JP2007069868A - Shaft joint structure for steering device and steering device - Google Patents

Shaft joint structure for steering device and steering device Download PDF

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Publication number
JP2007069868A
JP2007069868A JP2005262350A JP2005262350A JP2007069868A JP 2007069868 A JP2007069868 A JP 2007069868A JP 2005262350 A JP2005262350 A JP 2005262350A JP 2005262350 A JP2005262350 A JP 2005262350A JP 2007069868 A JP2007069868 A JP 2007069868A
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Japan
Prior art keywords
shaft
steering
axial direction
slit
joint structure
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JP2005262350A
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Japanese (ja)
Inventor
Shoji Tsushima
将示 対馬
Hiroyuki Togashi
寛之 富樫
Hiroshi Mimura
寛 味村
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Priority to JP2005262350A priority Critical patent/JP2007069868A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/202—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints
    • F16D3/205—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints the pins extending radially outwardly from the coupling part
    • F16D3/2052—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints the pins extending radially outwardly from the coupling part having two pins

Abstract

<P>PROBLEM TO BE SOLVED: To connect a steering column and a steering gear box of an automobile by a simple constitution. <P>SOLUTION: In a joint 1, a cylinder part 3a having one opened end and the other end mounted to a distal end of a stub shaft 106 is provided and a slit part 3b is provided on a peripheral wall of the cylinder part 3a in parallel with an axial direction of the stub shaft 106. A spherical body part 2a stored in the cylinder part 3a movably in its axial direction is provided on a distal end of a shaft 104 inserted from an opening 3c of the cylinder part 3a and shaft parts 2b, 2b supported in the slit part 3b movably in its longitudinal direction are provided on the spherical body part 2a. In normal vehicle traveling, a clearance is formed between the spherical body part 2a and the other end of the cylinder part 3a and a clearance is formed between the shaft parts 2b, 2b and an end in the longitudinal direction of the slit part 3b. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、複数のシャフト間をジョイントで連結して、自動車のステアリングコラムとステアリングギヤボックス等とを連結するステアリング装置のシャフトジョイント構造及びそのステアリング装置に関する。   The present invention relates to a shaft joint structure of a steering device in which a plurality of shafts are connected by joints to connect a steering column and a steering gear box of an automobile, and the steering device.

図１０は、従来のステアリング装置の構成を示す。
図１０に示すように、ステアリングホイール１０１には、コラムシャフト１０２が取付け嵌合される。コラムシャフト１０２の端部は、アッパジョイント１０３によりシャフト１０４の一端と連結され、また、そのシャフト１０４の他端は、ロアジョイント１０５によりスタブシャフト１０６の一端と連結されている。スタブシャフト１０６の他端には、ピニオン１０７が取り付けられて、ピニオン１０７は、ラック軸１０８と噛み合っている。ラック軸１０８には、サイドロッド１０９及びナックルアーム１１０を介してホイール１１１が連結している。ステアリング装置は、このような構成により、ステアリングホイール１０１から入力された操舵力をホイール１１１（操舵輪）に伝達している。 FIG. 10 shows a configuration of a conventional steering device.
As shown in FIG. 10, a column shaft 102 is attached and fitted to the steering wheel 101. The end of the column shaft 102 is connected to one end of the shaft 104 by the upper joint 103, and the other end of the shaft 104 is connected to one end of the stub shaft 106 by the lower joint 105. A pinion 107 is attached to the other end of the stub shaft 106, and the pinion 107 meshes with the rack shaft 108. A wheel 111 is connected to the rack shaft 108 via a side rod 109 and a knuckle arm 110. With such a configuration, the steering device transmits the steering force input from the steering wheel 101 to the wheel 111 (steering wheel).

図１１は、ロアジョイント１０５の構造の一例を示す。なお、アッパジョイント１０３も同様な構造をなす。
図１１に示すように、ロアジョイント１０５は、略十字形状の部材１０５ａを有しており、シャフト１０４の他端に形成されたジョイント部１０４ａがその十字形状の部材１０５ａの一方の棒状部の両端を回転自在に支持し、スタブシャフト１０６の一端に形成されたジョイント部１０６ａがその十字形状の部材１０５ａの他方の棒状部の両端を回転自在に支持する構造からなる。シャフト１０４とスタブシャフト１０６とは、このロアジョイント１０５を節として連結された状態になっている。 FIG. 11 shows an example of the structure of the lower joint 105. The upper joint 103 has a similar structure.
As shown in FIG. 11, the lower joint 105 has a substantially cross-shaped member 105a, and the joint portion 104a formed at the other end of the shaft 104 has both ends of one rod-like portion of the cross-shaped member 105a. The joint portion 106a formed at one end of the stub shaft 106 is configured to rotatably support both ends of the other rod-like portion of the cross-shaped member 105a. The shaft 104 and the stub shaft 106 are connected with the lower joint 105 as a node.

