uniquely determined depending on the position of the rack bar 12 , so the steering amount signal is a signal related to the steering angle of the steered wheels 16 . The second electric motor 170 is a steering actuator that generates a force for steering the steered wheels 16 via the rack bar 12 based on a steering actuator drive signal from the control device 10.

[0011] The control device 10 controls the driving of the first electric motor 8 based on the steering operation amount signal and the steering torque signal. The control device 10 also controls the driving of the second electric motor 170 based on the steering amount signal and the second motor rotation angle signal. Although one control device 10 is shown as an example for the steering device 1, it may be provided for each of the steering operation input device 2 and the steering mechanism 3. In this case, each control device shares the steering operation amount signal, steering torque signal, and steering amount signal, second motor rotation angle signal, and controls the first electric motor 8 and the second electric motor 170.

[0012] (Overall configuration of steering operation input device) 2 is a perspective view of the steering operation input device of the first embodiment, FIG. 3 is a cross-sectional view of the steering operation input device of the first embodiment, and FIG. 4 is an enlarged view of part A in FIG.

[0013] A column shaft 4, one end 41 of which is connected to the steering wheel S, is supported rotatably about a rotation axis P via a pair of bearings 4a, 4b in a column shaft housing 40 supported on the vehicle body. The other end 42 of the column shaft 4 is connected to a first end (one end) 20b of a shaft (rotating shaft member) 20, and the column shaft 4 and the shaft 20 rotate integrally about the rotation axis P. The left end of the column shaft housing 40 in the drawing is fixed to the right end of the front cover 19 in the drawing via a plurality of bolts B1. The front cover 19 is disposed so as to cover the reduction mechanism 9 which is made up of a small pulley 91, a large pulley 92, and a belt 93 stretched between the pulleys 91, 92. This allows the steering operation input device 2 and the speed reduction mechanism 9 to be reduced in size in the direction of the rotation axis P. The left end of the front cover 19 is fixed to the right end of the housing 17 via a bolt (not shown). The shaft 20 has a first end 20b connected to the column shaft 4 and a second end (other end) 20c, and a male thread portion (concave and recessed portion) 20a is formed on the second end 20c side between the first end 20b and the second end 20c. In addition, the housing 17 has a lock nut 21 fixedly holding the outer ring 22a of the first bearing 22, which rotatably supports the first end 20b side of the shaft 20 relative to the male threaded portion 20a on the right side of the figure, and further has an extending support portion 17a for fixing the first electric motor housing 81 with multiple bolts B2. The support portion 17a can suppress one-sided vibration caused by vibration of the first electric motor 8.

[0014] (Configuration of the mechanical stopper mechanism) A fitting hole 17c is formed on the radially inner side of the left end portion of the housing 17 in which one end portion 28b of a guide pin (rotation restricting member) 28 is inserted and fitted to fix the guide pin, and a mounting hole 17b is formed on the radially outer side of the left end portion of the housing 17 in which a cylindrical adjuster (adjustment member) 26 is attached. The guide pin 28 is composed of a shaft body 28a in the center and one end 28b and the other end 28c at both ends. This reduces the number of parts, and also reduces the assembly man-hours required to fix the guide pin 28 to the housing 17 by fitting the one end 28b into the fitting hole 17c, compared to a fixing method in which the one end 28b is screwed into the housing 17. Furthermore, a female thread portion 17d into which a first male thread portion 26b of an adjuster (adjustment member) 26 is screwed is formed on the inner peripheral surface of the mounting hole 17b. On the opposite side of the housing 17, a rear cover (support member) 18 is disposed. An opening 18a into which the adjuster 26 is attached is formed on the radially outer side of the right end portion of the rear cover 18 as shown, and a female threaded portion 18d into which the second male threaded portion 26c of the adjuster 26 screws is formed on the inner surface of the opening 18a, and a fitting hole 18c into which the other end 28c of the guide pin 28 is inserted and fitted to fix it is formed on the radially inner side of the right end portion of the rear cover 18 as shown. Further, on the left side of the rear cover 18 in the figure, a support hole 18b is formed to hold and fix a second bearing 23 that rotatably supports the second end 20c side of the shaft 20 relative to the male thread portion 20a. This support hole portion 18b is intended to allow the second end 20c side of the shaft 20 to be positioned inside it when the pilot portion 26d of the adjuster 26 is placed in the mounting hole 17b and the opening 18a of the rear cover 18 is aligned with the position of the adjuster 26. This makes it possible to easily assemble the mechanical stopper mechanism 7. An adjuster 26 is disposed between the housing 17 and the rear cover 18 . The adjuster 26 has a polygonal hexagonal portion 26a on the outer periphery of the central portion with which a tool engages, and on the outer periphery on both sides of the hexagonal portion 26a, a first male threaded portion 26b that screws into the female threaded portion 17d of the housing 17 and a second male threaded portion 26c that screws into the female threaded portion 18d of the rear cover 18 are formed. The female thread portion 17d and the first male thread portion 26b have different thread directions from the female thread portion 18d and the second male thread portion 26c. That is, in this embodiment, the female thread portion 17d and the first male thread portion 26b are formed as right-handed threads, and the female thread portion 17d and the first male thread portion 26b are formed as left-handed threads. Of course, the reverse relationship is also possible. As a result, the amount of rotation of the steering wheel S can be adjusted simply by rotating the adjuster 26, as will be described in detail later. In addition, a polygonal first lock nut (lock nut) 24 that screws into the first male threaded portion 26b and a polygonal second lock nut (lock nut) 25 that screws into the second male threaded portion 26c are arranged on the outer peripheral surfaces on both sides of the hexagonal portion 26a of the adjuster 26. The first lock nut 24 and the second lock nut 25 can fix the position of the adjuster 26 relative to the housing 17 and the rear cover 18, and the position of the adjuster 26 can be reliably maintained. On the inner periphery side of the adjuster 26, there is arranged a nut (movable member) 27 having a female threaded portion 27b that screws together with the male threaded portion 20a of the shaft 20, and into which the shaft main body 28a of the guide pin 28 is inserted into the through hole 27a. In other words, when the shaft 20 rotates, the nut 27 attempts to rotate due to the female thread portion 27b that screws into the male thread portion 20a of the shaft 20, but the rotation of the nut 27 is prevented by the guide pin 28, and the nut 27 moves in the direction of the rotation axis P.

