JP2008195354A - Steering system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a steering system sufficiently securing the length of tube fitting length even when a steering related part such as a transmission ratio adjustable mechanism, etc. is connected to a steering shaft. <P>SOLUTION: A first tube 121 is arranged coaxially with a second tube 122 free to move in the axial direction along the outer peripheral side of the second tube 122 in this steering system 1. Consequently, the first tube 121 moves outside of the second tube 122 when a first shaft 111 and the first tube 121 supporting it move in the axial direction. The whole or a part of a transmission ratio adjustable means 130 is stored inside of the second tube 122, and consequently, it is not necessary to consider the interference with the transmission ratio adjustable means 130 in setting a moving stroke of the first tube 121 and the tube fitting length and accordingly, it is possible to set the tube fitting length L2 sufficiently long. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a steering apparatus, and more particularly, to a steering apparatus including a mechanism in which a steering handle can move at least in a vehicle front direction.

  The steering device is a device that mechanically or electrically connects a steering handle to a steering shaft such as a rack shaft, and transmits a rotation (steering) operation amount of the steering handle to the steering shaft. This steering apparatus generally has a steering shaft that is connected to a steering handle and rotates in the direction around the axis by a turning operation of the steering handle, and a column tube that supports the steering shaft so as to be relatively rotatable and non-movable in the axial direction. is doing. Then, the rotational driving force of the steering shaft that is rotated by the turning operation of the steering handle is transmitted as the straight driving force to the steering shaft via the steering device, and the steering shaft is driven.

  The steering device includes a telescopic mechanism that adjusts the position of the steering handle in the longitudinal direction of the vehicle by moving the steering shaft in the axial direction, and when an impact is applied to the steering handle from the driver side to the front of the vehicle. Some of them are equipped with an impact moving mechanism that is a mechanism for pushing the steering handle toward the front of the vehicle while the steering shaft is moved by the impact force to absorb the impact force. In order that such a mechanism can actually function, it is necessary that the steering shaft has a structure that moves at least in the axial direction.

  As a structure that enables the steering shaft to move in the axial direction, the steering shaft is divided into two parts, and the two divided shafts are connected so as to be integrally rotatable and axially movable relative to each other by spline fitting or the like. A structure that relatively moves in the axial direction along the other shaft may be employed. With such a structure, the steering shaft connected to the steering handle can be moved in the axial direction with respect to the other steering shaft. In addition, with the adoption of this structure, the column tube may be divided into two parts, and the two column tubes may be configured to support the respective steering shafts so as to be relatively rotatable and axially immovable. In this case, both the column tubes are formed with a laminated region overlapping in the radial direction, and the two column tubes are configured to be relatively movable in the axial direction. With such a structure, when the steering shaft on the side connected to the steering handle moves in the axial direction, the column tube supporting the steering shaft also moves in the axial direction with respect to the counterpart column tube. To do.

Further, a steering-related component, which is a functional component having a function related to the steering operation of the vehicle, may be attached to the steering device in the transmission path until the rotational driving force of the steering handle is transmitted to the steering shaft. . As such steering-related components, for example, a transmission ratio variable mechanism that is a mechanism that changes the ratio of the steered wheel steered amount to the steered wheel steered amount according to the vehicle motion state such as the vehicle speed and the steering angle, There is a power steering mechanism that is a mechanism that generates an assist torque for assisting a turning operation of the steering handle in accordance with a steering torque necessary for turning the handle. Since the steering-related component operates based on the steering operation of the steering handle, it may be connected to a steering shaft that rotates in response to the steering operation of the steering handle. For example, in Patent Document 1 that has not been disclosed at the time of the present application, a steering shaft that constitutes a steering device includes a first shaft that is coupled to a steering handle, and a second shaft that is coupled to the first shaft so as to be capable of axial relative movement. The structure of a steering device is described that is divided into two shafts, the entire steering shaft can be expanded and contracted by the axial relative movement, and the transmission ratio variable mechanism and the electric power steering mechanism are connected to the end of the second shaft. Has been.
Japanese Patent Application No. 2005-295524

  In the steering device described in Patent Document 1, since the transmission ratio variable mechanism is connected to the end of the second shaft, the movement strokes of the first shaft and the first tube, and the first tube and the second tube are mutually connected. The length of the overlapping region (this region is called the laminated region) (this length is called the tube fitting length) must be designed in consideration of the interference with the transmission ratio variable mechanism. Therefore, when designing a steering device equipped with a transmission ratio variable mechanism in a limited space in a vehicle, a moving stroke and a tube fitting length cannot be made longer than a steering device not equipped with the mechanism. The tube fitting length affects the rigidity (strength) and the vibration isolation effect of the steering device. The longer the tube fitting length, the higher the rigidity and the vibration isolation effect. Therefore, if the fitting length of the tube is shortened, there arises a problem that the rigidity and the vibration isolation effect of the steering device are reduced.

  The present invention has been made to solve the above problem, and even when a steering-related component such as a transmission ratio variable mechanism is connected to the steering shaft, the moving stroke of the steering shaft is a predetermined length. It is a technical problem to provide a steering device that ensures a sufficient tube fitting length so that the rigidity and vibration isolation effect of the steering device can be maintained.

  In order to achieve the above object, the present invention is characterized in that it is formed in an elongated shape and is connected to a steering handle that is rotated by an operator on one end side, and is operated by rotating the steering handle. A steering shaft that rotates in a direction around an axis and is connected to a steering-related component having a function related to a steering operation of a vehicle on the other end side, the steering shaft being movable in the axial direction together with the steering handle, and a cylinder A first tube which is formed in a cylindrical shape and supports the steering shaft on the inner peripheral side so as to be relatively rotatable and not movable in the axial direction, and is formed in a cylindrical shape, and one of the steering shaft and the steering related parts is formed on the inner peripheral side. A second tube containing part or all of the first tube, the first tube being coaxial with the second tube and on the outer peripheral side of the second tube It is to a steering system that is axially movably arranged me.

  According to the said invention, the 1st tube is arrange | positioned so that it can move to an axial direction along the outer peripheral side of a 2nd tube coaxially with a 2nd tube. That is, in the steering device of the present invention, the laminated region is formed so that the first tube is on the outside and the second tube is on the inside. For this reason, when the steering shaft and the first tube supporting the steering shaft move in the axial direction, the first tube moves outside the second tube. At this time, all or a part of the steering-related parts are accommodated in the second tube, so that the first tube does not interfere with the steering-related parts due to the axial movement thereof. Therefore, the movement stroke of the first tube and the arrangement section extending in the axial direction of the steering-related parts can be largely overlapped. Therefore, even when the steering-related component is connected to the steering shaft, the moving stroke and the tube fitting length can be designed without considering interference with the steering-related component. That is, according to the configuration of the present invention, it is possible to provide a steering device that sufficiently secures the moving stroke and tube fitting length of the first tube and the axially moving portion.

