JP2008006953A

JP2008006953A - Impact absorbing device of steering device with electric position adjustment mechanism

Info

Publication number: JP2008006953A
Application number: JP2006178940A
Authority: JP
Inventors: Atsushi Okada; 淳岡田; Kazuo Chikaraishi; 一穂力石
Original assignee: NSK Ltd
Current assignee: NSK Ltd
Priority date: 2006-06-29
Filing date: 2006-06-29
Publication date: 2008-01-17

Abstract

<P>PROBLEM TO BE SOLVED: To realize a structure capable of assuring silence at the time of position adjustment, and achieving driver protection at the time of a collision accident. <P>SOLUTION: An adjusting screw rod 8b and an adjustment nut 11a constituting a mechanism for adjusting the back-and forth position of a steering wheel 1a are screwed in a reversely operable manner. Furthermore, a worm reduction gear 17 for rotating and driving this adjustment nut 11a by an electric motor 18 is also configured to be reversely operable. At the time of a secondary collision, the adjusting screw rod 8b and the adjustment nut 11a are reversely operated while this worm reduction gear 17 is reversely operated, thereby displacing the steering wheel 1a forwards. On this occasion, impact energy applied on this steering wheel 1a from the body of the driver is absorbed by resistance based on the reverse operation of each part. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

この発明は、電動モータを動力源としてステアリングホイールの前後位置を調節する、電動式位置調節機構付ステアリング装置に組み込み、衝突事故の際に運転者の身体からステアリングホイールに加わる衝撃エネルギを吸収しつつ、このステアリングホイールの前方への変位を許容する衝撃吸収装置の改良に関する。 The present invention is incorporated in a steering device with an electric position adjustment mechanism that adjusts the front and rear positions of a steering wheel using an electric motor as a power source, and absorbs impact energy applied to the steering wheel from the driver's body in the event of a collision. The present invention relates to an improvement in an impact absorbing device that allows the steering wheel to be displaced forward.

操舵輪に舵角を付与する為の操舵装置は、図１５に示す様に、ステアリングホイール１の動きをステアリングシャフト２を介してステアリングギヤに伝達し、左右の操舵輪３に舵角を付与する様にしている。上記ステアリングホイール１と運転席との位置関係は、運転者の体格や運転姿勢により変化する為、良好な運転姿勢を実現する為には、運転席の前後位置調節装置に加えて、ステアリングホイール１の前後位置を調節する為の装置が必要になる。この様な調節装置として、テレスコピックステアリング装置と呼ばれる前後位置調節装置が広く使用されている。又、位置調節を、スイッチ操作に基づいて電動モータにより行なう、ステアリングホイールの電動式位置調節装置も、例えば特許文献１、２に記載される等により、従来から広く使用されている。 As shown in FIG. 15, the steering device for giving the steering angle to the steered wheels transmits the movement of the steering wheel 1 to the steering gear via the steering shaft 2 and gives the steered angle to the left and right steered wheels 3. Like. Since the positional relationship between the steering wheel 1 and the driver's seat changes depending on the physique and driving posture of the driver, in order to realize a good driving posture, the steering wheel 1 is added to the front / rear position adjusting device for the driver's seat. A device for adjusting the front-rear position of the is required. As such an adjusting device, a longitudinal position adjusting device called a telescopic steering device is widely used. In addition, an electric position adjustment device for a steering wheel that performs position adjustment by an electric motor based on a switch operation has been widely used, for example, as described in Patent Documents 1 and 2.

例えば、図１６は、特許文献２に記載されている、ステアリングホイールの電動式の前後位置調節装置を示している。この従来構造の場合、ステアリングコラム４として、アウターコラム５とインナーコラム６とをテレスコープ状に組み合わせて、伸縮可能としたものを使用している。このうちのアウターコラム５は、特許請求の範囲に記載した固定の部分に、インナーコラム６は同じくステアリングコラムに、それぞれ対応する。又、上記アウターコラム５はこのインナーコラム６の前側（図１６の左側）に配置されている。ステアリングシャフト２は、このインナーコラム６を挿通した状態でこのインナーコラム６に対し回転自在に支持されており、上記ステアリングシャフト２の後端部でこのインナーコラム６の後端縁よりも後方に突出した部分に、ステアリングホイール１を支持固定している。このステアリングホイール１の前後位置を調節する際には、上記インナーコラム６を上記アウターコラム５に対し、前後方向に移動させる。 For example, FIG. 16 shows an electrically operated front / rear position adjustment device for a steering wheel described in Patent Document 2. In the case of this conventional structure, as the steering column 4, an outer column 5 and an inner column 6 that are telescopically combined are used. Of these, the outer column 5 corresponds to the fixed portion described in the claims, and the inner column 6 corresponds to the steering column. The outer column 5 is arranged on the front side (left side in FIG. 16) of the inner column 6. The steering shaft 2 is rotatably supported with respect to the inner column 6 in a state where the inner column 6 is inserted, and protrudes rearward from the rear end edge of the inner column 6 at the rear end portion of the steering shaft 2. The steering wheel 1 is supported and fixed to the part. When the front / rear position of the steering wheel 1 is adjusted, the inner column 6 is moved in the front / rear direction with respect to the outer column 5.

この前後方向の移動を電動式に行なわせる為に、図１６に示した構造では、上記インナーコラム６の後端寄り部分に固定した支持板７に、調節ねじ杆８の後端部（図１６の右端部）を支持固定している。又、この調節ねじ杆８の前端部（図１６の左半部）に設けた雄ねじ部９と、上記アウターコラム５の外周面に固定されたハウジング１０内に回転のみ自在に設けられて電動モータにより所望の方向に回転する調節ナットとを螺合させて、送りねじ機構を構成している。上記ステアリングホイール１の前後位置を調節する際には、この送りねじ機構により上記インナーコラム６を軸方向（図１６の左右方向）に押し引きして、上記ステアリングコラム４を伸縮させる。ステアリングシャフト２は、上記インナーコラム６の内側に回転のみ自在に支持されており、且つ、スプライン係合部により伸縮自在とされている為、上記ステアリングコラム４を伸縮させる事に伴い、上記ステアリングホイール１の前後位置を調節できる。 In order to make this movement in the front-rear direction electric, in the structure shown in FIG. 16, the rear end portion of the adjusting screw rod 8 (FIG. 16) is attached to the support plate 7 fixed to the rear end portion of the inner column 6. The right end) is supported and fixed. Further, the electric screw 9 is provided for rotation only in the male screw portion 9 provided at the front end portion (the left half portion in FIG. 16) of the adjusting screw rod 8 and in the housing 10 fixed to the outer peripheral surface of the outer column 5. Thus, a feed screw mechanism is configured by screwing an adjustment nut that rotates in a desired direction. When the front / rear position of the steering wheel 1 is adjusted, the inner column 6 is pushed / pulled in the axial direction (left / right direction in FIG. 16) by the feed screw mechanism to extend / contract the steering column 4. Since the steering shaft 2 is supported only inside the inner column 6 so as to be rotatable only, and is extendable and contractible by a spline engaging portion, the steering wheel 4 is expanded and contracted as the steering column 4 is expanded and contracted. The front and rear position of 1 can be adjusted.

電動式のステアリングホイールの前後位置調節装置の構成及び作用は上述の通りであるが、衝突事故の際に運転者の保護を図る面から、上記調節ねじ杆８の存在に拘らず、上記ステアリングホイール１を前方に変位させる為の構造が必要になる。即ち、衝突事故の際には、自動車が他の自動車等に衝突する、所謂一次衝突に続いて、運転者の身体（主として胸部若しくは頭部）が上記ステアリングホイール１にぶつかる、所謂二次衝突が発生する。この二次衝突の際、運転者の身体に加わる衝撃を緩和する為には、この二次衝突に伴って上記ステアリングホイール１が前方に変位する構造とする必要がある。 The configuration and operation of the front / rear position adjustment device for the electric steering wheel are as described above. However, from the viewpoint of protecting the driver in the event of a collision, the steering wheel regardless of the presence of the adjustment screw 杆 8. A structure for displacing 1 forward is required. That is, in the event of a collision accident, a so-called secondary collision in which the driver's body (mainly the chest or head) collides with the steering wheel 1 following a so-called primary collision in which the automobile collides with another automobile or the like. appear. In order to alleviate the impact applied to the driver's body during the secondary collision, the steering wheel 1 needs to be displaced forward along with the secondary collision.

上記図１６に示した構造の場合、ステアリングコラム４及びステアリングシャフト２は、何れも伸縮自在な構造であるから、そのままでも、上記二次衝突に伴って上記ステアリングホイール１が前方に変位する構造を容易に構成できる。これに対して、上記調節ねじ杆８は、そのままでは全長が縮まる事がなく、上記ステアリングコラム４を構成する前記アウターコラム５と前記インナーコラム６との間で突っ張る為、このステアリングコラム４が縮まらなくなる。勿論、上記アウターコラム５は、例えば特許文献３、４に記載されている様な構造により、上記二次衝突に伴って前方に脱落する様に、車体に対して支持されているので、上記調節ねじ杆８が存在するとしても、上記ステアリングホイール１の前方への変位が全く行なわれなくなる訳ではない。 In the case of the structure shown in FIG. 16, since the steering column 4 and the steering shaft 2 are both extendable and retractable structures, the structure in which the steering wheel 1 is displaced forward along with the secondary collision can be used. Easy to configure. On the other hand, the adjustment screw rod 8 does not shrink the entire length as it is, and is stretched between the outer column 5 and the inner column 6 constituting the steering column 4, so that the steering column 4 is not shrunk. Disappear. Of course, the outer column 5 is supported with respect to the vehicle body so as to drop forward due to the secondary collision by the structure as described in, for example, Patent Documents 3 and 4. Even if the screw rod 8 is present, the forward displacement of the steering wheel 1 is not completely stopped.

但し、上記ステアリングコラム４が縮まらなくなる分だけ、二次衝突の初期段階で、衝撃荷重のピークが発生し易くなるだけでなく、上記ステアリングホイール１の前方への変位量が少なくなる為、運転者の保護充実の面からは不利である。又、ステアリングコラム４を、その全長を縮める事なくダッシュボード等の固定の部分から脱落させ、ステアリングホイールの前方への変位を許容する構造の場合、脱落後、ステアリングホイール及びステアリングコラム等の構成各部の姿勢が不安定になる。この結果、ステアリングホイールと運転者の身体との関係がずれる。この関係がずれる事は、エアバッグ装置の機能確保の面から、或いは運転者の足、腰等とステアリング装置の構成部品等との衝突を防止する面からは不利である。更には、二次衝突の発生時に、上記ステアリングコラム４を含むステアリング装置の構成部材全体を上記固定の部分から脱落させて前方に変位させ始める構造の場合、上記二次衝突の発生の瞬間に運転者の身体に加わる衝撃荷重（ピーク荷重）が大きくなり、運転者保護の面から不利である。 However, the amount of forward displacement of the steering wheel 1 is reduced in the initial stage of the secondary collision, and the amount of forward displacement of the steering wheel 1 is reduced by the amount that the steering column 4 is not contracted. It is disadvantageous from the aspect of enhancing protection. Further, in the case of a structure in which the steering column 4 is dropped from a fixed part such as a dashboard without reducing the overall length and the steering wheel 4 is allowed to move forward, the components such as the steering wheel and the steering column are removed after dropping. The posture becomes unstable. As a result, the relationship between the steering wheel and the driver's body is shifted. This relationship is disadvantageous from the standpoint of ensuring the function of the airbag device or from the standpoint of preventing collision between the driver's feet, hips, and the like and the components of the steering device. Furthermore, when a secondary collision occurs, in the case of a structure in which the entire components of the steering device including the steering column 4 are dropped from the fixed portion and start to be displaced forward, the operation is performed at the moment when the secondary collision occurs. The impact load (peak load) applied to the person's body increases, which is disadvantageous from the viewpoint of driver protection.

この為、前記特許文献２には、例えば図１７に示す様な構造により、二次衝突時に加わる衝撃荷重により全長を縮める、調節ねじ杆８ａに関する発明が記載されている。この調節ねじ杆８ａは、円管状の外筒１２と内軸１３とを、合成樹脂若しくは軟質金属製のピン３９により結合して成る。この様な調節ねじ杆８ａは、二次衝突時に加わる衝撃荷重によりこのピン３９が裂断されるのに伴って、全長を縮める。この為、上記調節ねじ杆８ａが上記アウターコラム５と上記インナーコラム６との間で突っ張る事はなく、二次衝突時に上記ステアリングコラム４が縮まる事を許容する。 For this reason, Patent Document 2 describes an invention relating to an adjusting screw rod 8a that has a structure as shown in FIG. The adjusting screw rod 8a is formed by connecting a cylindrical outer cylinder 12 and an inner shaft 13 with a pin 39 made of synthetic resin or soft metal. Such an adjusting screw rod 8a shortens the entire length as the pin 39 is broken by an impact load applied at the time of a secondary collision. For this reason, the adjusting screw rod 8a is not stretched between the outer column 5 and the inner column 6, and the steering column 4 is allowed to contract during a secondary collision.