ところで、ステアリングコラムには、自動車の衝突時に発生する軸方向の変位を吸収したり、通常の車両走行時の振動を吸収したりして、それら変位や振動をステアリングホイールに伝えないようにすることが要求されている。特許文献１には、そのような要求を満たすべく、ステアリングコラムの中間シャフト上に軸方向にスライドする機構が開示されている。
特開２００４−１４２６０４号公報 By the way, the steering column absorbs axial displacement that occurs when a car collides or absorbs vibration during normal vehicle travel so that the displacement and vibration are not transmitted to the steering wheel. Is required. Patent Document 1 discloses a mechanism that slides in an axial direction on an intermediate shaft of a steering column in order to satisfy such a requirement.
JP 2004-142604 A

前記特許文献１のスライド機構は、部品点数が多く、ステアリングコラムの重量増加や高コスト化を招来する。また、前記特許文献１のスライド機構は、実現する雄軸と雌軸との間に、回転トルクを伝えるための円柱状の部品が介在する構造になっているから、部品点数の増加に加え、製造コストの増加、組立て作業性の悪化をも招来する。
本発明は、前記問題に鑑みてなされたものであり、簡単な構成により自動車のステアリングコラムとステアリングギヤボックス等とを連結できるステアリング装置のシャフトジョイント構造及びステアリング装置の提供を目的とする。 The slide mechanism of Patent Document 1 has a large number of parts, leading to an increase in weight and cost of the steering column. In addition, since the slide mechanism of Patent Document 1 has a structure in which a cylindrical part for transmitting rotational torque is interposed between the male shaft and the female shaft to be realized, in addition to an increase in the number of parts, This also increases manufacturing costs and assembly workability.
The present invention has been made in view of the above problems, and an object of the present invention is to provide a shaft joint structure of a steering device and a steering device that can connect a steering column and a steering gear box of an automobile with a simple configuration.

請求項１記載の発明は、第１シャフトと第２シャフトとが節として連結され、ステアリングホイールから入力された操舵力を操舵輪に伝達するステアリング装置のシャフトジョイント構造である。
このステアリング装置のシャフトジョイント構造は、前記第１シャフトと前記第２シャフトとの間で回転力を伝達しつつ、通常の車両走行時に前記第１シャフトと前記第２シャフトとがその軸方向で相対的に移動可能な隙間を形成している。これにより、車両衝突時や通常の走行時に発生する、第１シャフトと第２シャフトとの軸方向の相対的な移動を吸収して、第１シャフトと第２シャフトとの間で軸方向に力が伝達しないようにしている。 The invention according to claim 1 is a shaft joint structure of a steering device in which a first shaft and a second shaft are connected as a node and a steering force input from a steering wheel is transmitted to a steered wheel.
The shaft joint structure of the steering device transmits a rotational force between the first shaft and the second shaft, and the first shaft and the second shaft are relatively relative to each other in the axial direction during normal vehicle travel. A movable gap is formed. As a result, the relative movement in the axial direction between the first shaft and the second shaft that occurs during a vehicle collision or during normal traveling is absorbed, and an axial force is generated between the first shaft and the second shaft. Is trying not to communicate.

請求項１記載の発明によれば、ステアリング装置のシャフトジョイント構造を簡単な構成により実現できる。   According to the first aspect of the present invention, the shaft joint structure of the steering device can be realized with a simple configuration.

本発明を実施するための最良の形態（以下、実施形態という。）を図面を参照しながら詳細に説明する。
本実施形態は、本発明に係るステアリングコラムのジョイント構造を適用したジョイントである。
図１乃至図４は、そのジョイント１の構造を示す。本実施形態では、ジョイント１は、シャフト１０４とスタブシャフト１０６と連結するジョイントである。図１は側面側から見た斜視図であり、図２は側面側からみた断面図であり、図３は正面側から見た図であり、図４は組み立て時の状態を示す図である。 The best mode for carrying out the present invention (hereinafter referred to as an embodiment) will be described in detail with reference to the drawings.
The present embodiment is a joint to which the steering column joint structure according to the present invention is applied.
1 to 4 show the structure of the joint 1. In the present embodiment, the joint 1 is a joint that connects the shaft 104 and the stub shaft 106. 1 is a perspective view as seen from the side, FIG. 2 is a cross-sectional view as seen from the side, FIG. 3 is a view as seen from the front, and FIG. 4 is a view showing a state during assembly.

図１乃至図４に示すように、ジョイント１は、シャフト１０４の一端１０４ａに形成した雄部２と、スタブシャフト１０６の一端１０６ａに形成した雌部３とから構成されている。
雄部２は、シャフト１０４の一端１０４ａに一体とされた球体部２ａと、シャフト１０４の軸に対して垂直とされ、かつ球体部２ａの径方向に伸びるように形成された略円柱形状の軸部２ｂ，２ｂとから構成されている。 As shown in FIGS. 1 to 4, the joint 1 includes a male part 2 formed at one end 104 a of the shaft 104 and a female part 3 formed at one end 106 a of the stub shaft 106.
The male part 2 has a spherical part 2a integrated with one end 104a of the shaft 104, and a substantially cylindrical shaft formed perpendicular to the axis of the shaft 104 and extending in the radial direction of the spherical part 2a. It consists of parts 2b and 2b.