  In addition, the steering shaft is formed in a long shape, and is formed in a long shape with a first shaft connected to a steering handle at one end, and can rotate in the direction around the axis in response to the rotation of the first shaft. And a second shaft connected to the first shaft so as to be axially movable relative to one end side, and connected to the steering-related component on the other end side. According to this, the first shaft moves in the axial direction together with the first tube, and the steering handle moves accordingly. In this case, the second shaft is fixed, and the entire length of the steering shaft contracts as the first shaft moves relative to the second shaft. Even in such a case, a part of the steering shaft is still moving. That is, even if there is a portion that does not move, the steering shaft is configured to be movable in the axial direction as long as the steering shaft is partially moved and contracts as a whole, and is included in the scope of the present invention. .

  The steering-related component may include an input shaft that rotates in response to the rotation of the steering shaft and that is connected to the steering shaft so as to be relatively movable in the axial direction. In this case, the entire steering shaft moves in the axial direction by moving the steering shaft in the axial direction with respect to the input shaft of the steering-related component. Further, since it is not necessary to divide the steering shaft by such a configuration, the steering shaft can be designed to be shortened accordingly, and the overall length of the steering device can be shortened to provide a compact steering device. In this case, since the steering shaft moves in the axial direction with respect to the input shaft of the steering-related component, the input shaft needs to have an axial length longer than the moving stroke of the steering shaft.

  Further, it is preferable that the steering shaft is connected to the steering-related component via a vibration isolating means. According to this, it is possible to prevent or suppress the vibration generated from the steering-related component side by the vibration isolating means from being transmitted to the steering handle via the steering shaft. In this case, when the steering shaft moves in the axial direction with respect to the input shaft of the steering-related component, the input shaft has an axial length that is equal to or longer than the moving stroke of the steering shaft as described above. By connecting the input shaft and the steering shaft through the vibration isolating means having the thickness, the vibration isolating effect is further improved.

  Further, the steering-related component is for transmitting ratio variable means for changing a ratio of a wheel turning amount to a steering operation amount of the steering handle and / or for assisting a steering operation in accordance with a steering force of the steering handle. The steering assisting means for generating the assisting force can be provided. The transmission ratio variable means and the steering assist means (for example, an electric power steering mechanism) are means for improving the steering performance, and can be connected to the steering shaft, and have been especially developed in recent years. Therefore, by connecting these to the steering shaft as steering-related parts, it is possible to provide a steering device that can be sufficiently used in the future. In addition, if these functional parts are connected directly to the steering shaft (or via vibration isolation means), the functional parts can be aggregated as a column assist EPS (electric power steering) device integrated with a variable transmission ratio mechanism. A steering device that is compact and has improved vehicle mountability can be obtained.

  The transmission ratio variable means changes the ratio of the wheel turning amount with respect to the steering operation amount of the steering handle as described above. For example, the amount of rotation of the steering handle according to the driving state (for example, vehicle speed) of the vehicle. Depending on the steering function (steering angle) of the steering wheel, the wheel has a function of changing the ratio of the wheel steering amount (steering angle) to the (rotation angle) What has the function to change the ratio of turning amount (steering angle) is mentioned. As a more specific example, when the vehicle speed is low, the wheel turning amount (steering angle) with respect to the steering wheel rotation amount (rotation angle) is increased, and when the vehicle speed is high, the steering handle rotation amount (rotation). A part having a function of reducing the turning amount (steering angle) of the wheel with respect to (angle) is mentioned. As a specific configuration of such a transmission ratio variable means, there is an input shaft, an output shaft, and a transmission that is provided between the input shaft and the output shaft and changes the rotational speed of the input shaft and transmits it to the output shaft. The structure which has a mechanism can be taken. As a configuration of the transmission mechanism, a planetary gear mechanism or a wave gear mechanism can be used.

  The steering assist means assists the driver's steering operation. Typically, there is a power steering device that generates assist torque in accordance with the steering torque of the steering handle to facilitate the turning operation of the steering handle. Can be mentioned. On the other hand, the driver gives a reaction torque on the opposite side of the direction in which the steering wheel is about to turn, making it difficult for the steering wheel to turn, resulting in a function for improving vehicle stability during driving. It can be used as a steering assist means for assisting the steering operation.

  Further, it further comprises first bearing means for supporting the steering shaft on the first tube so that the steering shaft can rotate but cannot move in the axial direction, and second bearing means for supporting the steering shaft on the second tube so as to be rotatable. The second bearing means may be fixed to the second tube and connected to the steering shaft so as to be axially movable. According to this, since the steering shaft is rotatably supported by the two bearing means spaced apart in the axial direction, the steering shaft is stably supported and the support rigidity can be increased. Further, since the steering shaft is connected to the second bearing means so as to be movable in the axial direction, the second bearing means does not become an obstacle to this movement when the steering shaft moves in the axial direction, and the steering shaft can be smoothly moved. Can be moved.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a side sectional view of a steering device 1 according to a first embodiment of the present invention.

  As shown in FIG. 1, the steering device 1 of this embodiment includes a steering shaft 110 and a column tube 120 formed in a cylindrical shape so as to cover the outer periphery of the steering shaft 110. As shown in the drawing, an end portion of the steering shaft 110 protrudes from one end (right end in the drawing) 121a of the column tube 120, and this end portion is coaxially connected to a steering wheel (not shown).

  The steering shaft 110 is divided into a first shaft 111 and a second shaft 112. The first shaft 111 is formed in a long cylindrical shape, and a steering handle (not shown) is coaxially connected to the one end 111a, which is the right end, so as to be integrally rotatable. Therefore, the first shaft 111 rotates coaxially around the axis by the turning operation of the steering handle. The first shaft 111 is formed in a cylindrical shape having a constant inner diameter over a predetermined axial length from the other end 111b that is the left end toward the right, and the diameter is gradually reduced from the reduced diameter point S. It is formed in a tapered shape. An inner spline is formed in the inner wall portion of the first shaft 111 on the other end 111b side, and an outer spline is formed in the outer wall portion in the axial direction.

  The second shaft 112 is also formed in an elongated shape like the first shaft 111, and is coaxially arranged in tandem with the first shaft 111 partially overlapping in the axial direction. However, the second shaft 112 has a rod shape. An outer spline is formed on the outer periphery on the one end 112a side which is the right end side of the long second shaft 112. The one end 112a side is inserted into the first shaft 111 from the other end 111b side of the cylindrical first shaft 111, and the inner spline formed on the first shaft 111 and the outer spline formed on the second shaft 112 are inserted. The spline is engaged. By this spline fitting, the first shaft 111 and the second shaft 112 can rotate together, that is, the second shaft 112 can rotate around the axis in response to the rotation of the first shaft 111. In addition, the first shaft 111 and the second shaft 112 are connected to each other so as to be movable in the axial direction by the spline fitting. A transmission ratio variable means 130, which will be described later, is connected to the other end 112b side of the second shaft 112.