但し、上記外筒１２と上記内軸１３とから成る上記調節ねじ杆８ａは、全長に亙って同軸度を確保する事が難しい。言い換えれば、この調節ねじ杆８ａの一端寄り部分と他端寄り部分とが互いに偏心し易い。そして、偏心した場合には、この調節ねじ杆８ａの雄ねじ部９とナットとの螺合部に不均一な力が作用し、上記ステアリングホイール１の前後位置を調節すべく、上記調節ねじ杆８ａを回転させる際に、耳障りなうなりや、不快な振動が発生し易くなる。 However, it is difficult to ensure the coaxiality of the adjusting screw rod 8a composed of the outer cylinder 12 and the inner shaft 13 over the entire length. In other words, the portion near the one end and the portion near the other end of the adjusting screw rod 8a are easily eccentric from each other. In the case of eccentricity, a non-uniform force acts on the threaded portion between the male screw portion 9 and the nut of the adjusting screw rod 8a, and the adjusting screw rod 8a is adjusted to adjust the front-rear position of the steering wheel 1. When rotating the, it becomes easy to generate unpleasant humor and unpleasant vibration.

又、調節ねじ杆と共に送りねじ機構を構成するナットを合成樹脂製とし、二次衝突時にこのナットの雌ねじ部を破断させる事により、このナットに対する上記調節ねじ杆の軸方向変位を可能とし、ステアリングコラムを収縮可能とする事も考えられる。但し、この様な構造を採用した場合には、通常状態での上記調節ねじ杆の雄ねじ部と上記ナットとの螺合部の信頼性（破損しにくさ）を確保し、しかも、二次衝突時に上記雌ねじ部を確実に破断させる為の設計が難しい。 Also, the nut that constitutes the feed screw mechanism together with the adjustment screw とし is made of synthetic resin, and the female screw part of this nut is broken at the time of a secondary collision, thereby enabling the axial displacement of the adjustment screw 変位 with respect to this nut. It is also possible to make the column retractable. However, when such a structure is adopted, the reliability (hardness to breakage) of the threaded portion of the adjusting screw 雄 and the nut in the normal state is ensured, and the secondary collision At times, it is difficult to design the internal thread portion to ensure breakage.

更に、何れの構造でも、二次衝突時にステアリングホイールの前方への変位を許容する事はできるが、運転者の身体からこのステアリングホイールに加わった衝撃エネルギを吸収しつつ、このステアリングホイールを前方に変位させる、所謂衝撃吸収機能を持たせる事はできない。この衝撃吸収機能を持たせる為に、ダッシュボードとステアリングコラムとの間に、上記衝撃エネルギを吸収する事により塑性変形して、このステアリングコラムの前方への変位を許容する、エネルギ吸収部材を設ける事も考えられる。但し、この場合には、別途エネルギ吸収部材が必要になり、部品製作、部品管理、組立作業が何れも面倒になり、電動式位置調節機構付ステアリング装置の製作コストが嵩む原因になる。 Furthermore, in any structure, the steering wheel can be allowed to move forward in the event of a secondary collision, but the steering wheel is moved forward while absorbing impact energy applied to the steering wheel from the driver's body. It cannot be provided with a so-called shock absorbing function. In order to provide this shock absorbing function, an energy absorbing member is provided between the dashboard and the steering column, which is plastically deformed by absorbing the shock energy and allows the steering column to move forward. Things can also be considered. However, in this case, a separate energy absorbing member is required, and parts production, parts management, and assembly work are all troublesome, which increases the production cost of the steering device with an electric position adjustment mechanism.

特開平９−１１９１５号公報JP-A-9-11915 特開２００３−２７６６１６号公報JP 2003-276616 A 特開平１１−１６５６４３号公報Japanese Patent Laid-Open No. 11-165543 特開２０００−２３３７５８号公報JP 2000-233758 A

本発明は、上述の様な事情に鑑みて、位置調節時の静粛性を確保し、しかも衝突事故の際の運転者保護の充実を図れる、電動式位置調節機構付ステアリング装置の衝撃吸収装置を実現すべく発明したものである。 In view of the circumstances as described above, the present invention provides an impact absorbing device for a steering device with an electric position adjustment mechanism that ensures quietness during position adjustment and can enhance driver protection in the event of a collision. It was invented to realize.

本発明の衝撃吸収装置を組み込む電動式位置調節機構付ステアリング装置は何れも、前述した従来から知られている電動式位置調節機構付ステアリング装置と同様に、ステアリングコラムと、ステアリングシャフトと、調節ねじ杆と、調節ナットとを備える。
このうちのステアリングコラムは、ダッシュボード、車体に支持されたアウターコラム等の固定の部分に対し、前後方向の移動を可能に支持されている。尚、本明細書及び特許請求の範囲に記載した固定の部分とは、通常状態で車体に対し変位する事が無い部分を言う。衝突事故に伴って前後方向に大きな力が加わった場合に支持構造が脱落し、上記車体に対し変位する部分であっても、通常状態で車体に対し変位しなければ、上記固定の部分になり得る。勿論、衝突事故に伴って前後方向に大きな力が加わった場合にも脱落せず、上記車体に対し変位しない部分（固定のままの部分）も、上記固定の部分である。
又、上記ステアリングシャフトは、上記ステアリングコラムに回転自在に支持された状態で設けられ、後端部にステアリングホイールを支持固定する。
又、上記調節ねじ杆は、上記ステアリングコラムの外側に、このステアリングコラムと平行に配設されている。
更に、上記調節ナットは、上記調節ねじ杆の雄ねじ部に螺合している。
そして、これら調節ねじ杆と調節ナットとのうちの一方の部材を上記ステアリングコラムに、他方の部材を上記固定の部分に、互いの相対回転を可能な状態でそれぞれ支持すると共に、上記調節ねじ杆と上記調節ナットとのうちの何れかの部材を電動モータにより両方向に回転駆動自在として成る。 The steering device with an electric position adjustment mechanism incorporating the shock absorbing device of the present invention is similar to the steering device with an electric position adjustment mechanism that has been conventionally known, and a steering column, a steering shaft, and an adjustment screw. A jar and an adjusting nut are provided.
Among these, the steering column is supported so as to be movable in the front-rear direction with respect to fixed portions such as a dashboard and an outer column supported by the vehicle body. The fixed portion described in the present specification and claims refers to a portion that is not displaced with respect to the vehicle body in a normal state. If a large force is applied in the front-rear direction in the event of a collision accident, even if the support structure falls off and displaces relative to the vehicle body, it will become the fixed part if it does not displace relative to the vehicle body under normal conditions. obtain. Of course, a portion that does not fall off even when a large force is applied in the front-rear direction in the event of a collision and does not displace relative to the vehicle body (a portion that remains fixed) is also the fixed portion.
The steering shaft is rotatably supported by the steering column, and supports and fixes a steering wheel at the rear end.
The adjustment screw 杆 is disposed outside the steering column and in parallel with the steering column.
Further, the adjustment nut is screwed into a male screw portion of the adjustment screw rod.
One member of the adjustment screw 杆 and the adjustment nut is supported on the steering column, and the other member is supported on the fixed portion in a state where they can be rotated relative to each other. And any one of the adjusting nuts can be driven to rotate in both directions by an electric motor.

本発明の衝撃吸収装置は何れも、この様な電動式位置調節機構付ステアリング装置に組み込み、二次衝突時に上記ステアリングホイールに加わった衝撃を吸収しつつ、上記ステアリングコラムを前方に移動させるものである。
この様な本発明の電動式位置調節機構付ステアリング装置の衝撃吸収装置のうち、請求項１に記載した電動式位置調節機構付ステアリング装置の衝撃吸収装置に於いては、上記一方の部材の前方への変位を、この一方の部材と上記他方の部材との相対回転に変換させるべく、上記調節ねじ杆と上記調節ナットとを逆作動可能に螺合させている。
そして、上記一方の部材が前方に変位する際にこれら調節ねじ杆と調節ナットとの螺合部で生じる抵抗により、上記衝撃を吸収しつつ上記ステアリングコラムの前方への変位を許容する。 All of the impact absorbing devices of the present invention are incorporated into such a steering device with an electric position adjusting mechanism, and move the steering column forward while absorbing the impact applied to the steering wheel during a secondary collision. is there.
Among such shock absorbers of the steering device with an electric position adjusting mechanism according to the present invention, in the shock absorber of the steering device with an electric position adjusting mechanism according to claim 1, the front of the one member is provided. The adjustment screw 杆 and the adjustment nut are threadably engaged with each other so as to convert the displacement to the relative rotation between the one member and the other member.
Then, when the one member is displaced forward, the resistance generated at the screwed portion between the adjusting screw rod and the adjusting nut allows the steering column to be displaced forward while absorbing the impact.

上述の様な請求項１に記載した発明を実施する場合に、例えば請求項２に記載した様に、調節ねじ杆の後端部をステアリングコラムに対し、回転及び軸方向の相対変位を阻止された状態で支持固定する。一方、調節ナットを固定の部分に、回転のみ可能に支持する。又、この調節ナットを電動モータにより、逆作動可能な減速機を介して、両方向に回転駆動可能とする。 When carrying out the invention described in claim 1 as described above, for example, as described in claim 2, the rear end portion of the adjusting screw rod is prevented from rotating and being relatively displaced in the axial direction with respect to the steering column. Support and fix in the state. On the other hand, the adjustment nut is supported on the fixed portion so as to be rotatable only. Further, the adjusting nut can be driven to rotate in both directions by an electric motor via a speed reducer that can be operated in reverse.

或いは、請求項１に記載した発明を実施する場合に、例えば請求項３に記載した様に、上記調節ねじ杆の後端部をステアリングコラムに対し、大きなトルクの入力時に回転可能且つ軸方向の相対変位を阻止した状態で支持する。一方、調節ナットを固定の部分に、回転のみ可能に支持する。又、この調節ナットを電動モータにより、逆作動しない減速機を介して、両方向に回転駆動可能とする。 Alternatively, when the invention described in claim 1 is carried out, as described in claim 3, for example, the rear end portion of the adjusting screw rod can be rotated with respect to the steering column when a large torque is input, and the axial direction of the adjusting screw rod can be rotated. Support with relative displacement prevented. On the other hand, the adjustment nut is supported on the fixed portion so as to be rotatable only. In addition, the adjusting nut can be driven to rotate in both directions by an electric motor via a speed reducer that does not reversely operate.

或いは、請求項１に記載した発明を実施する場合に、例えば請求項４に記載した様に、調節ナットをステアリングコラムに対し、ねじ孔の中心軸とこのステアリングコラムの中心軸とを平行にし、且つ、回転を阻止した状態で支持固定する。一方、調節ねじ杆の前端部を固定の部分に、軸方向の変位を阻止した状態で回転可能に、この調節ねじ杆の中心軸と上記ステアリングコラムの中心軸とを平行にした状態で支持する。又、この調節ねじ杆を電動モータにより、逆作動可能な減速機を介して、両方向に回転駆動可能とする。 Alternatively, when the invention described in claim 1 is carried out, for example, as described in claim 4, the adjusting nut is made parallel to the steering column and the central axis of the screw hole is parallel to the central axis of the steering column. In addition, it is supported and fixed in a state where rotation is prevented. On the other hand, the front end portion of the adjusting screw rod is supported by a fixed portion so that the central axis of the adjusting screw rod and the central axis of the steering column are parallel to each other so as to be rotatable while preventing axial displacement. . The adjusting screw 杆 can be driven to rotate in both directions by an electric motor via a speed reducer that can be operated in reverse.

或いは、請求項１に記載した発明を実施する場合に、例えば請求項５に記載した様に、支持ブラケットの基端部をステアリングコラムに固定する。そして、この支持ブラケットの先端部に調節ナットを、ねじ孔の中心軸とこのステアリングコラムの中心軸とを平行にし、且つ、大きなトルクが加わった場合に回転可能な状態で支持する。又、調節ねじ杆の前端部を固定の部分に、軸方向の変位を阻止した状態で回転可能に、この調節ねじ杆の中心軸と上記ステアリングコラムの中心軸とを平行にした状態で支持する。更に、この調節ねじ杆を電動モータにより、逆作動しない減速機を介して、両方向に回転駆動可能とする。 Alternatively, when the invention described in claim 1 is carried out, as described in claim 5, for example, the base end portion of the support bracket is fixed to the steering column. An adjustment nut is supported at the tip of the support bracket so that the central axis of the screw hole and the central axis of the steering column are parallel to each other and can be rotated when a large torque is applied. Further, the front end portion of the adjusting screw rod に is supported by a fixed portion so that the central axis of the adjusting screw rod and the central axis of the steering column are parallel to each other so as to be rotatable while preventing axial displacement. . Further, the adjustment screw 杆 can be driven to rotate in both directions by a reduction gear that does not operate reversely by an electric motor.