雌部３は、内部に雄部２の球体部２ａを収容可能にした、有底の円筒部３ａとして形成されている。円筒部３ａの内径は、球体部２ａの直径と同等又はそれよりも多少大きくなっている。また、雌部３には、球体部２ａに形成された軸部２ｂ，２ｂを支持するスリット部３ｂが形成されている。スリット部３ｂは、円筒部３ａの開口側端部（開口部３ｃ）から円筒部３ａの底近くまで伸びて形成されている。スリット部３ｂの幅（円筒部３ａの外周方向における長さ）は、軸部２ｂ，２ｂの直径と同等又はそれよりも多少大きくなっている。   The female portion 3 is formed as a bottomed cylindrical portion 3a that can accommodate the spherical portion 2a of the male portion 2 therein. The inner diameter of the cylindrical portion 3a is equal to or slightly larger than the diameter of the spherical portion 2a. Further, the female part 3 is formed with a slit part 3b for supporting the shaft parts 2b, 2b formed on the spherical part 2a. The slit portion 3b is formed to extend from the opening side end portion (opening portion 3c) of the cylindrical portion 3a to near the bottom of the cylindrical portion 3a. The width of the slit portion 3b (the length in the outer peripheral direction of the cylindrical portion 3a) is equal to or slightly larger than the diameter of the shaft portions 2b and 2b.

通常の車両走行時、すなわちシャフト１０４とスタブシャフト１０６との間に軸方向に相対的な力がかかっていない（シャフト１０４やスタブシャフト１０６に軸方向の力がかかっていない）場合には、雄部２の球体部２ａが円筒部３ａの軸方向の略中間に位置されている。すなわち、図２に示すように、円筒部３ａの底３ｄと球体部２ａとの間に隙間（距離Ｌ１の隙間）が形成され、さらにスリット部３ｂの端部（底）と軸部２ｂ，２ｂとの間に隙間が形成されるように、雌部３と雄部２とは連結されている（組み合わされている）。   During normal vehicle travel, that is, when no relative axial force is applied between the shaft 104 and the stub shaft 106 (no axial force is applied to the shaft 104 or the stub shaft 106), the male The spherical portion 2a of the portion 2 is positioned approximately in the middle of the cylindrical portion 3a in the axial direction. That is, as shown in FIG. 2, a gap (gap having a distance L1) is formed between the bottom 3d of the cylindrical portion 3a and the spherical portion 2a, and the end (bottom) of the slit portion 3b and the shaft portions 2b, 2b. The female part 3 and the male part 2 are connected (combined) so that a gap is formed between them.

次にジョイント１の作用を説明する。
図３に示すように、ステアリングホイールが操舵されるとシャフト１０４が回転（同図における矢印Ａ方向の回転）し、このシャフト１０４の回転により、雄部２の軸部２ｂ，２ｂ（同図における矢印Ｂ方向に回転する軸部２ｂ，２ｂ）が雌部３のスリット部３ａの外周面に当り、シャフト１０４の回転力が雌部３（円筒部３ａ）に伝達される（同図における矢印Ｃ方向に回転する）。これにより、雌部３が回転し、雌部３と一体にスタブシャフト１０６も回転するようになる。このように、ジョイント１は、ステアリングホイールが操舵されると、雄部２及び雌部３を介して、シャフト１０４の回転をスタブシャフト１０６に伝達しているおり、シャフト１０４の回転（回転力）をスタブシャフト１０６に伝達する一般的機能を有している。 Next, the operation of the joint 1 will be described.
As shown in FIG. 3, when the steering wheel is steered, the shaft 104 rotates (rotation in the direction of arrow A in the figure), and the rotation of the shaft 104 causes the shaft parts 2b and 2b of the male part 2 (in FIG. 3). The shaft portions 2b, 2b) rotating in the direction of arrow B hit the outer peripheral surface of the slit portion 3a of the female portion 3, and the rotational force of the shaft 104 is transmitted to the female portion 3 (cylindrical portion 3a) (arrow C in the figure). Rotate in the direction). Thereby, the female part 3 rotates and the stub shaft 106 also rotates integrally with the female part 3. As described above, when the steering wheel is steered, the joint 1 transmits the rotation of the shaft 104 to the stub shaft 106 via the male part 2 and the female part 3, and the rotation (rotational force) of the shaft 104. Is transmitted to the stub shaft 106.