  The column tube 120 is also divided into two, a first tube 121 and a second tube 122, similarly to the steering shaft 110. Both the first tube 121 and the second tube 122 are cylindrical members. The first tube 121 is arranged on the right side in the figure of the column tube 120 and is open at both ends. The first tube 121 is generally formed in a stepped cylindrical shape, and the diameter of the portion on the right side from the step portion 121c is smaller than the diameter on the left side of the step portion 121c. A telescopic nut 11 is attached to the lower portion of the first tube 121 in the figure. This telescopic nut 11 is screwed into a telescopic screw 12 described later.

  The first tube 121 is arranged concentrically so as to cover the outer periphery of the first shaft 111. The first tube 121 supports the first shaft 111 on the inner peripheral side thereof via the first bearing 31 so as to be relatively rotatable and not movable in the axial direction. For this reason, even if the 1st shaft 111 rotates by rotation operation of a steering handle, the 1st tube 121 does not rotate.

  Part or all of the second shaft 112 and the transmission ratio variable means 130 are accommodated in the space on the inner peripheral side of the cylindrical second tube 122. Further, as shown in the figure, the second tube 122 is arranged in a state of being inserted on the inner peripheral side of the first tube 121. Specifically, the right opening end 122a of the second tube 122 is inserted from the left opening end 121b side of the first tube 121 to the inner peripheral side of the first tube 121, and by this insertion, A stacked region A that overlaps in the radial direction in the arrangement state in which the first tube 121 is disposed outside the second tube 122 is formed in the axial direction. In the laminated region A, the inner wall of the first tube 121 and the outer wall of the second tube 122 are in contact with each other, and are coaxially arranged in a state where both the tubes are in sliding contact. In forming the stacked region A, a liner or the like may be interposed between the first tube 121 and the second tube 122. Since it is such a structure, the 1st tube 121 and the 2nd tube 122 are arrange | positioned coaxially, and the 1st tube 121 can be relatively moved to an axial direction along the outer peripheral side of the 2nd tube 122. Yes.

  As shown in the drawing, a second bearing 32 is attached to the inner periphery on the right side of the second tube 122. The second bearing 32 has an outer ring side fixed to the inner wall of the second tube 122 and an inner ring side fixed to the outer wall of the first shaft 111 so as to be axially movable and integrally rotatable. Therefore, the first shaft 111 is supported by the first tube 121 by the first bearing 31 and is also supported by the second tube 122 by the second bearing 32, and is separated in the axial direction as can be seen from the figure. Since the structure is supported at two points, the support of the first shaft 111 is stabilized (support rigidity is increased). In addition, as a specific structure of the second bearing 32, a structure as shown in FIG. That is, as shown in FIG. 15, the second bearing 32 includes a cylindrical inner ring 321, a cylindrical outer ring 322 coaxially arranged at a predetermined interval on the outer peripheral side of the inner ring 321, a retainer (not shown), and the like. And a plurality of balls 323 arranged in a ring-shaped space between the outer peripheral side of the inner ring 321 and the inner peripheral side of the outer ring 322. A cylindrical fixing ring member 324 is fixed to the inner ring 322 by a method such as press fitting on the inner peripheral side of the inner ring 321. An inner spline 324 a is formed in the axial direction on the inner periphery of the fixing ring member 324. Then, the outer ring 322 side is fitted and fixed to the inner peripheral wall of the second tube 122, and the first shaft 111 is inserted into the inner peripheral side of the fixing ring member 324 to be formed on the inner periphery of the fixing ring member 324. The inner spline 324a and the outer spline formed on the outer peripheral wall of the first shaft 111 are spline-fitted. By this spline fitting, the second bearing 32 can be moved in the axial direction with respect to the first shaft 111.

  A telescopic bracket 13 is formed at the lower left side of the second tube 122, and a telescopic screw 12 extending in a direction parallel to the axial direction of the second tube 122 is rotatable on the telescopic bracket 13. Is pivotally supported. As described above, the telescopic screw 11 formed on the first tube 121 is screwed into the telescopic screw 12. The telescopic screw 12 is rotated by an electric motor (not shown). Therefore, when the telescopic screw 12 is rotated by the rotation of the electric motor, the telescopic nut 11 screwed into the telescopic screw 12 is fed and moved in the axial direction of the telescopic screw 12. Since the axial direction of the telescopic screw 12 coincides with the axial direction of the second tube 122, the first tube 121 moves in the axial direction along the outer periphery of the second tube 122 as the telescopic nut 11 moves. Along with the axial movement of the first tube 121, the first shaft 111 supported coaxially and immovably in the axial direction by the first tube 121 via the first bearing 31 is also axial along the second shaft 112. Move to. As a result, the steering handle attached to the one end 111a side of the first shaft 111 is also moved, and a telescopic operation is performed.

  As shown in FIG. 1, the housing 41 is connected to the open end 122 b side of the second tube 122. The housing 41 is formed in a hollow cylindrical shape, the right end surface is formed in a flange shape, and is fastened to the opening end 122b side of the second tube 122 with a screw 42. A bracket 43 is attached to the upper part of the left end surface of the housing 41. A circular hole is formed in the bracket 43, and a pin or the like fixed to the vehicle body side is inserted into the circular hole from a direction perpendicular to the paper surface. This pin can be the center of rotation when the steering device 1 is tilted. Since the tilt operation is not related to the present invention, a detailed description thereof is omitted.

  As described above, the transmission ratio variable means 130 is connected to the other end 112 b side of the second shaft 112. The transmission ratio variable means 130 includes an input shaft 131, a transmission ratio variable unit 132, and an output shaft 133. The transmission ratio variable unit 132 converts the rotation of the input shaft 131 into a desired number of rotations. The output shaft 133 is rotated at the converted rotational speed. The rotation of the output shaft 133 is transmitted to an intermediate shaft (not shown), and the rotation transmitted to the intermediate shaft is converted to a linear motion by a pinion gear or the like and then transmitted to a steering shaft (such as a rack shaft). Accordingly, the transmission ratio variable means 130 is interposed in the transmission path for transmitting the steering force input from the steering handle to the steering shaft via the steering shaft 110, and increases or decreases the steering amount of the steering handle according to a desired condition. It is possible to exert the function to do. Such a transmission ratio variable means 130 has a function of changing the steering operation amount of the vehicle, and thus can be said to be a steering related component having a mechanism related to the steering operation.