又、本発明の電動式位置調節機構付ステアリング装置の衝撃吸収装置のうち、請求項６に記載した電動式位置調節機構付ステアリング装置の衝撃吸収装置に於いては、前記一方の部材の前方への変位を、この一方の部材と前記他方の部材との相対回転に変換させるべく、前記調節ねじ杆と前記調節ナットとを逆作動可能に螺合させている。
そして、上記一方の部材が前方に変位する際にこれら調節ねじ杆と調節ナットとの螺合部で生じる抵抗と、これら調節ねじ杆と調節ナットとのうちで上記逆作動に基づいて回転する部材が回転する事に対する抵抗とにより、上記衝撃を吸収しつつ上記ステアリングコラムの前方への変位を許容する。 Of the shock absorbers for a steering device with an electric position adjusting mechanism according to the present invention, in the shock absorber for a steering device with an electric position adjusting mechanism according to claim 6, the one member is moved forward. In order to convert this displacement into relative rotation between the one member and the other member, the adjusting screw rod and the adjusting nut are screwed together so that they can be operated in reverse.
Then, when the one member is displaced forward, a resistance generated at a screwed portion between the adjusting screw rod and the adjusting nut, and a member that rotates based on the reverse operation of the adjusting screw rod and the adjusting nut. The steering column is allowed to move forward while absorbing the impact due to the resistance against rotation of the steering column.

上述の様な請求項６に記載した発明を実施する場合に、例えば請求項７に記載した様に、調節ねじ杆の後端部をステアリングコラムに対し、回転及び軸方向の相対変位を阻止された状態で支持固定する。一方、調節ナットを固定の部分に、回転のみ可能に支持する。又、この調節ナットを電動モータにより、逆作動可能な減速機を介して、両方向に回転駆動可能とする。そして、この減速機が逆作動する際の抵抗を、上記調節ねじ杆と上記調節ナットとの逆作動に基づいて回転する部材が回転する事に対する抵抗とする。 When carrying out the invention described in claim 6 as described above, for example, as described in claim 7, the rear end portion of the adjusting screw rod is prevented from rotating and being relatively displaced in the axial direction with respect to the steering column. Support and fix in the state. On the other hand, the adjustment nut is supported on the fixed portion so as to be rotatable only. Further, the adjusting nut can be driven to rotate in both directions by an electric motor via a speed reducer that can be operated in reverse. And the resistance at the time of reverse operation of this reduction gear is made into resistance with respect to rotation of the member rotated based on the reverse operation of the said adjustment screw rod and the said adjustment nut.

或いは、請求項６に記載した発明を実施する場合に、例えば請求項８に記載した様に、上記調節ねじ杆の後端部をステアリングコラムに対し、大きなトルクの入力時に回転可能且つ軸方向の相対変位を阻止した状態で支持する。一方、調節ナットを固定の部分に、回転のみ可能に支持する。又、この調節ナットを電動モータにより、逆作動しない減速機を介して、両方向に回転駆動可能とする。そして、上記調節ねじ杆が回転する際の抵抗を、上記調節ねじ杆と上記調節ナットとの逆作動に基づいて回転する部材が回転する事に対する抵抗とする。 Alternatively, when the invention described in claim 6 is carried out, as described in claim 8, for example, the rear end portion of the adjusting screw rod can be rotated with respect to the steering column when a large torque is input, and the axial direction of the adjusting screw rod can be rotated. Support with relative displacement prevented. On the other hand, the adjustment nut is supported on the fixed portion so as to be rotatable only. In addition, the adjusting nut can be driven to rotate in both directions by an electric motor via a speed reducer that does not reversely operate. Then, the resistance when the adjusting screw とする rotates is the resistance against the rotation of the rotating member based on the reverse operation of the adjusting screw 杆 and the adjusting nut.

そして、上述の様な請求項８に記載した発明を実施する場合に、好ましくは、例えば請求項９に記載した様に、基端部をステアリングコラムに固定した支持ブラケットの先端部に、中心軸がこのステアリングコラムと平行な円孔を形成する。又、この円孔の内側に調節ねじ杆の後端部を、トルクリミッタを介して内嵌すると共に、この調節ねじ杆の外周面後端寄り部分に設けた鍔部の後側面と上記支持ブラケットの前側面との間にスラスト軸受を設ける。 When the invention described in claim 8 as described above is carried out, preferably, as described in claim 9, for example, the center shaft is attached to the distal end portion of the support bracket whose base end portion is fixed to the steering column. Forms a circular hole parallel to the steering column. Also, the rear end portion of the adjusting screw rod is fitted inside the circular hole via a torque limiter, and the rear side surface of the flange portion provided near the rear end portion of the outer peripheral surface of the adjusting screw rod and the support bracket. A thrust bearing is provided between the front side and the front side.

或いは、請求項６に記載した発明を実施する場合に、例えば請求項１０に記載した様に、調節ナットをステアリングコラムに対し、ねじ孔の中心軸とこのステアリングコラムの中心軸とを平行にし、且つ、回転を阻止した状態で支持固定する。一方、調節ねじ杆の前端部を固定の部分に、軸方向の変位を阻止した状態で回転可能に、この調節ねじ杆の中心軸と上記ステアリングコラムの中心軸とを平行にした状態で支持する。又、この調節ねじ杆を電動モータにより、逆作動可能な減速機を介して、両方向に回転駆動可能とする。そして、この減速機が逆作動する際の抵抗を、上記調節ねじ杆と上記調節ナットとの逆作動に基づいて回転する部材が回転する事に対する抵抗とする。 Alternatively, when the invention described in claim 6 is carried out, for example, as described in claim 10, the adjustment nut is made parallel to the steering column with respect to the central axis of the screw hole and the central axis of the steering column, In addition, it is supported and fixed in a state where rotation is prevented. On the other hand, the front end portion of the adjusting screw rod is supported by a fixed portion so that the central axis of the adjusting screw rod and the central axis of the steering column are parallel to each other so as to be rotatable while preventing axial displacement. . The adjusting screw 杆 can be driven to rotate in both directions by an electric motor via a speed reducer that can be operated in reverse. And the resistance at the time of reverse operation of this reduction gear is made into resistance with respect to rotation of the member rotated based on the reverse operation of the said adjustment screw rod and the said adjustment nut.

上述の様な請求項１０に記載した発明を実施する場合に、例えば請求項１１に記載した様に、上記調節ナットを厚肉金属板製とし、この厚肉金属板の基端部をステアリングコラムに外嵌固定し、先端部にねじ孔を形成する。
或いは、請求項１２に記載した様に、上記調節ナットを、円管状とする。そして、この調節ナットの内周面に雌ねじを形成すると共に、後端部をステアリングコラムに対し、支持ブラケットを介して支持固定する。 When carrying out the invention described in claim 10 as described above, for example, as described in claim 11, the adjustment nut is made of a thick metal plate, and the base end portion of the thick metal plate is used as a steering column. And a screw hole is formed at the tip.
Alternatively, as described in claim 12, the adjustment nut has a circular tube shape. And while forming an internal thread in the inner peripheral surface of this adjustment nut, a rear-end part is supported and fixed to a steering column via a support bracket.

或いは、請求項６に記載した発明を実施する場合に、例えば請求項１３に記載した様に、支持ブラケットの基端部をステアリングコラムに固定する。そして、この支持ブラケットの先端部に調節ナットを、ねじ孔の中心軸とこのステアリングコラムの中心軸とを平行にし、且つ、大きなトルクが加わった場合に回転可能な状態で支持する。又、調節ねじ杆の前端部を固定の部分に、軸方向の変位を阻止した状態で回転可能に、この調節ねじ杆の中心軸と上記ステアリングコラムの中心軸とを平行にした状態で支持する。更に、この調節ねじ杆を電動モータにより、逆作動しない減速機を介して、両方向に回転駆動可能とする。そして、上記調節ナットが回転する際の抵抗を、上記調節ねじ杆と上記調節ナットとの逆作動に基づいて回転する部材が回転する事に対する抵抗とする。 Alternatively, when the invention described in claim 6 is carried out, as described in claim 13, for example, the base end portion of the support bracket is fixed to the steering column. An adjustment nut is supported at the tip of the support bracket so that the central axis of the screw hole and the central axis of the steering column are parallel to each other and can be rotated when a large torque is applied. Further, the front end portion of the adjusting screw rod に is supported by a fixed portion so that the central axis of the adjusting screw rod and the central axis of the steering column are parallel to each other so as to be rotatable while preventing axial displacement. . Further, the adjustment screw 杆 can be driven to rotate in both directions by a reduction gear that does not operate reversely by an electric motor. The resistance when the adjusting nut rotates is the resistance against the rotation of the rotating member based on the reverse operation of the adjusting screw rod and the adjusting nut.

上述の様な請求項１３に記載した発明を実施する場合に、例えば請求項１４に記載した様に、上記支持ブラケットの先端部に、中心軸がこのステアリングコラムと平行な円孔を形成する。そして、この円孔の内側に調節ナットを、トルクリミッタを介して内嵌すると共に、この調節ナットの外周面に設けた鍔部の後側面と上記支持ブラケットの前側面との間にスラスト軸受を設ける。
又、好ましくは請求項１５に記載した様に、上記調節ナットを、円管状とし、内周面に雌ねじを形成する。 When carrying out the invention described in claim 13 as described above, for example, as described in claim 14, a circular hole whose central axis is parallel to the steering column is formed at the tip of the support bracket. Then, an adjustment nut is fitted inside the circular hole via a torque limiter, and a thrust bearing is provided between the rear side surface of the flange provided on the outer peripheral surface of the adjustment nut and the front side surface of the support bracket. Provide.
Preferably, as described in claim 15, the adjusting nut is formed in a circular tube shape, and an internal thread is formed on the inner peripheral surface.

上述の様に構成する本発明のステアリングホイールの電動式位置調節装置の場合には、調節ねじ杆を２分割構造としなくても（一体構造としても）、二次衝突時に加わる衝撃荷重によってステアリングコラムが変位する事を許容できる。この為、位置調節時の静粛性を確保し、しかも衝突事故の際の運転者保護の充実を図れる。
即ち、二次衝突に伴ってステアリングコラムに対し、前方に向かう力が加わると、このステアリングコラムに支持した、調節ねじ杆と調節ナットとのうちの一方の部材が、このステアリングコラムと共に前方に変位する傾向になる。そして、この一方の部材と、固定の部分に支持した、上記調節ねじ杆と上記調節ナットとのうちの他方の部材との間に加わる、これら両部材同士を前後方向に相対変位させ様とする力に基づき、これら両部材により構成される送りねじ機構が逆作動する。この結果、上記一方の部材、及び、この一方の部材を支持した上記ステアリングコラムの前方への変位が許容される。 In the case of the electric position adjusting device for a steering wheel of the present invention configured as described above, the steering column is not affected by the impact load applied at the time of the secondary collision, even if the adjusting screw rod is not divided into two parts (even as an integral structure). Can be displaced. For this reason, it is possible to ensure quietness during position adjustment and to enhance driver protection in the event of a collision.
That is, when a forward force is applied to the steering column due to the secondary collision, one member of the adjusting screw rod and the adjusting nut supported by the steering column is displaced forward together with the steering column. Will tend to. Then, the two members, which are added between the one member and the other member of the adjustment nut supported by the fixed portion, are relatively displaced in the front-rear direction. Based on the force, the feed screw mechanism constituted by these two members operates in reverse. As a result, the forward displacement of the one member and the steering column supporting the one member is allowed.

この様にしてこのステアリングコラムが前方に変位する際に、次の(A)(B)に示した２種類の抵抗のうち、少なくとも(A) に示した抵抗が、このステアリングコラムが前方に変位するのを阻止する方向に加わる。又、必要に応じて(B) に示した抵抗が加わる。
(A) 上記両部材、即ち、上記調節ねじ杆と上記調節ナットとの螺合部で生じる抵抗（送りねじ機構を逆作動させる為に要する力）。
(B) 上記他方の部材を回転駆動する為の減速機部分で生じる抵抗（減速機を逆作動させる為に要する力）、電動モータの回転抵抗、調節ねじ杆の端部に設けたトルクリミッタ等、上記調節ねじ杆と上記調節ナットとのうちで上記逆作動に基づいて回転する部材が回転する事に対する抵抗。
二次衝突時には、上記(A)(B)の２通りの抵抗に抗して、上記ステアリングコラムを前方に変位させる必要がある。そして、これら２通りの抵抗は、上記二次衝突時にステアリングホイール及びステアリングシャフトを介して上記ステアリングコラムに加わった衝撃エネルギを吸収する役目を果たす。しかも、上記(A)(B)の２通りの抵抗の大きさは、設計的に規制できるので、上記二次衝突時に吸収する、衝撃エネルギの大きさを任意に調節できる。 When the steering column is displaced forward in this way, at least the resistance shown in (A) of the following two types of resistances shown in (A) and (B) is displaced forward. Join in a direction to stop doing. If necessary, the resistance shown in (B) is added.
(A) Resistance (force required to reversely operate the feed screw mechanism) generated at the threaded portion between the two members, that is, the adjustment screw rod and the adjustment nut.
(B) Resistance generated in the speed reducer part for rotationally driving the other member (force required for reverse operation of the speed reducer), rotational resistance of the electric motor, torque limiter provided at the end of the adjusting screw rod, etc. Resistance to rotation of a member that rotates based on the reverse operation of the adjusting screw 杆 and the adjusting nut.
At the time of a secondary collision, it is necessary to displace the steering column forward against the two resistances (A) and (B). These two resistances serve to absorb impact energy applied to the steering column via the steering wheel and steering shaft during the secondary collision. In addition, since the two resistances (A) and (B) can be regulated in design, the magnitude of impact energy absorbed in the secondary collision can be arbitrarily adjusted.