そして、今、車両が障害物と前突して前輪が車両後方に押されると、ステアリングギヤボックス等も車両後方に押される。このとき、図５に示すように、スタブシャフト１０６も後方に押されるから、ジョイント１では、雌部３が雄部２（シャフト１０４）に対して相対的に移動する。これは、通常の車両走行時に、球体部２ａと円筒部３ａの底３ｄとの間に隙間があり、かつ軸部２ｂとスリット部３ｂの長手方向の端部（底）との間に隙間があるからである。これにより、車両衝突時に、シャフト１０４とスタブシャフト１０６との間で相対的な軸方向の移動が吸収されるから、その衝突時に発生するスタブシャフト１０６の軸方方向の変位がステアリングホイールに伝わってしまうのを防止できる。   Now, when the vehicle collides with an obstacle and the front wheel is pushed backward, the steering gear box and the like are pushed backward. At this time, as shown in FIG. 5, the stub shaft 106 is also pushed backward, so that in the joint 1, the female part 3 moves relative to the male part 2 (shaft 104). This is because there is a gap between the spherical portion 2a and the bottom 3d of the cylindrical portion 3a and a gap between the shaft portion 2b and the longitudinal end (bottom) of the slit portion 3b during normal vehicle travel. Because there is. As a result, the relative axial movement between the shaft 104 and the stub shaft 106 is absorbed at the time of the vehicle collision, and the axial displacement of the stub shaft 106 generated at the time of the collision is transmitted to the steering wheel. Can be prevented.

なお、具体的には、以下のような条件を満たす寸法にすることが好ましい（図２参照）。
シャフト１０４に対してスタブシャフト１０６がなす角度、すなわち折れ角度θとして所定角度、例えば３０°まで許容できるような寸法にする。また、通常の車両走行時の雌部３に対する雄部２のスライド量（相対移動量）を所定量、例えば４ｍｍを確保できるような寸法にする。また、車両衝突時のシャフト１０４とスタブシャフト１０６との相対的な軸方向の移動として所定量、例えば８０ｍｍを確保できるようにする。 Specifically, it is preferable that the dimensions satisfy the following conditions (see FIG. 2).
An angle formed by the stub shaft 106 with respect to the shaft 104, that is, a dimension that allows a predetermined angle, for example, 30 °, as a bending angle θ. Further, the sliding amount (relative movement amount) of the male part 2 with respect to the female part 3 during normal vehicle travel is set to a dimension that can secure a predetermined amount, for example, 4 mm. Further, a predetermined amount, for example, 80 mm, can be secured as the relative axial movement between the shaft 104 and the stub shaft 106 at the time of a vehicle collision.

例えば、このような条件を満たすように、シャフト１０４（端部１０４ａ）が円筒部３ａの端部３ｅに接触しないように、円筒部３ａの端部３ｅを、先端に行くほど内径が大きくなるように傾斜させる。また、円筒部３ａ内における球体部２ａの位置、すなわち、球体部２ａの外周面から円筒部３ａの底３ｄまでの距離Ｌ１や円筒部３ａの先端（開口部３ｃ）から球体部２ａ（その中心）までの距離Ｌ２を所定の距離にする。   For example, in order to satisfy these conditions, the inner diameter of the end portion 3e of the cylindrical portion 3a increases toward the tip so that the shaft 104 (end portion 104a) does not contact the end portion 3e of the cylindrical portion 3a. Tilt to. Further, the position of the spherical portion 2a in the cylindrical portion 3a, that is, the distance L1 from the outer peripheral surface of the spherical portion 2a to the bottom 3d of the cylindrical portion 3a and the tip of the cylindrical portion 3a (opening portion 3c) to the spherical portion 2a (the center thereof) ) To a predetermined distance.

このとき、例えば、円筒部３ａの先端から球体部２ａまでの距離Ｌ２が、通常の車両走行時に発生するシャフト１０４とスタブシャフト１０６との相対的な軸方向の移動（振動）を吸収できるように、すなわち走行時ストロークを確保するように当該距離Ｌ２を決定する。また、球体部２ａの外周面から円筒部３ａの底３ｄまでの距離Ｌ１が、車両衝突時に発生するシャフト１０４とスタブシャフト１０６との相対的な軸方向の移動を吸収できるように、すなわち衝突時ストロークを確保するように当該距離Ｌ１を決定する。   At this time, for example, the distance L2 from the tip of the cylindrical portion 3a to the spherical portion 2a can absorb the relative axial movement (vibration) between the shaft 104 and the stub shaft 106 that occurs during normal vehicle travel. That is, the distance L2 is determined so as to ensure a travel stroke. Further, the distance L1 from the outer peripheral surface of the spherical body portion 2a to the bottom 3d of the cylindrical portion 3a can absorb the relative axial movement of the shaft 104 and the stub shaft 106 generated at the time of the vehicle collision, that is, at the time of the collision. The distance L1 is determined so as to ensure the stroke.

次に本実施形態における効果を説明する。
前述のように、ジョイント１は、雄部２と雌部３とにより、シャフト１０４とスタブシャフト１０６とを連結し、その雄部２を外周面に軸部２ｂを設けた球体部２ａにより構成し、また、その雌部３をスリット部３ｂを設けた円筒部３ａにより構成している。このように、ジョイント１は、簡単な構成である。 Next, the effect in this embodiment is demonstrated.
As described above, the joint 1 connects the shaft 104 and the stub shaft 106 by the male part 2 and the female part 3, and the male part 2 is configured by the spherical body part 2 a having the shaft part 2 b on the outer peripheral surface. The female part 3 is constituted by a cylindrical part 3a provided with a slit part 3b. Thus, the joint 1 has a simple configuration.