  The transmission ratio variable unit 132 may be any configuration that can exhibit the above function, that is, a configuration that can change the steering operation amount (rotation operation amount) of the steering wheel. A wave gear device represented by a device or a harmonic drive (registered trademark) mechanism is applicable. Although not shown, the wave gear device is, for example, as disclosed in Japanese Patent Application Laid-Open No. 2005-162124, a first ring gear provided on the input shaft so as not to rotate relative thereto and a first ring gear provided on the output shaft so as not to rotate relative thereto. A second ring gear having a different number of teeth from the ring gear, a flexible flexible gear that meshes with both the first ring gear and the second ring gear, and an elliptical cam that is mounted on the outer periphery of the ring gear. And a wave generator connected to rotate integrally with the motor shaft of the electric motor. In such a wave gear device, the rotation ratio between the input shaft and the output shaft is arbitrarily changed by changing the rotation speed of the electric motor.

  In this embodiment, for the sake of simplicity of explanation, an example is shown in which only the transmission ratio variable means 130 is connected to the steering shaft 110, but other steering-related components such as electric power are connected to the transmission ratio variable means 130. A steering mechanism or the like may be connected. In this case, for example, almost all of the transmission ratio variable means 130 is accommodated in the second tube 122, the electric power steering mechanism is accommodated in the housing 41, and the output shaft of the transmission ratio variable means 130 is input to the electric power steering mechanism. By connecting to the side, storage and connection of the plurality of steering-related parts can be realized.

  As shown in FIG. 1, the input shaft 131 of the transmission ratio variable means 130 is formed in a cylindrical shape, and the second tube 122 is rotatable around the base end portion via the third bearing 33 and cannot move in the axial direction. It is supported by the inner wall. The other end 112 b side of the second shaft 112 is inserted on the inner peripheral side of the input shaft 131, and both are connected via a damper 150. The damper 150 serves as an anti-vibration means for preventing vibration generated from the electric motor and the gear mechanism from being transmitted to the steering handle via the steering shaft 110 when the transmission ratio variable means 130 is operated.

  The damper 150 is a metal inner cylinder 151 fitted into the outer peripheral surface of the second shaft 112 on the other end 112 b side, and a metal fitting fitted into the inner peripheral surface of the cylindrical input shaft 131 of the transmission ratio variable means 130. Of the outer cylinder 152 and a vibration-proof rubber 153 as a cylindrical elastic body interposed between the inner cylinder 151 and the outer cylinder 152, and a bush type with an inner and outer cylinder in which these are coaxially combined. Configured as an elastic coupling. The vehicle rear end (right end in the figure) of the outer cylinder 152 is formed in a bowl shape and abuts the tip of the input shaft 131.

  In the steering device 1 having such a configuration, the first shaft 111 and the first tube 121 are moved to the second shaft 112 and the second tube 122 when the telescopic operation is performed or when an impact force is applied from the steering handle side. On the other hand, it is set as the structure which can move to an axial direction. Here, as shown in FIG. 1, the left open end 121b of the first tube 121 moves to the left in the axial direction along the outer periphery of the second tube 122 from the position (neutral state) shown in FIG. The distance in the axial direction until interference with the raised portion R on the outer periphery of the second tube 122 is L11, and the step portion 121c of the first tube 121 moves leftward in the axial direction from the position shown in FIG. The axial distance until interference with the right opening end 122a of the tube 122 is L12, and the other end 111b of the first shaft 111 moves leftward in the axial direction from the position shown in FIG. 1 and interferes with the damper 150. The axial distance until L13 is the axial distance until the reduced diameter point S of the first shaft 111 moves leftward from the position shown in FIG. 1 and interferes with the one end 112a of the second shaft 112. Is L14 When the shortest distance among these axial distance L11, L12, L13, L14 becomes the stroke of movement of the first shaft 111 and the first tube 121. Moreover, in FIG. 1, the axial distance of the lamination | stacking area | region A where the 1st tube 121 and the 2nd tube 122 are laminated | stacked on radial direction is represented by L2. Further, the axial distance of the portion where the first shaft 111 and the second shaft 112 are fitted together by spline fitting is represented by L3. In this specification, L2 is called a tube fitting length, and L3 is called a shaft fitting length.

  FIG. 2 shows a steering device when the first shaft 111 and the first tube 121 are moved forward (to the left in FIG. 1) by the telescopic operation or the impact force applied from the steering handle and reach the movement limit position. FIG. Here, in the present embodiment, the axial distances L11, L13, and L14 are the same, and L12 is set longer than the other three axial distances. Therefore, the movement stroke becomes L11 (L13, L14), and the state of the steering device 1 shown in FIG. 2 is the first shaft 111 and the first tube by the movement stroke L11 from the state (neutral state) of the steering device 1 shown in FIG. This is the state when 121 moves to the left.

  FIG. 3 is a side partial cross-sectional view showing that the steering device 1 shown in FIG. 1 and the steering device C1 having a structure in which the first tube 121 enters the second tube 122 can be compared. In the steering device C1 shown in this figure, the same parts as those in the steering device 1 are denoted by the same reference numerals. As shown in FIG. 3, in the steering device C <b> 1, the fitting relationship between the first tube 121 and the second tube 122 is opposite to that of the steering device 1. That is, in the steering device C1, the first tube 121 enters the inner peripheral side of the second tube 122, and the stacked region A that overlaps in the radial direction in the arrangement state in which the first tube 121 is disposed inside the second tube 122. Forming.

  Here, in the steering apparatus 1 and C1 shown in FIG. 3, the distance from the one end 111a of the first shaft 111 to the tip of the output shaft 133 of the transmission ratio variable means 130 is the total length L0, and the total length L0 and the movement stroke L11 are set as follows. Looking at the tube fitting length L2 that is the axial distance of the laminated region A in the same state, the tube fitting length L2 of the steering device 1 is more than the tube fitting length L2 of the steering device C1. I understand that it is long. The reason for this is as follows.

  Since the first tube 121 enters the inside of the second tube 122 in the steering device C1, the left open end 121b of the first tube 121 is transmitted when the first tube 121 is moved in the axial direction to the left. There is a risk of interference with the transmission ratio variable section 132 of the ratio variable means 130. For this reason, the moving stroke L11 cannot be set to the left in the drawing relative to the transmission ratio variable unit 132. Therefore, in the steering device C1, the arrangement section D1 of the transmission ratio variable unit 132, the section of the moving stroke L11, the section of the tube fitting length L2, and the section of the moving stroke L12 are arranged in the axial direction without overlapping in a column. I have to design it.

  On the other hand, since the 1st tube 121 is arrange | positioned on the outer side of the 2nd tube 122, the steering apparatus 1 is accommodated in the 2nd tube 122 even if it moves the 1st tube 121 to the left. It does not interfere with the transmission ratio variable unit 132. For this reason, if all or part of the transmission ratio variable unit 132 is accommodated in the second tube 122, both of them can be moved even if the first tube 121 is moved to the axial position where the transmission ratio variable unit 132 is disposed. There is no interference. That is, in the steering device 1, although the section of the movement stroke L11, the section of the tube fitting length L2, and the section of the movement stroke L12 are designed to be arranged in tandem in the axial direction, the arrangement section of the transmission ratio variable unit 132 is arranged. The section of D1 and moving stroke L11 can be designed to overlap in the axial direction.