［実施の形態の第１例］
図１〜２は、請求項１、２、６、７に対応する、本発明の実施の形態の第１例を示している。本例の構造を構成するステアリングコラム４ａは、アウターコラム５ａとインナーコラム６ａとを、全長の伸縮を可能に、テレスコープ状に組み合わせて成る。このうち、前側（図１の左側）に配置されたアウターコラム５ａは、特許請求の範囲に記載した固定の部分に対応し、車体に対し固定されて、通常時に上記車体に対し変位する事はない。但し、二次衝突の（時間的）後半では、前方に脱落して、車体に対し前方に変位する。又、上記インナーコラム６ａは、後側（図１の右側）に配置されて、その前端部乃至前半部を上記アウターコラム５ａの後端部乃至後半部に、軸方向の変位を可能に内嵌している。尚、本発明を実施する場合に、上記アウターコラム５ａは、必ずしも二次衝突の後半で前方に脱落する構造とする必要はない（車体に固定のままでも良い）。 [First example of embodiment]
1 and 2 show a first example of an embodiment of the present invention corresponding to claims 1, 2, 6, and 7. FIG. The steering column 4a constituting the structure of this example is formed by combining an outer column 5a and an inner column 6a in a telescope shape so that the entire length can be expanded and contracted. Of these, the outer column 5a arranged on the front side (left side in FIG. 1) corresponds to the fixed portion described in the claims, is fixed to the vehicle body, and is not displaced with respect to the vehicle body at normal times. Absent. However, in the second half of the secondary collision (temporal), it falls off forward and is displaced forward relative to the vehicle body. The inner column 6a is disposed on the rear side (right side in FIG. 1), and the front end portion or the front half portion thereof is fitted to the rear end portion or the rear half portion of the outer column 5a so as to be axially displaceable. is doing. When carrying out the present invention, the outer column 5a is not necessarily configured to drop forward in the second half of the secondary collision (it may remain fixed to the vehicle body).

そして、上記インナーコラム６ａの内側にステアリングシャフト２ａを、回転自在に支持している。このステアリングシャフト２ａは、後半部に配置した円管状のアウターシャフト１４の前端部と、杆状のインナーシャフト１５の後端部とをスプライン係合させて、回転力の伝達及び伸縮を自在に構成している。この様な上記ステアリングシャフト２ａは、上記アウターシャフト１４の中間部後端寄り部分を上記インナーコラム６ａの後端部に、深溝型の玉軸受等の転がり軸受１６により、回転のみ可能に支持している。更に、上記アウターシャフト１４の後端部で上記インナーコラム６ａの後端から後方に突出した部分に、ステアリングホイール１ａを支持固定している。この様な構成により、上記アウターコラム５ａに対し上記インナーコラム６ａを、軸方向に摺動させて、上記ステアリングホイール１ａの前後位置の調節を可能にしている。 A steering shaft 2a is rotatably supported inside the inner column 6a. This steering shaft 2a has a front end portion of a circular tubular outer shaft 14 arranged in the rear half portion and a rear end portion of a bowl-shaped inner shaft 15 that are spline-engaged to freely transmit and contract a rotational force. is doing. In such a steering shaft 2a, a portion near the rear end of the intermediate portion of the outer shaft 14 is supported at the rear end of the inner column 6a by a rolling bearing 16 such as a deep groove type ball bearing so as to be rotatable only. Yes. Further, the steering wheel 1a is supported and fixed to a portion of the rear end portion of the outer shaft 14 that protrudes rearward from the rear end of the inner column 6a. With such a configuration, the front and rear positions of the steering wheel 1a can be adjusted by sliding the inner column 6a in the axial direction with respect to the outer column 5a.

そして、上記インナーコラム６ａの軸方向移動を電動式に行なわせるべく、調節ねじ杆８ｂと、調節ナット１１ａと、ウォーム減速機１７と、電動モータ１８とを備える、電動駆動装置を設けている。このうちの調節ねじ杆８ｂの後端部は、支持ブラケット１９を介して、上記インナーコラム６ａの中間部に支持固定している。この状態で上記調節ねじ杆８ｂは、このインナーコラム６ａと平行に配置され、回転する事なく、このインナーコラム６ａと共に軸方向に変位する。又、上記調節ナット１１ａは、上記アウターコラム５ａの外周面から突出する状態で設けられた減速機ハウジング２０内に、それぞれが深溝型或いはアンギュラ型等の玉軸受である、１対の転がり軸受２１ａ、２１ｂにより、回転のみ自在に支持している。 An electric drive device including an adjustment screw rod 8b, an adjustment nut 11a, a worm reducer 17, and an electric motor 18 is provided so that the axial movement of the inner column 6a is performed. Of these, the rear end portion of the adjusting screw rod 8b is supported and fixed to the intermediate portion of the inner column 6a via a support bracket 19. In this state, the adjusting screw rod 8b is disposed in parallel with the inner column 6a, and is displaced in the axial direction together with the inner column 6a without rotating. The adjustment nut 11a is a pair of rolling bearings 21a each of which is a deep groove type or angular type ball bearing in a reduction gear housing 20 provided in a state protruding from the outer peripheral surface of the outer column 5a. , 21b supports only rotation.

上記調節ナット１１ａは、ウォームホイール状に構成したもので、中心部にねじ孔２２を、外周面にウォームホイール歯２３を、それぞれ形成している。そして、このうちのねじ孔２２と、上記調節ねじ杆８ｂの前半部に設けた雄ねじ部２４とを螺合させている。この螺合に基づいて、上記調節ナット１１ａの回転に伴って上記調節ねじ杆８ｂを軸方向に変位させる、送りねじ機構を構成している。尚、上記ねじ孔２２の内周面に形成した雌ねじのピッチ、並びに、雄ねじ部２４を構成する雄ねじのピッチは、一般的な送りねじ装置を構成する雌ねじ及び雄ねじのピッチよりも大きく（リード角を大きく）して、上記ねじ孔２２と上記雄ねじ部２４とを、逆作動可能に螺合させている。 The adjusting nut 11a is configured in a worm wheel shape, and has a screw hole 22 in the center and worm wheel teeth 23 on the outer peripheral surface. And the screw hole 22 of these and the external thread part 24 provided in the front half part of the said adjustment screw rod 8b are screwed together. Based on this screwing, a feed screw mechanism is configured to displace the adjusting screw rod 8b in the axial direction as the adjusting nut 11a rotates. The pitch of the female screw formed on the inner peripheral surface of the screw hole 22 and the pitch of the male screw constituting the male screw portion 24 are larger than the pitch of the female screw and male screw constituting a general feed screw device (lead angle). The screw hole 22 and the male screw portion 24 are screwed together so as to be able to operate in reverse.

これらねじ孔２２と雄ねじ部２４とを逆作動可能に螺合させる為の条件は、送りねじ機構の技術分野で一般的に知られている計算式により求められる。例えば、
上記雄ねじの有効径：２ｄ
この雄ねじのリード角： β
この雄ねじと上記雌ねじとの螺合部の摩擦係数： μ
この螺合部の圧力角： α
この螺合部の摩擦角： ρ₀
この螺合部の見掛け上の摩擦角： ρ₁ ｛＝ tan^-1（μ/cosα）｝
二次衝突に伴って上記調節ねじ杆８ｂに入力されるアキシアル荷重：Ｆ_EA
上記調節ナット１１ａを回転させる為に要するトルク（ロストルク）：Ｔ_N
とした場合に、
β＞ρ₀
を満たし、且つ、
Ｔ_N ＜ｄ・Ｆ_EA・ tan（β−ρ₁ ）
を満たす様に、各部の形状（角度、高さ、幅等）、性状（表面粗さ等）等を規制する。
尚、上記ロストルクＴ_N は、下記の様に構成する、前記ウォーム減速機１７の逆効率、前記電動モータ１８の回転抵抗等により定まるが、この様なロストルクＴ_N に就いても、従来から知られている計算式（逆効率）、或いは測定値（回転抵抗）により、容易に求められる。 Conditions for screwing the screw hole 22 and the male screw portion 24 so as to be reversely actuable can be obtained by a calculation formula generally known in the technical field of a feed screw mechanism. For example,
Effective diameter of male screw: 2d
Lead angle of this male screw: β
Friction coefficient of threaded part between this male screw and female screw: μ
Pressure angle of this screwing part: α
Friction angle of this threaded part: ρ ₀
Apparent friction angle of this screwing part: ρ ₁ {= tan ⁻¹ (μ / cos α)}
Axial load input to the adjusting screw 杆 8b due to the secondary collision: F _EA
Torque required to rotate the adjusting nut 11a (loss torque): _TN
If
β> ρ ₀
And
_TN <d · F _EA · tan (β-ρ ₁ )
The shape (angle, height, width, etc.) and properties (surface roughness, etc.) of each part are regulated so as to satisfy the above.
Incidentally, the loss torque T _N is constructed as follows, the negative efficiency of the worm reduction gear 17, but determined by the rotation resistance of the electric motor 18, also concerning to such loss torque T _N, knowledge conventionally It can be easily obtained by the calculated formula (reverse efficiency) or the measured value (rotational resistance).

又、上記調節ナット１１ａを、前記電動モータ１８により、両方向に回転駆動可能としている。この為に本例の場合には、図２に示す様に、ウォーム２５と、上記ウォームホイール歯２３とを噛合させている。このウォーム２５は前記減速機ハウジング２０内に、それぞれが深溝型或いはアンギュラ型等の玉軸受である、１対の転がり軸受２６ａ、２６ｂにより、回転のみ自在に支持している。更に、上記ウォーム２５の基端部（図２の右端部）を、カップリング２７を介して、前記電動モータ１８の出力軸２８に結合し、上記ウォーム２５を両方向に回転駆動自在としている。 The adjusting nut 11a can be driven to rotate in both directions by the electric motor 18. Therefore, in this example, as shown in FIG. 2, the worm 25 and the worm wheel teeth 23 are engaged with each other. The worm 25 is supported in the reduction gear housing 20 by a pair of rolling bearings 26a and 26b, each of which is a deep groove type or an angular type ball bearing, so as to be freely rotatable. Further, the base end portion (the right end portion in FIG. 2) of the worm 25 is coupled to the output shaft 28 of the electric motor 18 via a coupling 27 so that the worm 25 can be driven to rotate in both directions.

上述の様に構成する、本発明の衝撃吸収装置を組み込んだ電動式位置調節機構付ステアリング装置は、次の様な作用により、前記ステアリングホイール１ａの前後位置を調節する。この前後位置を調節する際には、運転者のスイッチ操作に基づいて上記電動モータ１８に通電し、この電動モータ１８の出力軸２８により上記ウォーム２５を所定方向に回転させる。この結果、このウォーム２５と噛合した前記調節ナット１１ａが所定方向に回転し、この調節ナット１１ａと螺合した前記調節ねじ杆８ｂが所定方向に軸方向移動する（押し引きされる）。そして、前記支持ブラケット１９を介して、上記調節ねじ杆８ｂに結合された、前記インナーコラム６ａが軸方向（前後方向）に移動し、前記ステアリングシャフト２ａを構成する前記アウターシャフト１４を介して、上記インナーコラム６ａに支持された、上記ステアリングホイール１ａの前後位置が調節される。上記電動モータ１８への通電を停止すれば、このステアリングホイール１ａの前後位置が調節後の位置に保持される。上記調節ナット１１ａと上記調節ねじ杆８ｂとの螺合部、並びに、上記ウォーム２５とこの調節ナット１１ａとの噛合部の逆効率は低く、次述する二次衝突に伴う大きな衝撃荷重が加わらない限り、上記ステアリングホイール１ａの前後位置が調節後の位置からずれる事はない。 The steering device with an electric position adjustment mechanism, which is configured as described above and incorporates the shock absorbing device of the present invention, adjusts the front-rear position of the steering wheel 1a by the following operation. When the front / rear position is adjusted, the electric motor 18 is energized based on the driver's switch operation, and the worm 25 is rotated in a predetermined direction by the output shaft 28 of the electric motor 18. As a result, the adjusting nut 11a meshed with the worm 25 rotates in a predetermined direction, and the adjusting screw rod 8b screwed with the adjusting nut 11a moves (pushes and pulls) in the axial direction in the predetermined direction. Then, the inner column 6a, which is coupled to the adjusting screw rod 8b via the support bracket 19, moves in the axial direction (front-rear direction), and via the outer shaft 14 constituting the steering shaft 2a, The front-rear position of the steering wheel 1a supported by the inner column 6a is adjusted. When energization of the electric motor 18 is stopped, the front and rear positions of the steering wheel 1a are held at the adjusted positions. The reverse efficiency of the threaded portion between the adjustment nut 11a and the adjustment screw rod 8b and the meshing portion between the worm 25 and the adjustment nut 11a is low, and a large impact load associated with the secondary collision described below is not applied. As long as the front and rear position of the steering wheel 1a does not deviate from the adjusted position.