[0015] (Configuration of the first electric motor) The first electric motor 8 has a first electric motor housing 81 fixed to the support portion 17a of the housing 17 with a plurality of bolts B2, and a cover 82 fixed to the first electric motor housing 81 and equipped with a terminal 8e connected to the control device 10, and has inside it a first electric motor rotating shaft 8a rotatably supported by a pair of bearings 8c, 8d, a first electric motor rotation sensor 8b, etc. A small pulley 91 is fixed to the right end of the first electric motor rotary shaft 8a in the drawing. The large pulley 92 is fixed to the shaft 20, and the rotation of the first electric motor rotating shaft 8a is decelerated and transmitted to the shaft 20 by a belt 93 stretched between the small pulley 91 and the large pulley 92.

[0016] FIG. 5(a) is a perspective view of the adjuster of the first embodiment, and FIG. 5(b) is a cross-sectional view of the adjuster of the first embodiment.

[0017] The length A of the right-handed first male thread portion 26b of the adjuster 26 and the length B of the left-handed second male thread portion 26c are formed so that A>B. This is because the initial position of the adjuster 26 is the tightening and abutting position of the first male screw portion 26b side. Furthermore, a pilot portion 26d that is not threaded is formed at the end on the right side in the figure of the first male thread portion 26b. This pilot portion 26d is intended to align the center of the end of the first male thread portion 26b of the adjuster 26 with the mounting hole 17b provided in the housing 17, thereby making it easier to assemble the mechanical stopper mechanism 7.

[0018] FIG. 6 is a time chart showing the procedure for assembling the shaft and housing sub-assembly of the mechanical stopper mechanism of the first embodiment.

[0019] In the first bearing press-fitting step (time T1), the inner ring 22b of the first bearing 22 is press-fitted and fixed to the shaft 20 on the first end 20b side relative to the male thread portion 20a. In the housing press-fitting step (time T2), the inner peripheral surface of the housing 17 is press-fitted onto the outer ring 22a of the first bearing 22. Next, the outer ring 22 a of the first bearing 22 is fixed to the housing 17 with the lock nut 21 . In the guide pin press-fitting step (time T3), one end 28b of the guide pin 28 is press-fitted into the fitting hole 17c of the housing 17 and fixed.

[0020] FIG. 7 is a time chart showing the procedure for assembling the sub-assembly of the adjuster of the mechanical stopper mechanism of the first embodiment.

[0021] In the lock nut screwing process (time T4), the female thread portion 24a of the first lock nut 24 is screwed into the first male thread portion 26b of the right-handed thread of the adjuster 26, and the first lock nut 24 is turned clockwise (CW) until it abuts against the right side surface of the hexagonal portion 26a of the adjuster 26 as shown in the figure. The female thread portion 25a of the second lock nut 25 is screwed into the second male thread portion 26c of the left-handed thread of the adjuster 26, and the second lock nut 25 is turned counterclockwise (CCW) until it abuts against the left side surface of the hexagonal portion 26a of the adjuster 26 as shown in the figure.