  Therefore, in the steering device 1, the movement stroke L11 and the tube fitting length L2 can be designed to be longer by the amount that the arrangement section D1 of the transmission ratio variable unit 132 and the section of the movement stroke L11 overlap in the axial direction. . Therefore, if the moving stroke L11 in the steering device 1 and the steering device C1 is the same length, the tube fitting length L2 of the steering device 1 can be designed longer than the tube fitting length L2 of the steering device C1.

  As described above, according to the steering apparatus 1 of the present embodiment, a part or all of the second shaft 112 and the transmission ratio variable means 130 that is a steering-related component in the second tube 122 (in this embodiment, at least the input shaft) 131 and the transmission ratio variable portion 132), and the first tube 121 is arranged coaxially with the second tube 122 and axially movable along the outer peripheral side of the second tube 122. Therefore, the movement stroke L11 and the axial arrangement section D1 of the transmission ratio variable unit 132 can be overlapped, and the movement stroke L11 and the tube fitting length L2 can be sufficiently ensured. Therefore, it can be set as the steering device in which the rigidity and the vibration isolation effect can be maintained.

  Further, since the second shaft 112 is connected to the transmission ratio variable means 130 via the damper 150, the vibration generated from the transmission ratio variable means 130 side is transmitted to the steering wheel via the steering shaft 110. It can be reliably prevented or more strongly suppressed.

(Modification 1)
FIG. 4 is a side partial cross-sectional view of a steering device which is a modification of the steering device of the first embodiment. The steering device 101 shown in FIG. 4 is basically the same as the steering device 1 shown in FIG. FIG. 5 is a side partial cross-sectional view showing a state when the first shaft 111 and the first tube 121 move leftward and reach the movement limit position in the steering device 101 shown in FIG. 4. In the steering apparatus 101, the second shaft 112 and the input shaft 131 of the transmission ratio variable means 130 are directly coaxially connected, and no damper is interposed in the connection between the two as in the steering apparatus 1 of FIG. . As described above, the present invention can be realized even when the second shaft 112 and the transmission ratio variable means 130 are connected without a damper.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. FIG. 6 is a side partial cross-sectional view of the steering device 2 according to the present embodiment. The steering device 2 has many of the same configurations as those of the steering device 1 shown in FIG. Therefore, the same components as those in the steering apparatus 1 shown in FIG. 1 are denoted by the same reference numerals, and a detailed description thereof will be omitted. Hereinafter, parts different from the steering apparatus 1 shown in FIG.

  As shown in FIG. 6, the steering device 2 of this embodiment includes a steering shaft 210 and a column tube 120 formed in a cylindrical shape so as to cover the outer periphery of the steering shaft 210. An end portion of the steering shaft 210 protrudes from one end 121a (the right end in the drawing) of the column tube 120.

  The steering shaft 210 is formed in a long cylindrical shape, and a steering handle (not shown) is coaxially connected to one end 210a which is the right end so as to be integrally rotatable. Therefore, the steering shaft 210 rotates in the direction around the axis by the turning operation of the steering handle. The steering shaft 210 is formed in a cylindrical shape having a constant inner diameter over a predetermined axial length from the other end 210b that is the left end toward the right, and is formed in a tapered shape that is sequentially reduced in diameter from the middle. Yes. An outer spline is formed along the axial direction on the outer peripheral wall portion of the steering shaft 210 on the other end 210b side. Although the steering shaft 210 of the present embodiment is cylindrical, it may be formed of a solid member. In the first embodiment, the steering shaft 110 is divided into the first shaft 111 and the second shaft 112. However, the steering shaft 210 in the present embodiment is not divided, and a single cylinder is used. A steering shaft is constituted by the shaped shaft.

  The column tube 120 is divided into two, a first tube 121 and a second tube 122. Since the 1st tube 121 and the 2nd tube 122 are the same as what was demonstrated in the said 1st Embodiment, concrete description is abbreviate | omitted. Similarly to the first embodiment, the telescopic nut 11 is attached to the lower portion of the first tube 121 in the figure. The telescopic nut 11 is screwed into a telescopic screw 12 rotatably supported by a telescopic bracket 13 provided on the second tube 122. When the telescopic screw 12 rotates, the telescopic nut 11 is moved in the axial direction of the telescopic screw 12, and the telescopic operation in the steering device 2 is performed by the moving movement of the telescopic nut 11.

  The first tube 121 is disposed concentrically so as to cover the outer periphery of the steering shaft 210. The first tube 121 supports the steering shaft 210 on the inner peripheral side thereof via the first bearing 31 so as to be relatively rotatable and not movable in the axial direction. For this reason, even if the steering shaft 210 is rotated by the turning operation of the steering handle, the first tube 121 does not rotate.

  Part of the steering shaft 210 and part or all of the transmission ratio variable means 230 are accommodated in the space on the inner peripheral side of the cylindrical second tube 122. Further, as shown in the figure, the second tube 122 is arranged in a state of being inserted on the inner peripheral side of the first tube 121. Specifically, the right opening end 122a of the second tube 122 is inserted from the left opening end 121b side of the first tube 121 to the inner peripheral side of the first tube 121, and by this insertion, A stacked region A that overlaps in the radial direction in the arrangement state in which the first tube 121 is disposed outside the second tube 122 is formed in the axial direction. In the laminated region A, the inner wall of the first tube 121 and the outer wall of the second tube 122 are in contact with each other, and are coaxially arranged in a state where both the tubes are in sliding contact. Since it is such a structure, the 1st tube 121 and the 2nd tube 122 are arrange | positioned coaxially, and the 1st tube 121 can be relatively moved to an axial direction along the outer peripheral side of the 2nd tube 122. Yes.

  As shown in FIG. 6, the housing 41 is connected to the left opening end 122 b side of the second tube 122. Since the shape and attachment mode of the housing 41 are the same as those in the first embodiment, the detailed description thereof is omitted.

  As described above, the transmission ratio variable means 230 is connected to the other end 210 b side of the steering shaft 210. The transmission ratio variable unit 230 includes an input shaft 231, a transmission ratio variable unit 232, and an output shaft 233, and the function thereof is the same as that described in the first embodiment.