二次衝突に伴って上記ステアリングホイール１ａに、前方に向いた大きな衝撃荷重が加わると、上記螺合部及び上記噛合部が逆方向に作動し、上記ステアリングホイール１ａの前方への変位を許容する。先ず、運転者の身体からこのステアリングホイール１ａに加わった衝撃荷重は、前記転がり軸受１６、上記インナーコラム６ａ、上記支持ブラケット１９を介して上記調節ねじ杆８ｂに伝わり、この調節ねじ杆８ｂが前方に向け強く押される。この調節ねじ杆８ｂの前半部に形成した雄ねじ部２４と、上記調節ナット１１ａのねじ孔２２との螺合部は、前述した通り、上記調節ねじ杆８ｂに大きなアキシアル荷重が作用した状態では逆作動する。この為、上記二次衝突時に上記調節ナット１１ａは、所定方向（上記ステアリングホイール１ａを前方に移動させる方向）に回転する傾向になる。そして、上記調節ナット１１ａの外周面に設けたウォームホイール歯２３と前記ウォーム２５との噛合部に関しても、前述した通り逆作動可能に構成している。従って、二次衝突時に上記調節ねじ杆８ｂは、上記調節ナット１１ａを、前記電動モータ１８の出力軸２８と共に上記所定方向に回転させつつ、前方に変位する。 When a large impact load directed forward is applied to the steering wheel 1a due to a secondary collision, the screwing portion and the meshing portion operate in opposite directions, and allow the steering wheel 1a to move forward. . First, an impact load applied to the steering wheel 1a from the driver's body is transmitted to the adjusting screw rod 8b via the rolling bearing 16, the inner column 6a, and the support bracket 19, and the adjusting screw rod 8b is moved forward. It is pushed strongly toward. As described above, the threaded portion between the male screw portion 24 formed in the front half of the adjusting screw rod 8b and the screw hole 22 of the adjusting nut 11a is reversed when a large axial load is applied to the adjusting screw rod 8b. Operate. For this reason, at the time of the secondary collision, the adjusting nut 11a tends to rotate in a predetermined direction (a direction in which the steering wheel 1a is moved forward). The meshing portion between the worm wheel teeth 23 provided on the outer peripheral surface of the adjusting nut 11a and the worm 25 is also configured to be reversely operated as described above. Therefore, at the time of the secondary collision, the adjusting screw rod 8b is displaced forward while rotating the adjusting nut 11a together with the output shaft 28 of the electric motor 18 in the predetermined direction.

但し、上記螺合部及び上記噛合部を（調節ねじ杆８ｂを入力側として）逆方向に作動させる際の効率（逆効率）は、これら各部を（上記出力軸２８を入力側として）正方向に作
動させる際の効率（正効率）よりも遥かに低い。この為、上記調節ねじ杆８ｂを押して上記出力軸２８を回転させる際には、大きな抵抗が加わる。二次衝突時に上記ステアリングホイール１ａを前方に変位させる為には、この抵抗に打ち勝つ必要があり、この為に、運転者の身体から上記ステアリングホイール１ａに加わった衝撃エネルギが吸収される。この結果、このステアリングホイール１ａは、上記螺合部及び上記噛合部により上記衝撃エネルギを吸収されつつ、前方に変位する。同時に、上記ステアリングホイール１ａに衝突した運転者の身体に加わる衝撃を緩和し、この運転者の保護を図る。 However, the efficiency (reverse efficiency) when operating the screwing portion and the meshing portion in the reverse direction (with the adjusting screw rod 8b as the input side) is the forward direction (with the output shaft 28 as the input side). It is much lower than the efficiency (positive efficiency) when it is operated at the same time. For this reason, when the adjusting screw rod 8b is pushed to rotate the output shaft 28, a large resistance is applied. In order to displace the steering wheel 1a forward at the time of a secondary collision, it is necessary to overcome this resistance. For this reason, impact energy applied to the steering wheel 1a from the driver's body is absorbed. As a result, the steering wheel 1a is displaced forward while the impact energy is absorbed by the screwing portion and the meshing portion. At the same time, the impact applied to the driver's body colliding with the steering wheel 1a is alleviated to protect the driver.

本例の電動式位置調節機構付ステアリング装置の衝撃吸収装置は、前述の様に構成し、上述の様に作用するので、前述の図１７に示した従来構造の如く、調節ねじ杆８ｂを２分割構造としなくても（一体構造としても）、衝突時に加わる衝撃荷重によって前記インナーコラム６ａが前方に変位する事を許容できる。この為、位置調節時の静粛性を確保し、しかも衝突事故の際の運転者保護の充実を図れる。又、この運転者保護の為に、必ずしも前記ステアリングコラム４ａを車体から脱落させる必要がない為、脱落させる為の部品を省略する事が可能になるだけでなく、脱落したステアリングコラム４ａや部品に運転者の膝等が衝突して負傷する事を防止する為の設計の自由度を向上させられる。但し、上記ステアリングホイール１ａの前方への変位量をより十分に確保する為に、上記ステアリングコラム４ａが車体から脱落する構造とする事もできる。 The shock absorbing device of the steering apparatus with an electric position adjusting mechanism of this example is configured as described above and operates as described above. Therefore, as in the conventional structure shown in FIG. Even if it is not a split structure (even as an integral structure), it is possible to allow the inner column 6a to be displaced forward by an impact load applied at the time of collision. For this reason, it is possible to ensure quietness during position adjustment and to enhance driver protection in the event of a collision. Further, in order to protect the driver, it is not always necessary to drop the steering column 4a from the vehicle body, so it is possible not only to omit the parts to be dropped, but also to the dropped steering column 4a and parts. The degree of freedom in design for preventing the driver's knees from colliding and getting injured can be improved. However, in order to secure a sufficient amount of forward displacement of the steering wheel 1a, the steering column 4a may be structured to drop off from the vehicle body.

尚、二次衝突時に、上記ステアリングホイール１ａを上記インナーコラム６ａと共に前方に変位させる事に対する抵抗は、主として上記調節ナット１１ａと上記調節ねじ杆８ｂのねじ孔２２との螺合部、並びに、この調節ナット１１ａの外周面に形成したウォームホイール歯２３と前記ウォーム２５との噛合部で発生させる。そして、上記抵抗は、上記螺合部及び噛合部の逆効率が低い程大きくなる。又、これら螺合部及び噛合部の逆効率は、従来から知られている計算式により求められる他、精度を高くすべく、実験を併用して容易にチューニングできる。この為、上記二次衝突時に吸収する衝撃エネルギの大きさは、任意に調節できる。 It should be noted that the resistance against the forward displacement of the steering wheel 1a together with the inner column 6a at the time of a secondary collision is mainly due to the threaded portion between the adjustment nut 11a and the screw hole 22 of the adjustment screw rod 8b, It is generated at the meshing portion of the worm wheel 23 and the worm 25 formed on the outer peripheral surface of the adjusting nut 11a. And the said resistance becomes so large that the reverse efficiency of the said screwing part and a meshing part is low. In addition, the reverse efficiency of the screwing portion and the meshing portion can be obtained by a conventionally known calculation formula, and can be easily tuned by using experiments in order to increase accuracy. For this reason, the magnitude of the impact energy absorbed at the time of the secondary collision can be arbitrarily adjusted.

上述の様に本例の構造では、螺合部及び噛合部の逆効率を低く抑える事で、上記衝撃エネルギを吸収しつつ、上記ステアリングホイール１ａを前方に変位させる様にしている。これに対して、上記螺合部及び噛合部の逆効率を少し高めに設定する代わりに、二次衝突時に前記電動モータ１８に、上記ステアリングホイール１ａが前方に変位する事に対する抵抗力を発生させられる程度の微小電流を流す事もできる。尚、本例の構造で、二次衝突に伴って上記ステアリングホイール１ａを、衝撃エネルギを吸収しつつ前方に変位させられるのは、上記調節ねじ杆８ｂのうちで雄ねじ部２４の範囲に限られる。そこで、運転者の保護をより充実させる為には、この雄ねじ部２４を図示の状態よりも後方に迄延長し、前記支持ブラケット１９の直前部分迄、この雄ねじ部２４とする事が好ましい。又、本例の構造に、ステアリングホイール１ａの高さ位置を調節する為の、チルト式ステアリング機構を付加する事もできる。
尚、図示は省略するが、ステアリングコラム４ａを構成するアウターコラム５ａとインナーコラム６ａとの前後方向の位置関係は、図示の例とは反対にしても良い。同様に、送りねじ機構を構成する調節ねじ杆８ｂと調節ナット１１ａとの前後方向の位置関係に就いても、図示の例とは反対にする事ができる。 As described above, in the structure of this example, the steering wheel 1a is displaced forward while absorbing the impact energy by suppressing the reverse efficiency of the screwing portion and the meshing portion. On the other hand, instead of setting the reverse efficiency of the screwing part and the meshing part to be slightly higher, the electric motor 18 is caused to generate a resistance force against the forward displacement of the steering wheel 1a at the time of a secondary collision. It is possible to pass a minute current as much as possible. In the structure of this example, the steering wheel 1a can be displaced forward while absorbing impact energy in the secondary collision only in the range of the male screw portion 24 in the adjusting screw rod 8b. . Therefore, in order to further enhance the protection of the driver, it is preferable to extend the male threaded portion 24 rearward from the illustrated state and use the male threaded portion 24 up to the portion immediately before the support bracket 19. Further, a tilt type steering mechanism for adjusting the height position of the steering wheel 1a can be added to the structure of this example.
In addition, although illustration is abbreviate | omitted, you may make the positional relationship of the front-back direction of the outer column 5a and the inner column 6a which comprise the steering column 4a reverse. Similarly, the positional relationship in the front-rear direction between the adjusting screw rod 8b and the adjusting nut 11a constituting the feed screw mechanism can be reversed from the illustrated example.

［実施の形態の第２例］
図３〜４は、請求項１、３、６、８、９に対応する、本発明の実施の形態の第２例を示している。本例の場合には、電動モータ１８により調節ナット１１ａを回転する為のウォーム減速機１７ａとして、逆作動しないものを使用している。この為に、このウォーム減速機１７ａの噛合部を構成するウォームホイール歯２３ａ及びウォーム２５ａのリード角を小さく設定している。従って本例の場合、このウォームホイール歯２３ａを外周面に固設した、上記調節ナット１１ａは、二次衝突時には回転せず、減速機ハウジング２０内に保持固定されたままの状態となる。 [Second Example of Embodiment]
3 to 4 show a second example of an embodiment of the present invention corresponding to claims 1, 3, 6, 8 and 9. In the case of this example, a worm reduction gear 17a for rotating the adjustment nut 11a by the electric motor 18 is used that does not operate in reverse. For this purpose, the lead angles of the worm wheel teeth 23a and the worm 25a constituting the meshing portion of the worm reduction gear 17a are set small. Therefore, in the case of this example, the adjusting nut 11a having the worm wheel teeth 23a fixed on the outer peripheral surface does not rotate at the time of the secondary collision, and remains held and fixed in the speed reducer housing 20.

この様に、二次衝突時に上記調節ナット１１ａが回転しない様に構成する代わりに、本例の場合には、この調節ナット１１ａと螺合している調節ねじ杆８ｂの後端部（図３〜４の右端部）をインナーコラム６ａに対し、二次衝突時に回転可能に支持している。この為に本例の場合には、このインナーコラム６ａの中間部外周面に、支持ブラケット１９ａの基端部を支持固定している。そして、この支持ブラケット１９ａの先端部に、中心軸が上記インナーコラム６ａと平行な円孔２９を形成し、この円孔２９の内側に上記調節ねじ杆８ｂの後端部を、トルクリミッタ３０を介して内嵌している。又、この調節ねじ杆８ｂの外周面後端寄り部分に外向フランジ状の鍔部３１を設け、この鍔部３１の後側面と上記支持ブラケット１９ａの前側面との間に、スラスト軸受３２を設けている。本例の場合、このスラスト軸受３２として、スラストニードル軸受を使用している。 In this way, instead of configuring the adjusting nut 11a not to rotate at the time of a secondary collision, in this example, the rear end portion of the adjusting screw rod 8b screwed with the adjusting nut 11a (FIG. 3). To the inner column 6a so as to be rotatable during a secondary collision. Therefore, in the case of this example, the base end portion of the support bracket 19a is supported and fixed to the outer peripheral surface of the intermediate portion of the inner column 6a. A circular hole 29 having a central axis parallel to the inner column 6a is formed at the tip of the support bracket 19a. The rear end of the adjusting screw rod 8b is connected to the inner side of the circular hole 29, and the torque limiter 30 is mounted. It is fitted through. Further, an outward flange-shaped flange 31 is provided near the rear end of the outer peripheral surface of the adjusting screw rod 8b, and a thrust bearing 32 is provided between the rear side surface of the flange portion 31 and the front side surface of the support bracket 19a. ing. In this example, a thrust needle bearing is used as the thrust bearing 32.