また、図４に示す状態から、開口部３ｃから円筒部３ａ内にシャフト１０４の先端を挿入するようにして、雄部２の球体部２ａを雌部３の円筒部３ａ内に位置させるだけで、図１等に示すようなジョイント１を実現することができるので、ジョイント１は、容易に組み立てることができるものとなる。
以上、本発明の実施形態を説明した。しかし、本発明は、前記実施形態として実現されることに限定されるものではない。 Further, from the state shown in FIG. 4, the spherical portion 2 a of the male portion 2 is simply positioned within the cylindrical portion 3 a of the female portion 3 by inserting the tip of the shaft 104 into the cylindrical portion 3 a from the opening 3 c. Since the joint 1 as shown in FIG. 1 and the like can be realized, the joint 1 can be easily assembled.
The embodiments of the present invention have been described above. However, the present invention is not limited to being realized as the embodiment.

すなわち、前記実施形態では、ジョイント１の構造を具体的に説明した。しかし、これに限定されるものではない。図６乃至図９は、ジョイント１の他の構造を示す。
図６に示すように、スリット部３ｂの外周面から突出する突起３ｆを設ける。例えば、突起３ｆを少なくとも前記通常走行時ストロークを確保できる位置に形成する。これにより、例えば、通常の車両走行時にシャフト１０４とスタブシャフト１０６との間に相対的に発生する力程度の大きさでは軸部２ｂがスリット部３ｂにて、その端部（底）側に移動することが規制されるから、すなわち、シャフト１０４とスタブシャフト１０６との間に相対的に発生する力が所定値以上にならないとシャフト１０４とスタブシャフト１０６との間の相対的な移動（互いに接近する方向への移動）が許容されないから、通常の車両走行時にシャフト１０４とスタブシャフト１０６とが不要に相対移動してしまうのを防止できる。 That is, in the embodiment, the structure of the joint 1 has been specifically described. However, it is not limited to this. 6 to 9 show other structures of the joint 1.
As shown in FIG. 6, the protrusion 3f which protrudes from the outer peripheral surface of the slit part 3b is provided. For example, the protrusion 3f is formed at a position where at least the normal travel stroke can be secured. As a result, for example, the shaft portion 2b moves to the end (bottom) side at the slit portion 3b when the force is relatively large between the shaft 104 and the stub shaft 106 during normal vehicle travel. That is, that is, if the force generated between the shaft 104 and the stub shaft 106 does not exceed a predetermined value, the relative movement between the shaft 104 and the stub shaft 106 (close to each other). Therefore, it is possible to prevent the shaft 104 and the stub shaft 106 from unnecessarily moving relative to each other during normal vehicle travel.

また、図７に示すように、スリット部３ｂの外周面から突出し、かつある程度の長さを持った弾性体４、例えばリーフスプリングを設ける。これにより、スリット部３ｂと軸部２ｂとのがたつきを防止できるから、ジョイント１における異音が運転者に違和感を与えることもない。
また、図８や雌部２の詳細を示す図９に示すように、軸部２ｂの根元に先端部よりも直径を小さくするくびれ部２ｃを設けるとともに、円筒部３ａのスリット部を、長さ（深さ）を短くしたスリット部３ｇにする。例えば、スリット部３ｇの長さを少なくとも前記通常走行時ストロークを確保できる長さにする。すなわち、通常の車両走行時に、軸部２ｂがスリット部３ｂの長手方向の端部（底）近傍に位置されるようにする。 Moreover, as shown in FIG. 7, the elastic body 4, for example, a leaf spring which protrudes from the outer peripheral surface of the slit part 3b and has a certain length is provided. Thereby, rattling between the slit portion 3b and the shaft portion 2b can be prevented, so that abnormal noise in the joint 1 does not give the driver a sense of incongruity.
Further, as shown in FIG. 8 and FIG. 9 showing the details of the female part 2, a constricted part 2c having a diameter smaller than that of the tip part is provided at the base of the shaft part 2b, and the slit part of the cylindrical part 3a has a length. A slit portion 3g having a shorter (depth) is used. For example, the length of the slit portion 3g is set to a length that can secure at least the normal travel stroke. That is, during normal vehicle travel, the shaft portion 2b is positioned near the end (bottom) in the longitudinal direction of the slit portion 3b.