  The input shaft 231 of the transmission ratio variable means 230 is formed in a cylindrical shape, and the vicinity of the base end portion thereof is supported by the inner wall of the second tube 122 via the third bearing 33 so as to be rotatable and not movable in the axial direction. Here, as can be seen from FIG. 6, the input shaft 231 in the present embodiment extends longer in the axial direction than the input shaft 131 in the first embodiment. The other end 210 b side of the steering shaft 210 is coaxially inserted into the input shaft 231. Further, an anti-vibration damper 250 is disposed on the inner peripheral side of the input shaft 231. The damper 250 is coupled to the anti-vibration rubber 253 so as to cover the cylindrical anti-vibration rubber 253, the metal inner cylinder 251 fitted in the inner periphery of the anti-vibration rubber 253, and the outer periphery of the anti-vibration rubber 253. It is composed of a metallic outer cylinder 252 and is configured as a bush type elastic coupling with inner and outer cylinders which are coaxially combined. The vehicle rear end (right end in the figure) of the outer cylinder 252 is formed in a bowl shape and abuts on the tip of the input shaft 231. The outer cylinder 252 is fixed to the input shaft 231 by being press-fitted into the inner peripheral wall of the input shaft 231.

  Inner splines are formed on the inner peripheral wall of the inner cylinder 251 of the damper 250 along the axial direction. The inner spline is fitted to an outer spline formed on the outer periphery of the steering shaft 210 on the other end 210b side. By such spline fitting, the steering shaft 210 is connected to the input shaft 231 so as to be integrally rotatable and axially movable. Other parts not described in the configuration are the same as those in the first embodiment.

  The steering device 2 in the present embodiment is also configured such that the steering shaft 210 and the first tube 121 can move in the axial direction during telescopic operation or when an impact force is applied from the steering handle side. Here, in the present embodiment, the first tube 121 moves in the axial direction along the outer periphery of the second tube 122, but the steering shaft 210 is attached to the input shaft 231 of the transmission ratio variable means 230 and the input shaft 231. It moves along the inner cylinder 251 of the damper 250 in the axial direction.

  As shown in FIG. 6, until the left open end 121 b of the first tube 121 moves leftward in the axial direction from the position shown in FIG. 6 and interferes with the raised portion R on the outer periphery of the second tube 122. The axial direction until the step distance 121c of the first tube 121 moves leftward in the axial direction from the position shown in FIG. 6 and interferes with the right end of the inner cylinder 251 of the damper 250. When the distance is L12 and the other end 210b of the steering shaft 210 is moved to the left in the axial direction from the position shown in FIG. 6 and the axial distance until it interferes with the right end surface of the transmission ratio variable unit 232 is L13. The shortest distance among these axial distances L11, L12, and L13 is the movement stroke. Moreover, in FIG. 6, the tube fitting length which is the axial direction distance of the lamination | stacking area | region A is represented by L2, and the shaft fitting length is represented by L3.

  FIG. 7 shows the steering device 2 when the steering shaft 210 and the first tube 121 are moved forward (to the left in FIG. 1) by the telescopic operation or the impact force applied from the steering handle and reach the movement limit position. It is a figure which shows the state of. Here, in this embodiment, since the axial distances L11, L12, and L13 are all the same, the movement stroke is L11 (L12, L13), and the state of the steering device shown in FIG. 7 is shown in FIG. This is a state when the steering shaft 210 and the first tube 121 are moved leftward by the movement stroke L11 from the state of the steering device shown (neutral state).

  FIG. 8 is a side partial sectional view showing the steering device 2 shown in FIG. 6 and the steering device C1 having a structure in which the first tube enters the second tube. In the steering device C1 shown in this figure, the same parts as those of the steering device 2 are denoted by the same reference numerals. The steering device C1 has the same structure as the steering device C1 shown in FIG.

  As shown in FIG. 8, also in the steering device 2, the tube fitting length L2 can be set longer when the moving stroke L11 is the same length in comparison with the steering device C1. The reason is as described in the first embodiment. That is, also in the steering device 2 according to the present embodiment, it is possible to design the arrangement section D1 in the axial direction of the transmission ratio variable portion 232 and the section of the moving stroke L11 to overlap, so the tube fitting length L2 is set to the overlap. Can be set longer.

  Further, when the movement strokes of the steering device C1 and the steering device 2 are the same, the overall length L0 of the steering device 2 is shorter than the overall length L0 of the steering device C1. This is because the steering device 2 has one steering shaft, and the steering shaft 210 is configured to relatively move in the axial direction within the input shaft of the transmission ratio variable means 230. This is because the section D2 arranged in the axial direction of the input shaft 231 of L13 and the transmission ratio variable means 230 can be designed in an overlapping manner. That is, in the steering device C1, the moving stroke L13 of the steering shaft must be designed in consideration of the interference with the input shaft 231 of the transmission ratio variable means 230, but in the steering device 2, the steering shaft 210 is in the input shaft 231. Therefore, it is not necessary to consider the interference between the two, so that the movement stroke L13 of the steering shaft 210 and the axial section D2 where the input shaft 231 is arranged can be overlapped. Therefore, the total length L0 of the steering device 2 can be shortened by the overlapping amount. Further, when the total length L0 is the same, the moving stroke L11 and the tube fitting length L2 can be designed to be longer.

  In addition, since the steering device 2 of the present embodiment does not have a configuration corresponding to the second shaft 112 in the steering device 1 of the first embodiment, the number of parts can be reduced and the cost can be reduced. Further, since the steering shaft 210 moves in the axial direction with respect to the input shaft 231 of the transmission ratio variable means 230, the input shaft 231 is designed to have an axial length that is longer than the moving stroke of the steering shaft 210. Therefore, the damper 250 having a length corresponding to the moving stroke can be attached. By attaching such a long damper 250, the vibration isolation effect is further improved.

(Modification 2)
FIG. 9 is a side partial cross-sectional view of a steering device 201 which is a modified example of the steering device of the second embodiment. Since the steering device 201 shown in FIG. 9 is basically the same as the steering device 2 shown in FIG. 6, the same parts are denoted by the same reference numerals. FIG. 10 is a side partial cross-sectional view showing a state when the steering shaft 210 and the first tube 121 move leftward and reach the movement limit position in the steering device 201 shown in FIG. 9. In this steering device 201, the steering shaft 210 and the input shaft 231 of the transmission ratio variable means 230 are directly coaxially connected, and no damper 250 is interposed between the steering shaft 210 and the input shaft 231. Thus, the present invention can be realized even when the steering shaft 210 and the transmission ratio variable means 230 are connected without the damper 250 interposed. In this case, an inner spline is formed in the axial direction on the inner periphery of the input shaft 231, and the inner spline is fitted with an outer spline formed on the steering shaft 210. With such a connection structure, the steering shaft 210 is connected to the input shaft 231 so as to be rotatable integrally with the input shaft 231 and movable in the axial direction.