この様に構成する本例の構造の場合、二次衝突時には、次の様に作動して、ステアリングホイール１ａに衝突した運転者を保護する。二次衝突に伴って上記調節ねじ杆８ｂが前方に押されると、この調節ねじ杆８ｂの雄ねじ部２４と上記調節ナット１１ａの中心部に設けたねじ孔２２の内周面に形成した雌ねじとの螺合部でこの調節ねじ杆８ｂに、回転方向のトルクが加わる。このトルクが、上記トルクリミッタ３０の設定トルク（滑り出しトルク）を上回ると、上記調節ねじ杆８ｂが回転し始めて、この調節ねじ杆８ｂが、上記ステアリングホイール１ａと共に、上記調節ナット１１ａに対し前方に変位し始める。この様にしてこのステアリングホイール１ａが前方に変位する為には、上記雄ねじ部２４と上記ねじ孔２２との螺合部での（逆効率が低い事に伴う）抵抗と、上記トルクリミッタ３０の設定トルクに基づく抵抗とに打ち勝つ必要がある。上記螺合部での抵抗は、前述した実施の形態の第１例の部分で述べた通り、計算式により求められる他、精度を高くすべく、実験を併用して容易にチューニングできる。又、上記設定トルクに就いても、種々選択できる。従って、上記二次衝突時に吸収する、衝撃エネルギの大きさは、任意に調節できる。 In the case of the structure of this example configured as described above, at the time of the secondary collision, the following operation is performed to protect the driver who collided with the steering wheel 1a. When the adjusting screw rod 8b is pushed forward in accordance with a secondary collision, the male screw portion 24 of the adjusting screw rod 8b and the female screw formed on the inner peripheral surface of the screw hole 22 provided in the central portion of the adjusting nut 11a Rotational torque is applied to the adjusting screw rod 8b at the threaded portion. When this torque exceeds the set torque (sliding start torque) of the torque limiter 30, the adjusting screw rod 8b starts to rotate, and the adjusting screw rod 8b moves forward with respect to the adjusting nut 11a together with the steering wheel 1a. Start to displace. In this way, in order for the steering wheel 1a to be displaced forward, the resistance at the threaded portion between the male screw portion 24 and the screw hole 22 (according to the low reverse efficiency) and the torque limiter 30 It is necessary to overcome the resistance based on the set torque. As described in the first example of the above-described embodiment, the resistance at the screwing portion can be easily tuned by using an experiment in order to increase accuracy, as well as being obtained by a calculation formula. Various settings can be made for the set torque. Therefore, the magnitude of impact energy absorbed at the time of the secondary collision can be arbitrarily adjusted.

例えば、
上記雄ねじの有効径：２ｄ
この雄ねじのリード角： β
この雄ねじと上記雌ねじとの螺合部の摩擦係数： μ
この螺合部の圧力角： α
この螺合部の摩擦角： ρ₀
この螺合部の見掛け上の摩擦角： ρ₁ ｛＝ tan^-1（μ/cosα）｝
二次衝突に伴って上記調節ねじ杆８ｂに入力されるアキシアル荷重：Ｆ_EA
上記調節ナット１１ａを回転させる為に要するトルク（ロストルク）：Ｔ_N
上記トルクリミッタ３０の設定トルク（滑り出しトルク）：Ｔ_L
上記調節ねじ杆８ｂと前記支持ブラケット１９ａとの間のロストルク（前記スラスト軸受３２の静止トルク）：Ｔ_S
とした場合に、
β＞ρ₀
を満たし、且つ、
Ｔ_L ＋Ｔ_S ＜ｄ・Ｆ_EA・ tan（β−ρ₁ ）＜Ｔ_N
を満たす様に、各部の形状（角度等）、性状（表面粗さ等）等を規制する。
その他の部分の構成及び作用は、前述した実施の形態の第１例の場合と同様であるから、同等部分に関する説明は省略する。 For example,
Effective diameter of male screw: 2d
Lead angle of this male screw: β
Friction coefficient of threaded part between this male screw and female screw: μ
Pressure angle of this screwing part: α
Friction angle of this threaded part: ρ ₀
Apparent friction angle of this screwing part: ρ ₁ {= tan ⁻¹ (μ / cos α)}
Axial load input to the adjusting screw 杆 8b due to the secondary collision: F _EA
Torque required to rotate the adjusting nut 11a (loss torque): _TN
Setting torque (sliding start torque) of the torque limiter 30: T _L
Loss torque between the adjusting screw rod 8b and the support bracket 19a (static torque of the thrust bearing 32): T _S
If
β> ρ ₀
And
T _L + T _S <d · F _EA · tan (β−ρ ₁ ) <T _N
The shape (angle etc.) and properties (surface roughness etc.) of each part are regulated so as to satisfy the above.
Since the configuration and operation of the other parts are the same as in the case of the first example of the above-described embodiment, the description regarding the equivalent parts is omitted.

［実施の形態の第３〜８例］
図５〜１０は、上述した実施の形態の第２例と同様、請求項１、３、６、８、９に対応する、本発明の実施の形態の第３〜８例を示している。これら各例の場合には、調節ねじ杆８ｂの後端部と支持ブラケット１９ａ、１９ｂとの間に装着するスラスト軸受の構造が、上述した実施の形態の第２例と異なっている。
先ず、図５に示した第３例の場合には、スラスト軸受３２ａとして、滑り軸受を使用している。
又、図６に示した第４例の場合には、それぞれがスラストニードル軸受である１対のスラスト軸受３２、３２により、支持ブラケット１９ａを前後両側から挟持している。
又、図７に示した第５例の場合には、スラスト軸受３２ｂとして、スラスト玉軸受を使用している。
又、図８に示した第６例の場合には、それぞれがスラスト玉軸受である１対のスラスト軸受３２ｂ、３２ｂにより、支持ブラケット１９ａを前後両側から挟持している。
又、図９に示した第７例の場合には、スラスト軸受３２ｃとして、単列深溝型の玉軸受を使用している。この玉軸受は、ラジアル荷重を支承する他、スラスト荷重も支承できる。そこで、本例の場合には、スラスト軸受として使用すべく、外輪３３を支持ブラケット１９ｂの前側面に設けた凹部３４に内嵌し、この外輪３３の軸方向後端面をこの凹部３４の奥面に突き当てると共に、内輪３５の軸方向前端面を鍔部３１の後側面に突き当てている。
更に、図１０に示した第８例の場合には、上記第７例の構造と類似した構造で、凹部３４の内周面に係止した止め輪３６により、外輪３３がこの凹部３４から抜け出る事を防止している。
各例とも、スラスト軸受の構造以外の部分の構造及び作用は、上述した実施の形態の第２例の場合と同様である。 [Examples 3 to 8 of the embodiment]
5 to 10 show third to eighth examples of the embodiment of the present invention corresponding to claims 1, 3, 6, 8, and 9, similarly to the second example of the embodiment described above. In each of these examples, the structure of the thrust bearing mounted between the rear end portion of the adjusting screw rod 8b and the support brackets 19a and 19b is different from the second example of the above-described embodiment.
First, in the case of the third example shown in FIG. 5, a sliding bearing is used as the thrust bearing 32a.
In the case of the fourth example shown in FIG. 6, the support bracket 19a is sandwiched from the front and rear sides by a pair of thrust bearings 32 and 32, each of which is a thrust needle bearing.
In the case of the fifth example shown in FIG. 7, a thrust ball bearing is used as the thrust bearing 32b.
In the case of the sixth example shown in FIG. 8, the support bracket 19a is sandwiched from the front and rear sides by a pair of thrust bearings 32b and 32b, each of which is a thrust ball bearing.
In the case of the seventh example shown in FIG. 9, a single row deep groove ball bearing is used as the thrust bearing 32c. This ball bearing can support a radial load as well as a thrust load. Therefore, in the case of this example, the outer ring 33 is fitted into a recess 34 provided on the front side surface of the support bracket 19b so as to be used as a thrust bearing, and the axial rear end surface of the outer ring 33 is the rear surface of the recess 34. And the axial front end surface of the inner ring 35 is abutted against the rear side surface of the flange portion 31.
Further, in the case of the eighth example shown in FIG. 10, the outer ring 33 comes out of the recess 34 by a retaining ring 36 locked to the inner peripheral surface of the recess 34 with a structure similar to the structure of the seventh example. To prevent things.
In each example, the structure and operation of the portion other than the structure of the thrust bearing are the same as those in the second example of the above-described embodiment.

［実施の形態の第９例］
図１１は、請求項１、４、６、１０、１１に対応する、本発明の実施の形態の第９例を示している。本例の場合には、インナーコラム６ａに固定の支持ブラケット１９ｃに、調節ナットとしての機能を持たせている。この為に、厚肉金属板製のこの支持ブラケット１９ｃの基端部を上記インナーコラム６ａに外嵌固定すると共に、この支持ブラケット１９ｃの先端部にねじ孔２２ａを、前後方向に（上記インナーコラム６ａと平行に）形成している。又、調節ねじ杆８ｃの前端部を減速機ハウジング２０内に、軸方向の変位を阻止した状態で、回転可能に支持している。この状態で、上記調節ねじ杆８ｃの中心軸と上記インナーコラム６ａの中心軸とを互いに平行にしている。そして、この調節ねじ杆８ｃに設けた雄ねじ部２４ａと上記ねじ孔２２ａとを、逆作動可能に螺合させている。又、この調節ねじ杆８ｃを電動モータ１８により、逆作動可能なウォーム減速機１７ｂを介して、両方向に回転駆動可能としている。 [Ninth Embodiment]
FIG. 11 shows a ninth example of the embodiment of the present invention corresponding to the first, fourth, sixth, tenth and eleventh aspects. In the case of this example, the support bracket 19c fixed to the inner column 6a has a function as an adjustment nut. For this purpose, a base end portion of the support bracket 19c made of a thick metal plate is externally fixed to the inner column 6a, and a screw hole 22a is formed in the front end portion of the support bracket 19c in the front-rear direction (the inner column). 6a) in parallel. Further, the front end portion of the adjusting screw rod 8c is rotatably supported in the reduction gear housing 20 while preventing axial displacement. In this state, the central axis of the adjusting screw rod 8c and the central axis of the inner column 6a are parallel to each other. Then, the male screw portion 24a provided in the adjusting screw rod 8c and the screw hole 22a are screwed together so as to be capable of reverse operation. The adjusting screw 8c can be driven to rotate in both directions by an electric motor 18 via a worm reduction gear 17b that can be operated in reverse.

本例の構造は、ステアリングホイール１ａ（図１等参照）の前後位置調節時、及び、二次衝突時に回転する部材が逆になった以外、前述の図１〜２に示した第１例の構造とほぼ同様に作用する。即ち、前後位置調節時には、上記電動モータ１８に通電し、上記ウォーム減速機１７ｂを介して上記調節ねじ杆８ｃを所定方向に回転駆動する。この結果、上記支持ブラケット１９ｃを固定した上記インナーコラム６ａが前後方向に移動し、上記ステアリングホイール１ａの前後位置が調節される。上記雄ねじ部２４ａと上記ねじ孔２２ａとの螺合部の逆効率、及び、上記ウォーム減速機１７ｂを構成するウォームホイール３７とウォーム２５との噛合部の逆効率は低く、次述する二次衝突に伴う大きな衝撃荷重が加わらない限り、上記ステアリングホイール１ａの前後位置が調節後の位置からずれる事はない。 The structure of this example is the same as that of the first example shown in FIGS. 1 and 2 except that the rotating member is reversed when adjusting the front / rear position of the steering wheel 1a (see FIG. 1 and the like) and during the secondary collision. Works almost the same as the structure. That is, when adjusting the front-rear position, the electric motor 18 is energized, and the adjusting screw rod 8c is rotationally driven in a predetermined direction via the worm reducer 17b. As a result, the inner column 6a to which the support bracket 19c is fixed moves in the front-rear direction, and the front-rear position of the steering wheel 1a is adjusted. The reverse efficiency of the threaded portion between the male screw portion 24a and the screw hole 22a and the reverse efficiency of the meshed portion between the worm wheel 37 and the worm 25 constituting the worm speed reducer 17b are low, and the secondary collision described below. As long as a large impact load is not applied, the front and rear positions of the steering wheel 1a are not deviated from the adjusted positions.