これにより、例えば、通常の車両走行時にシャフト１０４とスタブシャフト１０６との間に相対的に発生する力程度の大きさでは軸部２ｂが、スリット部３ｂにてその端部（底）に当り、スタブシャフト１０６側への軸部２ｂの移動が規制されるから、すなわち、シャフト１０４とスタブシャフト１０６との間に相対的に発生する力が所定値以上にならないとシャフト１０４とスタブシャフト１０６との間の相対的な移動（互いに接近する方向への移動）が許容されないから、通常の車両走行時にシャフト１０４とスタブシャフト１０６とが不要に相対移動してしまうのを防止できる。そして、通常の車両走行時にシャフト１０４とスタブシャフト１０６との間に相対的に発生する力よりも大きい力（前記所定値以上の力）、すなわち車両衝突時の力が発生すると、くびれ部２ｃから軸部２ｂが切断されるから、車両衝突時にはシャフト１０４とスタブシャフト１０６との相対移動が許容されるようになる。   Thereby, for example, the shaft portion 2b hits the end portion (bottom) at the slit portion 3b at the magnitude of the force generated relatively between the shaft 104 and the stub shaft 106 during normal vehicle travel, Since the movement of the shaft portion 2b toward the stub shaft 106 is restricted, that is, when the force generated relatively between the shaft 104 and the stub shaft 106 does not exceed a predetermined value, the shaft 104 and the stub shaft 106 do not move. Since relative movement between them (movement in directions approaching each other) is not allowed, it is possible to prevent the shaft 104 and the stub shaft 106 from moving unnecessarily during normal vehicle travel. When a force larger than a force relatively generated between the shaft 104 and the stub shaft 106 during normal vehicle travel (a force greater than the predetermined value), that is, a force at the time of a vehicle collision, is generated from the constricted portion 2c. Since the shaft portion 2b is cut, relative movement between the shaft 104 and the stub shaft 106 is allowed in the event of a vehicle collision.

また、雄部２と雌部３との接触部位をナイロン等の樹脂でコーティングしても良い。これにより、雄部２と雌部３との間のがたつきをなくし、また、雄部２と雌部３とが相対移動する際に、それらの接触面で発生する摩擦力を低減できる。
また、前記実施形態では、本発明を適用したジョイント１をシャフト１０４とスタブシャフト１０６とを連結するジョイント（ロアジョイント）としている。しかし、これに限定されるものではない。例えば、ジョイント１を他のジョイント、例えば、コラムシャフト１０２とシャフト１０４とを連結するジョイント（アッパジョイント）としても良い。また、一つの車両（ステアリング構造）において、コラムシャフト１０２とシャフト１０４とを連結する第１ジョイント（アッパジョイント）とシャフト１０４とスタブシャフト１０６とを連結する第２ジョイント（ロアジョイント）との両方を、本発明を適用したものにしても良い。この場合、アッパジョイント（第１ジョイント）において雄部と雌部とが相対移動する機能は、主に通常走行時のコラムシャフト１０２とシャフト１０４との相対的な軸方向の移動を吸収する機能（第１吸収部）を果たし、ロアジョイント（第２ジョイント）において雄部と雌部とが相対移動する機能は、主に車両衝突時のシャフト１０４とスタブシャフト１０６との相対的な軸方向の移動を吸収する機能（第２吸収部）を果たすようにする。 Further, the contact portion between the male part 2 and the female part 3 may be coated with a resin such as nylon. Thereby, rattling between the male part 2 and the female part 3 can be eliminated, and when the male part 2 and the female part 3 move relative to each other, the frictional force generated on their contact surfaces can be reduced.
Moreover, in the said embodiment, the joint 1 to which this invention is applied is used as the joint (lower joint) which connects the shaft 104 and the stub shaft 106. However, it is not limited to this. For example, the joint 1 may be another joint, for example, a joint that connects the column shaft 102 and the shaft 104 (upper joint). In one vehicle (steering structure), both the first joint (upper joint) that connects the column shaft 102 and the shaft 104 and the second joint (lower joint) that connects the shaft 104 and the stub shaft 106 are connected. The present invention may be applied. In this case, the function of the relative movement of the male part and the female part in the upper joint (first joint) mainly absorbs the relative axial movement of the column shaft 102 and the shaft 104 during normal travel ( The function of the first absorbing part) and the relative movement of the male part and the female part in the lower joint (second joint) is mainly the movement of the shaft 104 and the stub shaft 106 in the relative axial direction during a vehicle collision. The function of absorbing water (second absorption part) is performed.

また、前記実施形態では、シャフト１０４に雄部２を設け、スタブシャフト１０６に雌部３を設けている。しかし、これに限定されるものではない。例えば、その逆の構造、すなわち、シャフト１０４に雌部３を設け、スタブシャフト１０６に雄部２を設ける。
また、前記実施形態では、球体部２ａに２個の軸部２ｂ，２ｂを設けている。しかし、これに限定されるものではない。例えば、１個の軸部、又は３個以上の軸部を球体部２ａに設ける。そして、この軸部の数に対応して、雌部３の円筒部３ａに１箇所、又は３箇所以上のスリット部を設ける。 In the embodiment, the male part 2 is provided on the shaft 104 and the female part 3 is provided on the stub shaft 106. However, it is not limited to this. For example, the opposite structure, that is, the female portion 3 is provided on the shaft 104 and the male portion 2 is provided on the stub shaft 106.
Moreover, in the said embodiment, the two axial parts 2b and 2b are provided in the spherical body part 2a. However, it is not limited to this. For example, one shaft portion or three or more shaft portions are provided in the sphere portion 2a. Then, one or three or more slit portions are provided in the cylindrical portion 3a of the female portion 3 corresponding to the number of the shaft portions.