(Third embodiment)
Next, a third embodiment of the present invention will be described. FIG. 11 is a side sectional view of the steering device 3 according to the present embodiment. FIG. 12 is a diagram illustrating the steering shaft 210 and the steering shaft 210 when the steering device 3 according to the present embodiment is telescopically operated or an impact force is applied from the steering handle side. It is side surface partial sectional drawing when the 1 tube 121 is displaced to a limit position. In the steering device 3, the second bearing 32 is attached between the second tube 121 and the inner cylinder 251 of the damper 250 attached to the input shaft 231 of the transmission ratio variable means 230, so that the steering shaft 210 is stably provided. This is a structure that can be supported. Since the other parts are generally the same as those of the steering apparatus 2 described in the second embodiment, the same components are denoted by the same reference numerals, and detailed descriptions thereof are omitted.

  As shown in the figure, the inner cylinder 251 of the damper 250 is formed longer in the axial direction than the outer cylinder 252, and the right end portion side of the inner cylinder 251 protrudes from the right end of the outer cylinder 252. The outer periphery of the protruding portion is supported on the inner peripheral wall of the second tube 122 through the second bearing 32 so as to be rotatable. Since the inner cylinder 251 is fitted to the steering shaft 210 by spline fitting, the second bearing 32 also supports the steering shaft 210 via the inner cylinder 251. Other parts not described in the configuration are the same as those in the second embodiment.

  Also in the steering device 3 of the present embodiment, the tube fitting length L2 can be set long. The reason is as described in the first embodiment. That is, in the steering device 3 according to the present embodiment as well, it is possible to design the overlapping of the arrangement section D1 in the axial direction of the transmission ratio variable unit 232 and the section of the moving stroke L11. Can be set longer.

  Further, the steering device 3 of the present embodiment has a structure in which the steering shaft 210 is supported by the second tube 122 by the second bearing 32 via the inner cylinder 251 of the damper 250. The steering shaft 210 is also supported by the first tube 121 by the first bearing 31. As described above, since the steering shaft 210 is supported at two points different in the axial direction, the steering shaft 210 is stably supported, and the support rigidity can be increased.

  In this case, the inner cylinder 251 to which the second bearing 32 is attached and the second tube 122 do not move relative to each other while the steering shaft 210 is moving. Therefore, even if the second bearing 32 is fixed to them, the axial movement of the steering shaft 210 is not hindered. Moreover, in this embodiment, the 2nd bearing 32 is formed in the area | region in the axial direction area of the shaft fitting length L3 and the tube fitting length L2. Therefore, by providing the second bearing 32, the movement strokes L11, L12, and L13 are not limited, and the second bearing 32 can be provided while ensuring a sufficient movement stroke.

(Modification 3-1)
FIG. 13 is a partial cross-sectional view of a steering device that is a modification of the steering device of the third embodiment. Since the steering device 301 shown in FIG. 13 is basically the same as the steering device 3 shown in FIG. 11, the same parts are denoted by the same reference numerals. FIG. 14 is a side partial cross-sectional view showing a state where the steering shaft 210 and the first tube 121 of the steering device 301 shown in FIG. 13 have moved leftward to reach the movement limit position. In the steering device 301, the second bearing 32 directly supports the steering shaft 210. That is, the second bearing 32 is fitted between the outer periphery of the steering shaft 210 and the inner periphery of the second tube 122, and the steering shaft 210 is interposed via the second bearing 32 and the first bearing 31 as an upper bearing. Is rotatably supported. In this way, the steering shaft 210 is supported at two different points in the axial direction, so that the steering shaft 210 can be stably supported and the support rigidity is increased.

  Here, in this example, the second bearing 32 is provided between the steering shaft 210 and the second tube 122, but when the steering shaft 210 moves in the axial direction, the steering shaft 210 is attached to the second tube 122. Because of the relative axial movement, the contact position between the second bearing 32 and the steering shaft 210 and the contact position between the second bearing 32 and the second tube 122 are relatively displaced as the steering shaft 210 moves in the axial direction. The second bearing 32 is configured to allow this relative displacement.

  FIG. 15 is a front view and a side view of the second bearing 32. As shown in the drawing, the second bearing 32 includes a cylindrical inner ring 321, a cylindrical outer ring 322 coaxially arranged on the outer peripheral side of the inner ring 321 at a predetermined interval, and an inner ring 321 via a retainer (not shown). And a plurality of balls 323 disposed in a ring-shaped space between the outer peripheral side of the outer ring 322 and the inner peripheral side of the outer ring 322. A cylindrical fixing ring member 324 is fixedly arranged on the inner peripheral side of the inner ring 321 by a method such as press fitting. An inner spline 324 a is formed in the axial direction on the inner periphery of the fixing ring member 324.

  Then, the outer ring 322 side is fitted and fixed to the inner peripheral wall of the second tube 122. Further, the steering shaft 210 is inserted into the inner peripheral side of the fixed ring member 324, and the inner spline 324a formed on the inner periphery of the fixed ring member 324 and the outer spline formed on the outer periphery of the steering shaft 210 are spline-fitted. is doing. By this spline fitting, the second bearing 32 supports the steering shaft 210 rotatably while being movable in the axial direction of the steering shaft 210. Since the steering shaft 210 is supported by the second bearing 32 in this way, when the steering shaft 210 moves in the axial direction from the state shown in FIG. 13 to the state shown in FIG. It moves on the shaft 210 along its axial direction. Thus, the steering shaft 210 can be moved in the axial direction without any trouble.

  Also in the steering device 301 in this example, the tube fitting length L2 can be designed to be long as in the above-described embodiment and modification. In addition, according to this example, since the second bearing 32 is directly attached to the steering shaft 210, the support rigidity of the steering shaft 210 can be further increased. Further, the second bearing 32 is formed in a region in the axial section of the tube fitting length L2. Therefore, by providing the second bearing 32, the movement stroke is not limited, and the second bearing 32 can be provided while ensuring a sufficient movement stroke. Further, since the second bearing 32 is configured to be directly attached to the steering shaft 210, the inner cylinder 251 of the damper 250 is protruded like the steering device 3 shown in the third embodiment, and the second cylinder 32 is projected onto the inner cylinder 251. A configuration in which the bearing 32 is attached may be omitted. When manufacturing the bush type coupling with the inner and outer cylinders constituting the damper 250, it takes extra cost to manufacture by changing the axial lengths of the inner cylinder and the outer cylinder. A damper having the same length between the cylinder and the outer cylinder may be used, and the manufacturing cost of the damper can be reduced.

(Modification 3-2)
FIG. 16 shows still another example. In this example, the second bearing 32 is interposed between the steering shaft 210 and the first tube 121, but the second bearing 32 is not formed with an inner spline as in the modified example 3-1. Further, the steering shaft 210 is fixed at a predetermined axial position on the outer periphery of the steering shaft 210 by press fitting and / or a C ring. In this case, the axial position where the second bearing 32 is fixed is a position separated from the tip of the input shaft 231 in the axial direction (right direction in the drawing) from the tip of the input shaft 231 so as to ensure a predetermined amount of the telescopic movement stroke L121. To do. Note that this position is also axially (leftward in the figure) by a predetermined distance (L122 in the drawing) from the first bearing 31 so that the steering shaft 210 can be reliably supported by the first bearing 31 and the second bearing 32. Set to a position spaced apart.