二次衝突に伴って、調節ナットとして機能する、上記支持ブラケット１９ｃが前方に押されると、この支持ブラケット１９ｃの先端部に設けたねじ孔２２ａと上記調節ねじ杆８ｃの雄ねじ部２４ａとの螺合部でこの調節ねじ杆８ｃに、回転方向のトルクが加わる。このトルクが、上記ウォームホイール３７と上記ウォーム２５との噛合部の逆効率及び上記電動モータ１８の回転抵抗により定まる、上記調節ねじ杆８ｃを回転させる為に要するトルク（ロストルク）を上回ると、この調節ねじ杆８ｃが回転し始める。そして、上記支持ブラケット１９ｃが、上記ステアリングホイール１ａと共に、上記調節ねじ杆８ｃに対し前方に変位し始める。そして、二次衝突前に図１１の（Ａ）に示した位置にあった、上記ステアリングホイール１ａ及び上記インナーコラム６ａが、二次衝突に伴って図１１の（Ｂ）の位置に迄、前方に変位する。 When the support bracket 19c, which functions as an adjustment nut, is pushed forward with a secondary collision, the screw hole 22a provided at the tip of the support bracket 19c and the male screw portion 24a of the adjustment screw rod 8c are screwed. Torque in the rotational direction is applied to the adjusting screw rod 8c at the joint. When this torque exceeds the torque (loss torque) required for rotating the adjusting screw rod 8c, which is determined by the reverse efficiency of the meshing portion of the worm wheel 37 and the worm 25 and the rotational resistance of the electric motor 18, The adjusting screw rod 8c starts to rotate. Then, the support bracket 19c starts to be displaced forward with respect to the adjustment screw rod 8c together with the steering wheel 1a. Then, the steering wheel 1a and the inner column 6a, which were in the position shown in FIG. 11A before the secondary collision, move forward to the position shown in FIG. 11B due to the secondary collision. It is displaced to.

この様にしてこのステアリングホイールが前方に変位する為には、上記雄ねじ部２４ａと上記ねじ孔２２ａとの螺合部での（逆効率が低い事に伴う）抵抗と、上記ウォームホイール３７と上記ウォーム２５との噛合部での抵抗とに打ち勝つ必要がある。上記螺合部及び噛合部での抵抗は、前述した実施の形態の第１例の部分で述べた通り、計算式により求められる他、精度を高くすべく、実験を併用して容易にチューニングできる。従って、上記二次衝突時に吸収する、衝撃エネルギの大きさは、任意に調節できる。本例の場合、前述した様に、ステアリングホイール１ａの前後位置調節時、及び、二次衝突時に回転する部材が逆になった以外、前述の図１〜２に示した第１例の構造とほぼ同様であるから、同等部分に関する説明は省略する。 In this way, in order for the steering wheel to be displaced forward, resistance at the threaded portion between the male screw portion 24a and the screw hole 22a (according to low reverse efficiency), the worm wheel 37 and the above-mentioned It is necessary to overcome the resistance at the meshing portion with the worm 25. As described in the first example of the embodiment described above, the resistance at the threaded portion and the meshing portion can be easily tuned by using experiments in addition to being obtained by a calculation formula, in order to increase accuracy. . Therefore, the magnitude of impact energy absorbed at the time of the secondary collision can be arbitrarily adjusted. In the case of this example, as described above, the structure of the first example shown in FIGS. 1 and 2 is the same as that of the first example shown in FIGS. Since it is substantially the same, the description regarding an equivalent part is abbreviate | omitted.

［実施の形態の第１０例］
図１２は、請求項１、４、６、１０、１２に対応する、本発明の実施の形態の第１０例を示している。本例の場合には、調節ナット１１ｂを円管状として、内周面に雌ねじを形成すると共に、後端部をインナーコラム６ａに対し、支持ブラケット１９ａを介して支持固定している。そして、上記調節ナット１１ｂの内周面に形成した雌ねじと、調節ねじ杆８ｄの外周面に形成した雄ねじ部２４ａとを、上記支持ブラケット１９ａと減速機ハウジング２０との間位置で螺合させている。尚、上記調節ナット１１ｂの内周面に形成した雌ねじは、図示の様に、この調節ナット１１ｂの前端部のみに設けても、或いは全長に亙り設けても良い。要は、二次衝突時に吸収すべき衝撃エネルギの大きさに応じて、設計的に規制する。 [Tenth example of embodiment]
FIG. 12 shows a tenth example of an embodiment of the present invention corresponding to claims 1, 4, 6, 10 and 12. In the case of this example, the adjusting nut 11b is formed in a circular tube shape, and an internal thread is formed on the inner peripheral surface, and the rear end portion is supported and fixed to the inner column 6a via the support bracket 19a. Then, a female screw formed on the inner peripheral surface of the adjusting nut 11b and a male screw portion 24a formed on the outer peripheral surface of the adjusting screw rod 8d are screwed together at a position between the support bracket 19a and the speed reducer housing 20. Yes. The female screw formed on the inner peripheral surface of the adjusting nut 11b may be provided only at the front end of the adjusting nut 11b as shown in the figure, or may be provided over the entire length. In short, the design is regulated according to the magnitude of impact energy to be absorbed at the time of the secondary collision.

この様な本例の場合、上記調節ナット１１ｂを円管状にして、上記支持ブラケット１９ａよりも前方に突出した状態で設けた分、上記調節ねじ杆８ｄの全長を短くできる。そして、図１２の（Ｂ）に示した二次衝突後の状態でも、この調節ねじ杆８ｄの後端部が上記支持ブラケット１９ａよりも後方に大きく突出しない様にできる。この為、インナーコラム６ａの後部周囲に、二次衝突時に上記調節ねじ杆８ｄとの干渉を防止する為の空間を設定しておく必要がなくなり、電動式位置調節機構付ステアリング装置の衝撃吸収装置の小型化、設計の自由度向上を図り易くなる。その他の部分の構成及び作用は、前述した実施の形態の第９例と同様であるから、重複する説明は省略する。 In the case of this example, the total length of the adjusting screw rod 8d can be shortened by the amount that the adjusting nut 11b is formed in a circular tube shape so as to protrude forward from the support bracket 19a. Even in the state after the secondary collision shown in FIG. 12B, the rear end portion of the adjusting screw rod 8d can be prevented from projecting far behind the support bracket 19a. For this reason, it is not necessary to set a space around the rear portion of the inner column 6a to prevent interference with the adjusting screw rod 8d at the time of a secondary collision, and the impact absorbing device of the steering device with an electric position adjusting mechanism is eliminated. It becomes easy to achieve downsizing and improvement in design flexibility. Since the configuration and operation of the other parts are the same as in the ninth example of the above-described embodiment, a duplicate description is omitted.

［実施の形態の第１１例］
図１３は、請求項１、５、６、１３、１４に対応する、本発明の実施の形態の第１１例を示している。本例の場合には、電動モータ１８により調節ねじ杆８ｃを回転する為のウォーム減速機１７ａとして、前述の図３〜１０に示した本発明の実施の形態の第２〜８例の場合と同様に、逆作動しないものを使用している。従って本例の場合、上記調節ねじ杆８ｃは、二次衝突時には回転せず、その基端部（前端部）を、減速機ハウジング２０内に保持固定されたままの状態となる。 [Eleventh example of embodiment]
FIG. 13 shows an eleventh example of the embodiment of the present invention corresponding to the first, fifth, sixth, thirteenth and fourteenth aspects. In the case of this example, as the worm speed reducer 17a for rotating the adjusting screw rod 8c by the electric motor 18, the case of the second to eighth examples of the embodiment of the present invention shown in FIGS. Similarly, the one that does not work reversely is used. Therefore, in the case of this example, the adjusting screw rod 8c does not rotate at the time of the secondary collision, and the base end portion (front end portion) remains held and fixed in the speed reducer housing 20.

この様に、二次衝突時に上記調節ねじ杆８ｃが回転しない様に構成する代わりに、本例の場合には、この調節ねじ杆８ｃと螺合している調節ナット１１ｃをインナーコラム６ａに対し、二次衝突時に回転可能に支持している。この為に本例の場合には、支持ブラケット１９ａの先端部に形成した円孔２９の内側に上記調節ナット１１ｃを、トルクリミッタ３０ａを介して内嵌している。又、この調節ナット１１ｃの外周面前端寄り部分に止め輪３８を設け、この止め輪３８の後側面と上記支持ブラケット１９ａの前側面との間に、スラスト軸受３２を設けている。 In this way, instead of configuring the adjusting screw rod 8c not to rotate at the time of a secondary collision, in this example, the adjusting nut 11c screwed with the adjusting screw rod 8c is attached to the inner column 6a. It is supported so that it can rotate during a secondary collision. For this reason, in the case of this example, the adjusting nut 11c is fitted inside the circular hole 29 formed at the tip of the support bracket 19a via a torque limiter 30a. A retaining ring 38 is provided near the front end of the outer peripheral surface of the adjusting nut 11c, and a thrust bearing 32 is provided between the rear side surface of the retaining ring 38 and the front side surface of the support bracket 19a.

この様に構成する本例の構造の場合、二次衝突時には、次の様に作動して、ステアリングホイール１ａに衝突した運転者を保護する。二次衝突に伴って上記調節ナット１１ｃが前方に押されると、上記調節ねじ杆８ｃと螺合しているこの調節ナット１１ｃに、回転方向のトルクが加わる。このトルクが、上記トルクリミッタ３０ａの設定トルクを上回ると、上記調節ナット１１ｃが回転し始めて、この調節ナット１１ｃが、上記ステアリングホイール１ａと共に、上記調節ねじ杆８ｃに対し前方に変位し始める。この様にしてこのステアリングホイール１ａが前方に変位する為には、上記調節ねじ杆８ｃと上記調節ナット１１ｃとの螺合部での（逆効率が低い事に伴う）抵抗と、上記トルクリミッタ３０ａの設定トルクに基づく抵抗とに打ち勝つ必要がある。これら各部の抵抗は、前述の実施の形態の第２例部分で説明した通り、設計的配慮により調節可能である。従って、上記二次衝突時に吸収する、衝撃エネルギの大きさは、任意に調節できる。 In the case of the structure of this example configured as described above, at the time of the secondary collision, the following operation is performed to protect the driver who collided with the steering wheel 1a. When the adjusting nut 11c is pushed forward with a secondary collision, torque in the rotational direction is applied to the adjusting nut 11c screwed with the adjusting screw rod 8c. When this torque exceeds the set torque of the torque limiter 30a, the adjusting nut 11c starts to rotate, and the adjusting nut 11c starts to be displaced forward with respect to the adjusting screw rod 8c together with the steering wheel 1a. In order to displace the steering wheel 1a forward in this manner, the resistance at the threaded portion between the adjusting screw rod 8c and the adjusting nut 11c (according to low reverse efficiency) and the torque limiter 30a. It is necessary to overcome the resistance based on the set torque. The resistance of each part can be adjusted by design consideration as described in the second example of the above-described embodiment. Therefore, the magnitude of impact energy absorbed at the time of the secondary collision can be arbitrarily adjusted.

［実施の形態の第１２例］
図１４は、請求項１、５、６、１３、１５に対応する、本発明の実施の形態の第１２例を示している。本例の場合には、前述の図１２に示した本発明の実施の形態の第１０例と同様に、調節ナット１１ｄを円管状として、内周面に雌ねじを形成すると共に、後端部をインナーコラム６ａに対し、支持ブラケット１９ａを介して支持している。そして、上記調節ナット１１ｄの内周面に形成した雌ねじと、調節ねじ杆８ｄの外周面に形成した雄ねじ部２４ａとを、上記支持ブラケット１９ａと減速機ハウジング２０との間位置で螺合させている。本例の基本的作用に就いては上述した第１１例と同様であり、上記調節ナット１１ｄを円管状とする事に伴う作用・効果は、上記第１０例の場合と同様である。 [Twelfth example of embodiment]
FIG. 14 shows a twelfth example of the embodiment of the present invention corresponding to the first, fifth, sixth, thirteenth and fifteenth aspects. In the case of this example, like the tenth example of the embodiment of the present invention shown in FIG. 12 described above, the adjustment nut 11d is formed in a circular tube shape, an internal thread is formed on the inner peripheral surface, and the rear end portion is The inner column 6a is supported via a support bracket 19a. Then, a female screw formed on the inner peripheral surface of the adjusting nut 11d and a male screw portion 24a formed on the outer peripheral surface of the adjusting screw rod 8d are screwed together at a position between the support bracket 19a and the speed reducer housing 20. Yes. The basic action of this example is the same as that of the eleventh example described above, and the actions and effects associated with the adjustment nut 11d having a circular tube shape are the same as those of the tenth example.