[0022] FIG. 8 is a time chart showing the procedure for assembling the sub-assembly of the rear cover of the mechanical stopper mechanism according to the first embodiment.

[0023] In the second bearing press-fitting step (time T5), the second bearing 23 is press-fitted into the support hole 18b of the rear cover 18.

[0024] FIG. 9 is a first time chart showing the procedure for assembling the main assembly of the mechanical stopper mechanism according to the first embodiment.

[0025] In the nut assembling step (time T6), the female threaded portion 27b of the nut 27 is screwed onto the male threaded portion 20a of the shaft 20, and the through hole 27a of the nut 27 is inserted onto the guide pin . Next, in the nut initial position setting step (time T7), for example, the shaft 20 is rotated fully clockwise (CW) until the nut 27 abuts against the first stopper portion 29 of the housing 17. The mark X is used to explain the operation.

[0026] FIG. 10 is a second time chart showing the procedure for assembling the main assembly of the mechanical stopper mechanism according to the first embodiment.

[0027] In the adjuster assembling process (time T8), pilot portion 26d of sub-assembled adjuster 26 is inserted into the inner periphery of female thread portion 17d formed in mounting hole 17b of housing 17. Next, in the rear cover installation process (time T9), the second end 20c side of the shaft 20 is inserted into the second bearing 23 of the sub-assembled rear cover 18 until the female threaded portion 18d of the rear cover 18 abuts against the second male threaded portion 26c of the adjuster 26 (abutment portion a). The second end 20c side of the shaft 20 is inserted into the second bearing 23 by a distance α.

[0028] FIG. 11 is a first time chart showing the procedure for adjusting the mechanical stopper mechanism according to the first embodiment.

[0029] In the first step of the adjustment procedure (time T10), the shaft 20 is constrained so that it cannot rotate, and the hexagonal portion 26a of the adjuster 26 is rotated counterclockwise (CCW) to bring the adjuster 26 into contact with the first stopper portion 29 (contact portion b). At this time, the rear cover 18 moves in the same direction as the adjuster 26 because it is a left-handed thread, and the second end 20c of the shaft 20 is inserted into the entire second bearing 23. A gap λ is set between the second stopper portion 30 of the rear cover 18 and the adjuster 26. In the second step of the adjustment procedure (time T11), the hexagonal portion 26a of the adjuster 26 is constrained so that it cannot rotate, and the shaft 20 is rotated counterclockwise (CCW) to bring the nut 27 into contact with the second stopper portion 30 (contact portion c). For example, suppose that the rotor should normally rotate three times, but due to a manufacturing error, it only rotates 2.83 times. In other words, the rotation of the shaft 20 is insufficient by the angle σ.

[0030] FIG. 12 is a second time chart showing the procedure for adjusting the mechanical stopper mechanism according to the first embodiment.

[0031] In the third step of the adjustment procedure (time T12), the hexagonal portion 26a of the adjuster 26 is rotated counterclockwise (CCW) by an angle θ. That is, the rear cover 18 is moved to the left in the drawing by the angle σ of the shaft 20 . The angle θ can be calculated using the following formula: θ=σ*Ls / (2*Pa) Note that ΔL=σ / 360*Ls, θ / 360*Pa*2=ΔL→θ=ΔL / (2*Pa)*360. Also, σ [deg]: correction angle, Pa [mm]: adjuster pitch, Ls [mm / rev]: shaft lead, ΔL [mm]: nut movement distance for shaft angle σ, and θ [deg]: adjuster correction angle (adjustment angle for moving the adjuster ΔL). In the fourth step of the adjustment procedure (time T13), the hexagonal portion 26a of the adjuster 26 is constrained so that it cannot rotate, and the shaft 20 is rotated counterclockwise (CCW) to bring the nut 27 into contact with the second stopper portion 30 (contact portion d). That is, the angle σ of the shaft 20 can be set to 0, the mark X is in the appropriate position, and the steering wheel S can be rotated normally three times.

[0032] FIG. 13 is a third time chart showing the procedure for adjusting the mechanical stopper mechanism according to the first embodiment.