なお、前記実施形態の説明において、スタブシャフト１０６が第１シャフトであり、シャフト１０４が第２シャフトであり、円筒部３ａは、一端が開口されて他端が前記第１シャフトの先端に取り付けられる筒部を実現しており、スリット部３ｂは、前記筒部の周壁に前記第１シャフトの軸方向に並行にスリットを設けたスリットを実現しており、球体部２ａは、前記筒部にその軸方向で移動可能に収容される被収容部を実現しており、軸部２ｂは、前記被収容部に前記スリット内をその長手方向で移動可能に支持される被支持部を実現しており、そして、通常の車両走行時に、前記被収容部と前記筒部の他端との間に隙間が形成され、かつ前記被支持部と前記スリットの長手方向の端部との間に隙間が形成される構造になっている。また、このような構成や構造は、第１シャフトと第２シャフトとの軸方向の相対的な移動を吸収する吸収部を実現している。   In the description of the embodiment, the stub shaft 106 is the first shaft, the shaft 104 is the second shaft, and the cylindrical portion 3a has one end opened and the other end attached to the tip of the first shaft. The cylindrical part is realized, and the slit part 3b realizes a slit provided in the peripheral wall of the cylindrical part in parallel with the axial direction of the first shaft, and the spherical part 2a is provided in the cylindrical part. The accommodated part accommodated movably in the axial direction is realized, and the shaft part 2b realizes a supported part supported by the accommodated part so as to be movable in the longitudinal direction in the slit. During normal vehicle travel, a gap is formed between the accommodated portion and the other end of the cylindrical portion, and a gap is formed between the supported portion and the longitudinal end of the slit. It has become a structure. Moreover, such a structure and structure implement | achieve the absorption part which absorbs the relative movement of the axial direction of a 1st shaft and a 2nd shaft.

本発明の実施形態のジョイントの構造を側面側から見た斜視図である。It is the perspective view which looked at the structure of the joint of the embodiment of the present invention from the side. 前記ジョイントの構造を側面側から見た断面図である。It is sectional drawing which looked at the structure of the said joint from the side surface side. 前記ジョイントの構造を正面側から見た断面図である。It is sectional drawing which looked at the structure of the said joint from the front side. 組み立て時の前記ジョイントの状態を示す図である。It is a figure which shows the state of the said joint at the time of an assembly. 車両衝突時の前記ジョイントの状態を示す図である。It is a figure which shows the state of the said joint at the time of a vehicle collision. スリット部の外周面に突起を設けたジョイントを示す図である。It is a figure which shows the joint which provided the processus | protrusion in the outer peripheral surface of a slit part. スリット部の外周面にリーフスプリングを設けたジョイントを示す図である。It is a figure which shows the joint which provided the leaf spring in the outer peripheral surface of a slit part. 軸部の根元に先端部より直径を小さくしたくびれ部を設けるとともに、長さ（深さ）を短くしたスリット部を設けたジョイントを示す図である。It is a figure which shows the joint which provided the slit part which shortened length (depth) while providing the narrow part which made diameter smaller than the front-end | tip part in the base of an axial part. くびれ部を設けた軸部の詳細を示す図である。It is a figure which shows the detail of the axial part which provided the constriction part. ステアリング装置の構成を示す図である。It is a figure which shows the structure of a steering device. 従来のジョイントの構造を示す図である。It is a figure which shows the structure of the conventional joint.

符号の説明Explanation of symbols

１ ジョイント、２ 雄部、２ａ 球体部、２ｂ 軸部、３ 雌部、３ａ 円筒部、３ｂ スリット部、１０４ シャフト、１０６ スタブシャフト   1 joint, 2 male part, 2a sphere part, 2b shaft part, 3 female part, 3a cylindrical part, 3b slit part, 104 shaft, 106 stub shaft

Claims (10)