本発明の実施の形態の第１例を示す、部分切断側面図。The partial cutting side view which shows the 1st example of embodiment of this invention. 図１の拡大Ａ−Ａ断面図。The expanded AA sectional view of FIG. 本発明の実施の形態の第２例を示す、部分切断側面図。The partial cutting side view which shows the 2nd example of embodiment of this invention. 図３の左部拡大図。The left part enlarged view of FIG. 本発明の実施の形態の第３例を示す、図４と同様の図。The figure similar to FIG. 4 which shows the 3rd example of embodiment of this invention. 同第４例を示す、図４と同様の図。The figure similar to FIG. 4 which shows the 4th example. 同第５例を示す、図４と同様の図。The figure similar to FIG. 4 which shows the said 5th example. 同第６例を示す、図４と同様の図。The figure similar to FIG. 4 which shows the 6th example. 同第７例を示す、図４と同様の図。The figure similar to FIG. 4 which shows the said 7th example. 同第８例を示す、図４と同様の図。The figure similar to FIG. 4 which shows the said 8th example. 同第９例を、（Ａ）は通常時の状態で、（Ｂ）は二次衝突発生時の状態で、それぞれ示す、図４と同様の図。FIG. 9 is a view similar to FIG. 4 showing the ninth example, where (A) is a normal state and (B) is a state when a secondary collision occurs. 同第１０例を示す、図１１と同様の図。The figure similar to FIG. 11 which shows the 10th example. 同第１１例を示す、図１１と同様の図。The figure similar to FIG. 11 which shows the 11th example. 同第１２例を示す、図１１と同様の図。The figure similar to FIG. 11 which shows the 12th example. 電動式位置調節機構付ステアリング装置を組み込んだ自動車前部を示す透視斜視図。The perspective view which shows the motor vehicle front part which incorporated the steering device with an electric position adjustment mechanism. 従来から知られている電動式位置調節機構付ステアリング装置の１例を示す部分略側面図。The partial schematic side view which shows an example of the steering apparatus with an electrically-driven position adjustment mechanism known conventionally. 二次衝突時に収縮可能とした調節ねじ杆の、部分切断略側面図。The partial cut | disconnection rough side view of the adjustment screw rod which can be shrunk at the time of a secondary collision.

Explanation of symbols

１、１ａステアリングホイール
２、２ａステアリングシャフト
３操舵輪
４、４ａステアリングコラム
５、５ａアウターコラム
６、６ａインナーコラム
７支持板
８、８ａ、８ｂ、８ｃ、８ｄ調節ねじ杆
９雄ねじ部
１０ハウジング
１１ａ、１１ｂ、１１ｃ、１１ｄ調節ナット
１２外筒
１３内軸
１４アウターシャフト
１５インナーシャフト
１６転がり軸受
１７、１７ａ、１７ｂウォーム減速機
１８電動モータ
１９、１９ａ、１９ｂ、１９ｃ、１９ｄ支持ブラケット
２０減速機ハウジング
２１ａ、２１ｂ転がり軸受
２２、２２ａねじ孔
２３、２３ａウォームホイール歯
２４、２４ａ雄ねじ部
２５、２５ａウォーム
２６ａ、２６ｂ転がり軸受
２７カップリング
２８出力軸
２９円孔
３０、３０ａトルクリミッタ
３１鍔部
３２、３２ａ、３２ｂ、３２ｃスラスト軸受
３３外輪
３４凹部
３５内輪
３６止め輪
３７ウォームホイール
３８止め輪
３９ピン DESCRIPTION OF SYMBOLS 1, 1a Steering wheel 2, 2a Steering shaft 3 Steering wheel 4, 4a Steering column 5, 5a Outer column 6, 6a Inner column 7 Support plate 8, 8a, 8b, 8c, 8d Adjustment screw rod 9 Male screw part 10 Housing 11a, 11b, 11c, 11d Adjustment nut 12 Outer cylinder 13 Inner shaft 14 Outer shaft 15 Inner shaft 16 Rolling bearings 17, 17a, 17b Worm reducer 18 Electric motor 19, 19a, 19b, 19c, 19d Support bracket 20 Reducer housing 21a, 21b Rolling bearing 22, 22a Screw hole 23, 23a Worm wheel tooth 24, 24a Male thread part 25, 25a Worm 26a, 26b Rolling bearing 27 Coupling 28 Output shaft 29 Circular hole 30, 30a Torque limiter 1 flange portion 32, 32a, 32 b, 32c thrust bearing 33 outer ring 34 recess 35 inner ring 36 retaining ring 37 worm wheel 38 stop ring 39 pins

Claims

A steering column that is supported to be movable in the front-rear direction with respect to the fixed portion, a steering shaft that is rotatably supported by the steering column and that supports and fixes the steering wheel at the rear end, and An adjustment screw 配設 disposed outside the steering column in parallel with the steering column, and an adjustment nut screwed into a male screw portion of the adjustment screw 杆, one of the adjustment screw 杆 and the adjustment nut being provided. A member is supported on the steering column and the other member is supported on the fixed portion in a state where relative rotation is possible, and any one of the adjusting screw rod and the adjusting nut is supported by an electric motor. Built in a steering device with an electric position adjustment mechanism that can be driven to rotate in both directions. In the impact absorbing device of the steering apparatus with an electric position adjusting mechanism that moves the steering column forward while absorbing the impact applied to the wheel, the forward displacement of the one member is changed between the one member and the above In order to convert to relative rotation with the other member, the adjustment screw 杆 and the adjustment nut are screwed together so as to be reversely operable, and when the one member is displaced forward, the adjustment screw 杆 and the adjustment nut An impact absorbing device for a steering device with an electric position adjusting mechanism, wherein the steering column is allowed to move forward while absorbing the impact by a resistance generated at a threaded portion.

The rear end of the adjusting screw 杆 is supported and fixed to the steering column in a state where rotation and relative displacement in the axial direction are prevented, and the adjusting nut is supported on the fixed part so as to be rotatable only. The impact absorbing device for a steering device with an electric position adjusting mechanism according to claim 1, wherein the adjusting nut can be driven to rotate in both directions by a reduction gear capable of reverse operation by an electric motor.

The rear end of the adjustment screw 杆 is supported with respect to the steering column in a state where it can be rotated when a large torque is input and the relative displacement in the axial direction is prevented, and the adjustment nut is supported on the fixed part so that it can only rotate. The impact absorbing device for a steering device with an electric position adjusting mechanism according to claim 1, wherein the adjusting nut can be driven to rotate in both directions by a reduction gear that does not reversely operate by an electric motor.

The adjustment nut is supported and fixed to the steering column in a state where the central axis of the screw hole and the central axis of the steering column are parallel to each other and prevented from rotating. The front end of the adjusting screw rod is the fixed part. In addition, it is supported in a state in which the central axis of the adjusting screw rod and the central axis of the steering column are parallel to each other so as to be rotatable while preventing axial displacement. The impact absorbing device for a steering device with an electric position adjusting mechanism according to claim 1, wherein the shock absorbing device can be rotationally driven in both directions via a reverse gear that can be operated in reverse.

An adjustment nut is attached to the tip of the support bracket with the base end fixed to the steering column, and the center axis of the screw hole and the center axis of the steering column are parallel to each other and can be rotated when a large torque is applied. In the state where the center axis of the adjusting screw rod and the central axis of the steering column are parallel to each other so that the front end of the adjusting screw rod can be rotated to a fixed portion while preventing axial displacement. The impact absorbing device for a steering device with an electric position adjusting mechanism according to claim 1, wherein the adjusting screw rod is supported by an electric motor and can be rotationally driven in both directions by a reduction gear that does not reversely operate.

A steering column supported to be movable in the front-rear direction with respect to the fixed portion, a steering shaft that is rotatably supported by the steering column and that supports and fixes the steering wheel at the rear end, and An adjustment screw 配設 disposed outside the steering column in parallel with the steering column, and an adjustment nut screwed into a male screw portion of the adjustment screw 杆, one of the adjustment screw 杆 and the adjustment nut being provided. A member is supported on the steering column and the other member is supported on the fixed portion in a state where relative rotation is possible, and any one of the adjusting screw rod and the adjusting nut is supported by an electric motor. Built in a steering device with an electric position adjustment mechanism that can be driven to rotate in both directions. In the shock absorbing device of the steering apparatus with an electric position adjusting mechanism that moves the steering column forward while absorbing the shock applied to the gear wheel, the forward displacement of the one member is changed between the one member and the above In order to convert to relative rotation with the other member, the adjustment screw 杆 and the adjustment nut are screwed together so as to be reversely operable, and when the one member is displaced forward, the adjustment screw 杆 and the adjustment nut Due to the resistance generated at the threaded portion and the resistance against rotation of the adjusting screw 杆 and the adjusting nut against the rotating member based on the reverse operation, the shock column is moved forward while absorbing the impact. An impact absorbing device for a steering device with an electric position adjusting mechanism, characterized by allowing displacement.

The rear end of the adjusting screw 杆 is supported and fixed to the steering column in a state where rotation and relative displacement in the axial direction are prevented, and the adjusting nut is supported on the fixed part so as to be rotatable only. The adjustment nut can be driven to rotate in both directions by a reverse gear that can be operated reversely by an electric motor. The resistance when the speed reducer operates in reverse is the reverse operation of the adjustment screw 杆 and the adjustment nut. 7. The impact absorbing device for a steering device with an electric position adjusting mechanism according to claim 6, wherein resistance against rotation of a rotating member based on the steering device is provided.

The rear end of the adjustment screw 杆 is supported with respect to the steering column in a state where it can be rotated when a large torque is input and the relative displacement in the axial direction is prevented, and the adjustment nut is supported on the fixed part so that it can only rotate. The adjusting nut can be driven to rotate in both directions by a reduction gear that does not operate reversely by an electric motor, and the resistance when the adjusting screw 回転 is rotated is reduced between the adjusting screw 杆 and the adjusting nut. 7. The impact absorbing device for a steering device with an electric position adjusting mechanism according to claim 6, wherein resistance against rotation of a member that rotates based on reverse operation is used.

A circular hole whose center axis is parallel to the steering column is formed at the distal end of the support bracket whose base end is fixed to the steering column. The rear end of the adjusting screw 杆 is inserted inside the circular hole via a torque limiter. The electrically driven motor according to claim 8, wherein a thrust bearing is provided between the rear side surface of the flange portion provided near the rear end of the outer peripheral surface of the adjustment screw rod and the front side surface of the support bracket. Shock absorber for steering device with position adjustment mechanism.

The adjustment nut is supported and fixed to the steering column in a state where the central axis of the screw hole and the central axis of the steering column are parallel to each other and prevented from rotating. The front end of the adjusting screw rod is the fixed part. In addition, it is supported in a state in which the central axis of the adjusting screw rod and the central axis of the steering column are parallel to each other so as to be rotatable while preventing axial displacement. It is possible to rotate and drive in both directions via a reduction gear that can be operated reversely, and the member that rotates based on the reverse operation of the adjusting screw 杆 and the adjusting nut rotates to reduce the resistance when the reduction gear operates reversely. The shock absorbing device for a steering device with an electric position adjusting mechanism according to claim 6, wherein the shock absorbing device is a resistance against the operation.

The electric position adjusting mechanism according to claim 10, wherein the adjustment nut is made of a thick metal plate, a base end portion of the thick metal plate is externally fixed to the steering column, and a screw hole is formed in the distal end portion. Shock absorber for steering device

11. The electric position adjustment mechanism according to claim 10, wherein the adjustment nut is tubular and has a female thread on the inner peripheral surface, and the rear end portion is supported and fixed to the steering column via a support bracket. Shock absorber for steering device.

An adjustment nut is attached to the tip of the support bracket with the base end fixed to the steering column, and the center axis of the screw hole and the center axis of the steering column are parallel to each other and can be rotated when a large torque is applied. In the state where the center axis of the adjusting screw rod and the central axis of the steering column are parallel to each other so that the front end of the adjusting screw rod can be rotated to a fixed portion while preventing axial displacement. The adjusting screw 杆 can be driven to rotate in both directions by an electric motor via a speed reducer that does not operate in reverse. The resistance when the adjusting nut rotates is determined by adjusting the adjusting screw 杆 and the adjusting nut. The shock absorbing device for a steering device with an electric position adjusting mechanism according to claim 6, wherein a resistance against rotation of a member that rotates based on a reverse operation of the steering device is provided.

A circular hole whose central axis is parallel to the steering column is formed at the tip of the support bracket, and an adjustment nut is fitted inside the circular hole via a torque limiter and provided on the outer peripheral surface of the adjustment nut. 14. The impact absorbing device for a steering apparatus with an electric position adjusting mechanism according to claim 13, wherein a thrust bearing is provided between the rear side surface of the flange and the front side surface of the support bracket.

The impact absorbing device for a steering device with an electric position adjusting mechanism according to any one of claims 13 to 14, wherein the adjusting nut is tubular and has an internal thread formed on an inner peripheral surface thereof.