[0033] In the fifth step of the adjustment procedure (time T14), the hexagonal portion 26a of the adjuster 26 is constrained so that it cannot rotate, and the first lock nut 24 is rotated counterclockwise (CCW) to abut against the housing 17 (abutment portion e), and then tightened and fixed. Next, the second lock nut 25 is turned clockwise (CW) until it abuts against the rear cover 18 (abutment portion f), and then tightened and fixed. In the sixth step of the adjustment procedure (time T15), the shaft 20 is rotated 1.5 times clockwise (CW) to position the shaft 20 at the center position of three rotations within the rotatable steering angle range. This allows the steering wheel S to be set to a neutral position in the center of the steering angle range, and the steering wheel S can be rotated 1.5 times to the left and right, which is the same amount of rotation. In other words, by adjusting the position of the rear cover 18 in the direction of the rotation axis P using the adjuster 26, it is possible to easily adjust the range of motion between the first stopper portion 29 and the second stopper portion 30 while maintaining the neutral position of the shaft 20, and the steering wheel center can be easily set to the neutral position in the middle of the steering angle range.

[0034] Next, the effects will be described. The steering device equipped with the steering operation input device of the first embodiment has the following advantages.

[0035] (1) The mechanical stopper mechanism 7 includes a shaft 20 that rotates when a rotational force is transmitted from the steering wheel S and that has a male thread portion 20a formed on its outer peripheral surface, a housing 17 that rotatably supports the shaft 20 at a position closer to the first end 20b than the male thread portion 20a, a rear cover 18 that rotatably supports the shaft 20 at a position closer to the second end 20c than the male thread portion 20a, a nut 27 that threadably engages with the male thread portion 20a of the shaft 20 and to which the rotational force of the shaft 20 is transmitted, guide pins 28 that are provided on the housing 17 and the rear cover 18 and that restrict the rotation of the nut 27 so that the nut 27 moves in the axial direction of the shaft 20 by the rotational force transmitted from the shaft 20, a first stopper portion 29 that restricts movement of the nut 27 toward the housing 17 when the nut 27 moves in the axial direction, a second stopper portion 30 that restricts movement toward the rear cover 18, and an adjuster 26 that is provided between the housing 17 and the rear cover 18 and that adjusts the axial position of the rear cover 18 relative to the housing 17. Therefore, by adjusting the position of the rear cover 18 in the direction of the rotation axis P using the adjuster 26, it is possible to easily adjust the range of motion between the first stopper portion 29 and the second stopper portion 30 while maintaining the neutral position of the shaft 20. That is, the steering wheel center can be easily set to the neutral position in the middle of the steering angle range.

[0036] (2) The adjuster 26 is cylindrical and has a first male threaded portion 26b that screws into the female threaded portion 17d of the housing 17 and a second male threaded portion 26c that screws into the female threaded portion 18d of the rear cover 18, and the first male threaded portion 26b and the second male threaded portion 26c are screwed in different directions. Therefore, the amount of rotation of the steering wheel S can be adjusted simply by rotating the adjuster 26.

[0037] (3) The first male threaded portion 26b and the second male threaded portion 26c of the adjuster 26 are provided with the first lock nut 24 and the second lock nut 25, respectively, which fix the position of the adjuster 26 relative to the housing 17 and the rear cover 18. Therefore, the position of the adjuster 26 can be reliably maintained.

[0038] (4) The guide pin 28 has a shaft body 28a that is inserted into the through hole 27a formed in the nut 27, and both end portions 28b, 28c that are fitted and fixed into the fitting hole 17c of the housing 17 and the fitting hole 18c of the rear cover 18. Therefore, the number of parts can be reduced, and when fixing the guide pin 28 to the housing 17, for example, fitting the one end 28b into the fitting hole 17c can reduce the assembly labor compared to a fixing method in which the one end 28b is screwed into the housing 17.

[0039] (5) The shaft 20 is provided with the reduction mechanism 9 on the first end 20b side, and is connected to the first electric motor 8 via the reduction mechanism 9. Therefore, the steering operation input device 2 can be made smaller in size in the direction of the rotation axis P.

[0040] (6) The reduction mechanism 9 includes a belt 93 and a pair of a small pulley 91 and a large pulley 92 . Therefore, the reduction mechanism 9 can be made smaller in size in the direction of the rotation axis P.

[0041] (7) The housing 17 is provided with the support portion 17 a at a position spaced apart from the shaft 20 , on which the first electric motor housing 81 is supported. Therefore, the one-sided vibration caused by the vibration of the first electric motor 8 can be suppressed.

[0042] (8) The end of the first male thread portion 26b of the adjuster 26 is provided with a pilot portion 26d for aligning the center with the mounting hole 17b provided in the housing 17. Therefore, the mechanical stopper mechanism 7 can be easily assembled.