  In this steering apparatus 302, telescopic operation can be performed only by a telescopic movement stroke L121. When an impact force is applied from the steering wheel side, the second bearing 32 collides with the input shaft 231 (damper 250), and the second bearing 32 is fixed by the impact force, and the second bearing 32 is steered. The outer periphery of the shaft 210 is slid. Therefore, the steering shaft 210 and the first tube 121 can be moved by the stroke L122. Therefore, the movement stroke at this time is L121 + L122. In this case, the second bearing 32 may slide on the steering shaft 210 with a predetermined drag in order to absorb the collision energy with the steering device 301.

  Also in the steering device 302 in this example, the tube fitting length L2 can be designed to be long as in the above-described embodiments and modifications. Further, the steering shaft 210 can be stably supported by the second bearing 32 and the first bearing 31. In the case of this example, as shown in FIG. 16, the second bearing 32 is disposed at an axial position in the middle of the movement stroke. For this reason, since the movement stroke is shortened by the axial length of the second bearing 32, it may be considered that the entire length of the steering device has to be increased in order to ensure a predetermined movement stroke. However, by installing the second bearing 32 so as to be directly attached to the steering shaft 210 as described above, the axial direction of the inner cylinder 251 and the outer cylinder 252 is used as a vibration-proof damper, as in the case of the modified example 3-1. Since the bush type coupling with the inner and outer cylinders having the same length can be used, the manufacturing cost of the damper can be reduced.

It is a side fragmentary sectional view of the steering device concerning a 1st embodiment of the present invention. It is a side fragmentary sectional view showing a state when the steering shaft of the steering device concerning a 1st embodiment of the present invention moves and reaches a movement limit position. It is the side fragmentary sectional view showing comparison with the steering device concerning a 1st embodiment, and the steering device of the structure where the 1st tube goes inside the 2nd tube. It is a side surface fragmentary sectional view of the steering device which concerns on the modification of 1st Embodiment. It is a side surface fragmentary sectional view which shows a state when the steering shaft of the steering device which concerns on the modification of 1st Embodiment moves and it has reached the movement limit position. It is a side surface fragmentary sectional view of the steering device which concerns on 2nd Embodiment of this invention. It is a side surface fragmentary sectional view which shows a state when the steering shaft of the steering device which concerns on 2nd Embodiment of this invention moves and it has reached the movement limit position. It is the side surface fragmentary sectional view which showed the comparison with the steering apparatus which concerns on 2nd Embodiment, and the steering apparatus of a structure where a 1st tube penetrates the inner side of a 2nd tube. It is a side surface fragmentary sectional view of the steering device which concerns on the modification of 2nd Embodiment. It is a side surface fragmentary sectional view which shows a state when the steering shaft of the steering device which concerns on the modification of 2nd Embodiment moves and it has reached the movement limit position. It is a side surface fragmentary sectional view of the steering device which concerns on 3rd Embodiment of this invention. It is a side surface fragmentary sectional view which shows a state when the steering shaft of the steering device which concerns on 3rd Embodiment of this invention moves and it has reached the movement limit position. It is a side surface fragmentary sectional view of the steering device which concerns on the modification of 3rd Embodiment. It is a side surface fragmentary sectional view which shows a state when the steering shaft of the steering device which concerns on the modification of 3rd Embodiment moves and it has reached the movement limit position. It is the front view and side view of a 2nd bearing which are used for the steering device which concerns on the modification of 3rd Embodiment. It is a side surface fragmentary sectional view of the steering device which concerns on another modification of 3rd Embodiment. It is a side surface fragmentary sectional view which shows a state when the steering shaft of the steering device which concerns on another modification of 3rd Embodiment moves and it has reached the movement limit position.

Explanation of symbols

1, 2, 3, 101, 201, 301, 302 ... steering device, 31 ... first bearing, 32 ... second bearing, 321 ... inner ring, 322 ... outer ring, 323 ... ball, 324 ... fixed ring member, 324a ... inside Spline, 110 ... steering shaft, 111 ... first shaft (steering shaft), 111a ... one end, 111b ... other end, 112 ... second shaft (steering shaft), 112a ... one end, 112b ... other end, 210 ... steering Shaft, 210a ... one end, 210b ... the other end, 120 ... column tube 121 ... first tube, 122 ... second tube, 130,230 ... transmission ratio variable means (steering related parts), 131,231 ... input shaft, 132 232: Transmission ratio variable section 133, 233 Output shaft 150 250 Bumpers (anti-vibration unit), 151, 251 ... inner cylinder, 152, 252 ... outer cylinder, 153, 253 ... rubber cushion

Claims (6)

It is formed in a long shape, and is connected to a steering handle that is rotated by an operator on one end side, and rotates in the direction around the axis by the turning operation of the steering handle, and the vehicle on the other end side. A steering shaft connected to a steering-related component having a function related to the steering operation of the steering shaft, which is movable in the axial direction together with the steering handle;
A first tube which is formed in a cylindrical shape and supports the steering shaft on the inner peripheral side so as to be relatively rotatable and not capable of axial relative movement;
A second tube that is formed in a cylindrical shape and that accommodates part or all of the steering shaft and the steering-related parts on the inner peripheral side,
The steering device according to claim 1, wherein the first tube is disposed coaxially with the second tube and axially movable along an outer peripheral side of the second tube. The steering apparatus according to claim 1, wherein
The steering shaft is
A first shaft formed in an elongated shape and connected at one end to a steering handle;
It is formed in a long shape, can be rotated around the axis in response to the rotation of the first shaft, and is connected to the first shaft so as to be relatively movable in the axial direction on one end side, and on the other end side And a second shaft connected to the steering-related component. The steering apparatus according to claim 1, wherein
The steering device includes an input shaft that rotates in response to the rotation of the steering shaft and that is connected to the steering shaft so as to be relatively movable in the axial direction. The steering apparatus according to any one of claims 1 to 3,
The steering apparatus, wherein the steering shaft is connected to the steering-related component through vibration isolation means. The steering apparatus according to any one of claims 1 to 4,
The steering-related component includes a transmission ratio variable means that can change a ratio of a wheel turning amount to a steering operation amount of the steering handle, and / or an auxiliary for assisting a steering operation in accordance with a steering force of the steering handle. A steering device, which is a steering assist means for generating force. The steering apparatus according to any one of claims 1 to 5,
A first bearing means for supporting the steering shaft on the first tube so that the steering shaft is rotatable and non-movable in an axial direction; and a second bearing means for supporting the steering shaft on the second tube so as to be rotatable.
The second bearing means is fixed to the second tube and is coupled to the steering shaft so as to be axially movable.

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