第１シャフトと第２シャフトとが節として連結され、ステアリングホイールから入力された操舵力を操舵輪に伝達するステアリング装置のシャフトジョイント構造において、
前記第１シャフトと前記第２シャフトとの間で回転力を伝達しつつ、通常の車両走行時に前記第１シャフトと前記第２シャフトとがその軸方向で相対的に移動可能な隙間を形成していることを特徴とするステアリング装置のシャフトジョイント構造。 In the shaft joint structure of the steering device in which the first shaft and the second shaft are coupled as nodes and transmit the steering force input from the steering wheel to the steering wheel.
While transmitting rotational force between the first shaft and the second shaft, a gap is formed in which the first shaft and the second shaft can move relatively in the axial direction during normal vehicle travel. A shaft joint structure for a steering device. 一端が開口されて他端が前記第１シャフトの先端に取り付けられる筒部を設けるとともに、前記筒部の周壁に前記第１シャフトの軸方向に並行にスリットを設け、前記筒部の開口部から挿入された前記第２シャフトの先端に、前記筒部にその軸方向で移動可能に収容される被収容部を設けるとともに、前記被収容部に前記スリット内をその長手方向で移動可能に支持される被支持部を設けており、通常の車両走行時に、前記被収容部と前記筒部の他端との間に隙間が形成され、かつ前記被支持部と前記スリットの長手方向の端部との間に隙間が形成されていることを特徴とする請求項１記載のステアリング装置のシャフトジョイント構造。   One end is opened and the other end is provided with a cylindrical portion attached to the tip of the first shaft, and a slit is provided in the peripheral wall of the cylindrical portion in parallel with the axial direction of the first shaft, from the opening of the cylindrical portion. At the tip of the inserted second shaft, a receiving portion is provided in the cylindrical portion so as to be movable in the axial direction, and is supported by the receiving portion so as to be movable in the longitudinal direction in the slit. A supported portion, and a gap is formed between the accommodated portion and the other end of the cylindrical portion during normal vehicle travel, and the supported portion and the longitudinal end of the slit, 2. A shaft joint structure for a steering apparatus according to claim 1, wherein a gap is formed between the two. 前記スリットに前記被支持部の移動を抑制する抑制手段を備えることを特徴とする請求項２記載のステアリング装置のシャフトジョイント構造。   The shaft joint structure for a steering apparatus according to claim 2, wherein the slit is provided with suppressing means for suppressing movement of the supported portion. 前記抑制手段は、前記スリットを形成する外周面から突出する突起であることを特徴とする請求項３記載のステアリング装置のシャフトジョイント構造。   The shaft joint structure for a steering apparatus according to claim 3, wherein the suppressing means is a protrusion protruding from an outer peripheral surface forming the slit. 前記抑制手段は、前記スリットを形成する外周面から突出する弾性体であることを特徴とする請求項３記載のステアリング装置のシャフトジョイント構造。   The shaft joint structure for a steering apparatus according to claim 3, wherein the suppressing means is an elastic body protruding from an outer peripheral surface forming the slit. 前記被支持部は、根元が先端部位よりも径が小さくされており、かつ通常の車両走行時に、前記スリットの長手方向の端部の近傍に位置されていることを特徴とする請求項２記載のステアリング装置のシャフトジョイント構造。   The base of the supported portion is smaller in diameter than the tip portion, and is positioned in the vicinity of an end portion in the longitudinal direction of the slit during normal vehicle travel. The shaft joint structure of the steering device. 第１シャフトと第２シャフトとが節として連結され、ステアリングホイールから入力された操舵力を操舵輪に伝達するステアリング装置のシャフトジョイント構造において、
前記第１シャフトと第２シャフトとの軸方向の相対的な移動を吸収する吸収部を備えることを特徴とするステアリング装置のシャフトジョイント構造。 In the shaft joint structure of the steering device in which the first shaft and the second shaft are coupled as nodes and transmit the steering force input from the steering wheel to the steering wheel.
A shaft joint structure for a steering apparatus, comprising an absorbing portion that absorbs relative movement in the axial direction between the first shaft and the second shaft. 前記吸収部は、第１シャフトと第２シャフトとの間で軸方向に働く相対的な力が所定値以上の場合、前記第１シャフトと第２シャフトとの軸方向の相対的な移動を許容して、前記第１シャフトと第２シャフトとの軸方向の相対的な移動を吸収することを特徴とする請求項７記載のステアリング装置のシャフトジョイント構造。   The absorbing portion allows relative movement in the axial direction between the first shaft and the second shaft when a relative force acting in the axial direction between the first shaft and the second shaft is a predetermined value or more. 8. The shaft joint structure for a steering apparatus according to claim 7, wherein the axial movement of the first shaft and the second shaft is absorbed. 前記軸方向の相対的な移動は、通常の車両走行時又は車両衝突時に前記第１シャフトと第２シャフトとの間に発生する軸方向の相対的な移動であることを特徴とする請求項７又は８に記載のステアリング装置のシャフトジョイント構造。   8. The relative movement in the axial direction is relative movement in the axial direction that occurs between the first shaft and the second shaft during normal vehicle travel or vehicle collision. Or the shaft joint structure of the steering device of 8. ステアリングホイールから入力された操舵力を複数のシャフトを介して操舵輪に伝達し、一方のシャフトと他方のシャフトとを節としてジョイントにより連結するステアリング装置において、
前記ジョイントを複数備えており、第１ジョイントは、通常の車両走行時に、一の組の一方のシャフトと他方のシャフトとの軸方向の相対的な移動を吸収する第１吸収部を備え、第２ジョイントは、車両衝突時に、他の組の一方のシャフトと他方のシャフトとの軸方向の相対的な移動を吸収する第２吸収部を備えることを特徴とするステアリング装置。 In a steering device that transmits a steering force input from a steering wheel to a steered wheel via a plurality of shafts, and connects one shaft and the other shaft with a joint as a joint,
A plurality of the joints are provided, and the first joint includes a first absorber that absorbs relative movement in the axial direction between one shaft of the set and the other shaft during normal vehicle travel, The two-joint includes a second absorption portion that absorbs relative movement in the axial direction between one shaft of the other set and the other shaft at the time of a vehicle collision.
JP2005262350A 2005-09-09 2005-09-09 Shaft joint structure for steering device and steering device Pending JP2007069868A (en)

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