[0043] (9) The rear cover 18 has a support hole portion 18b in which the second end 20c of the shaft 20 is positioned when the pilot portion 26d of the adjuster 26 is positioned in the mounting hole 17b and the opening 18a of the rear cover 18 is aligned with the position of the adjuster 26. Therefore, the mechanical stopper mechanism 7 can be easily assembled.

[0044] Other Embodiments The above describes an embodiment for carrying out the present invention, but the specific configuration of the present invention is not limited to the configuration of the embodiment, and design changes and the like that do not deviate from the gist of the invention are also included in the present invention. For example, in the embodiment, the adjuster 26 has a male thread and the housing 17 and rear cover 18 have a female thread, but the adjuster 26 may have a female thread and the housing 17 and rear cover 18 may have a male thread. [Explanation of symbols]

[0045] 1 steering device, 2 steering input device, 3 steering mechanism, S steering wheel (steering input member), 7 mechanical stopper mechanism, 8 first electric motor (reaction actuator), 81 first electric motor housing (reaction actuator housing), 9 reduction mechanism, 91 small pulley (pulley), 92 large pulley (pulley), 93 belt, 17 housing, 17a support portion, 17b mounting hole, 17c fitting hole, 18 rear cover (support member), 18a opening, 18b support hole portion, 18c fitting hole, 20 shaft (rotating shaft member), 20a male thread portion (concave and convex portion), 20b first end (one end), 20c second end (other end), 24 first lock nut (lock nut), 25 second lock nut (lock nut), 26 adjuster (adjustment member), 26a hexagonal portion, 26b First male threaded portion (first threaded portion), 26c second male threaded portion (second threaded portion), 26d pilot portion, 27 nut (movable member), 27a through hole, 28 guide pin (rotation restricting member), 28a shaft body, 28b end portion, 28c end portion, 29 first stopper portion (stopper portion), 30 second stopper portion (stopper portion)

Claims

1. A steering operation input device including a reaction force actuator that applies a steering reaction force to a steering operation input member attached to a vehicle, and a mechanical stopper mechanism that restricts an operation rotation amount of the steering operation input member, The mechanical stopper mechanism includes: a rotating shaft member that rotates when a rotational force is transmitted from the steering operation input member and that has a spiral uneven portion formed on an outer circumferential surface; a housing that rotatably supports a portion of the rotary shaft member closer to one end than the concave-convex portion; a support member that rotatably supports the other end side of the rotary shaft member relative to the concave-convex portion; a movable member that engages with the concave and convex portions of the rotary shaft member and to which a rotational force of the rotary shaft member is transmitted; a rotation restricting member provided on the housing and the support member, the rotation restricting member restricting rotation of the movable member and allowing the movable member to move in the axial direction of the rotating shaft member by a rotational force transmitted from the rotating shaft member; a stopper portion including a first stopper portion that restricts movement of the movable member toward the housing when the movable member moves in the axial direction, and a second stopper portion that restricts movement of the movable member toward the support member; an adjustment member provided between the housing and the support member and configured to adjust an axial position of the support member relative to the housing; A steering operation input device comprising:

2. The steering operation input device according to claim 1, The adjustment member is cylindrical, a first screw portion that is screwed into the housing; a second threaded portion that is threadably engaged with the support member, The first threaded portion and the second threaded portion have different threading directions. A steering operation input device characterized by:

3. The steering operation input device according to claim 2, The first threaded portion and the second threaded portion have A lock nut is provided to fix the position of the adjustment member relative to the housing. A steering operation input device characterized by:

4. The steering operation input device according to claim 2, The rotation restricting member has a shaft main body that is inserted into a through hole formed in the movable member, and both end portions that are fitted and fixed into fitting holes in the housing and the support member, A steering operation input device characterized by:

5. The steering operation input device according to claim 2, a speed reduction mechanism is provided on a first end side of the rotating shaft member, and the rotating shaft member is connected to the reaction force actuator via the speed reduction mechanism; A steering operation input device characterized by:

6. The steering operation input device according to claim 5, The speed reduction mechanism includes a belt and a pair of pulleys. A steering operation input device characterized by:

7. The steering operation input device according to claim 5, the housing is provided with a support portion on which the reaction force actuator housing is supported at a position spaced apart from the rotary shaft member; A steering operation input device characterized by:

8. The steering operation input device according to claim 2, a pilot portion is provided at an end of the first threaded portion of the adjustment member for aligning the center with a mounting hole provided in the housing; A steering operation input device characterized by:

9. The steering operation input device according to claim 8, the support member has a support hole portion into which the second end side of the rotary shaft member is placed when the pilot portion is placed in the mounting hole and the opening of the support member is aligned with the position of the adjustment member. A steering operation input device characterized by:

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