JP2008260359A - Expansion/contraction shaft for vehicle steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an expansion/contraction shaft for a vehicle steering device capable of stabilizing steering wheel operation at secondary collision by certainly transmitting steering force of a steering wheel to a steering gear even if collapse stroke becomes long at secondary collision. <P>SOLUTION: The expansion/contraction shaft 11 for a vehicle steering device is assembled to the steering device of the vehicle. An axial groove 42 formed on an outer peripheral surface of a male shaft 11a and an axial groove 40 formed on an inner peripheral surface of a female shaft 11a are torque-transmittably fitted and the male shaft and the female shaft are relatively moved in an axial direction, thereby, the expansion/contraction shaft 11 is expanded/contracted. In the expansion/contraction shaft 11 for the vehicle steering device, when the fitting state of the axial groove of the male shaft and the axial groove of the female shaft are released by excessive contraction, a torque transmission retaining part 45 engaged with the axial groove of the female shaft is provided on the outer peripheral surface of the male shaft. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a telescopic shaft for a vehicle steering device that is incorporated in a steering device of a vehicle and that is fitted with a male shaft and a female shaft so as to be able to transmit torque, and contracts by relatively moving in the axial direction.

  In a vehicle steering apparatus, a steering column rotatably supports a steering shaft having a steering wheel mounted at a rear end in a vehicle longitudinal direction. An intermediate shaft is connected to the front end of the steering shaft in the vehicle longitudinal direction via a universal joint, and a steering gear including a rack and pinion mechanism is connected to the intermediate shaft via a universal joint. The shaft is connected to the left and right steering wheels via tie rods, and the steering force of the steering wheel is transmitted to the steering gear via the steering shaft, universal joint and intermediate shaft, and the left and right steering wheels are steered. ing.

By the way, what is shown, for example in patent document 1 as an expansion-contraction shaft used for the impact-absorbing steering apparatus which relieves the impact load applied to the driver | operator who collided with the steering wheel at the time of the secondary collision of a vehicle is known.
The telescopic shaft of this Patent Document 1 has a cylindrical outer shaft in which axial grooves (referred to as female serration grooves in Patent Document 1) are formed at predetermined intervals in the circumferential direction of the inner peripheral surface, and an outer peripheral surface. An inner shaft formed with an axial groove (referred to as a male serration groove in Patent Document 1) that fits in the axial groove of the outer shaft, and a recess formed in a portion corresponding to a valley portion of the axial groove of the inner shaft And a telescopic steering shaft having a hard member inserted into the recess, and when a force (collapse load) is applied to the steering shaft via the steering wheel during a secondary collision, The axial groove of the fitted outer shaft and the axial groove of the inner shaft slide, and a part of the hard member inserted into the recess on the outer peripheral surface of the inner shaft is the outer shaft. By cutting into the top of the mountain portion of the axial groove, contracts while mitigating the impact load at the time of a secondary collision.
Utility Model Registration No. 2563560

By the way, the steering shaft (the telescopic shaft for the vehicle steering device) of Patent Document 1 has a full length until the collapse stroke at the time of the secondary collision becomes long and the axial groove of the outer shaft and the axial groove of the inner shaft do not fit. If the torque shrinks, torque transmission may become unstable between the outer shaft and the inner shaft.
Therefore, the present invention has been made paying attention to the unsolved problems of the above-described conventional example, and reliably transmits the steering force of the steering wheel to the steering gear even if the collapse stroke at the time of the secondary collision becomes long. Thus, the telescopic shaft for a vehicle steering device that can stabilize the steering wheel operation at the time of the secondary collision is provided.

  In order to achieve the above object, a telescopic shaft for a vehicle steering device according to claim 1 is incorporated in a steering device of a vehicle, and has an axial groove formed on an outer peripheral surface of a male shaft and an inner peripheral surface of a female shaft. In the telescopic shaft for a vehicle steering device that is fitted with an axial groove formed in the shaft so as to be able to transmit torque, and contracts when the male shaft and the female shaft move relative to each other in the axial direction. Torque transmission that engages at least one of the axial groove of the female shaft and the axial groove of the male shaft when the fitting state between the axial groove of the male shaft and the axial groove of the female shaft is released A holding portion is provided on at least one of the outer peripheral surface of the male shaft and the inner peripheral surface of the female shaft.

According to a second aspect of the present invention, in the telescopic shaft for a vehicle steering apparatus according to the first aspect, the torque transmission holding portion projects from the outer peripheral surface of the male shaft or the inner peripheral surface of the female shaft, and is axially And a projecting portion that engages with the axial groove of the female shaft or the axial groove of the male shaft so as to enable torque transmission between the male shaft and the female shaft.
According to a third aspect of the present invention, in the telescopic shaft for a vehicle steering apparatus according to the second aspect, the convex portion is formed integrally with the outer peripheral surface of the male shaft, or integrated with the inner peripheral surface of the female shaft. It is a site | part formed in this, It engages by engaging with the axial direction groove | channel of the said female shaft which moved to the axial direction, or the axial direction groove | channel of the said male shaft.

According to a fourth aspect of the present invention, in the telescopic shaft for a vehicle steering apparatus according to the second aspect, a concave portion is provided on the outer peripheral surface of the male shaft or the inner peripheral surface of the female shaft, and a sphere is provided inside the concave portion. The portion of the spherical body that protrudes from the concave portion is the convex portion that engages with the axial groove of the female shaft or the axial groove of the male shaft.
Furthermore, the invention according to claim 5 is the telescopic shaft for a vehicle steering device according to claim 2, wherein both ends of the pin projecting from the outer periphery of the male shaft through the pin in the radial direction of the male shaft, The convex portion is fitted into and engaged with the axial groove of the female shaft or the axial groove of the male shaft.

  According to the telescopic shaft for a vehicle steering apparatus according to the present invention, the collapse stroke at the time of the secondary collision is lengthened, and the fitting state between the axial groove of the male shaft and the axial groove of the female shaft is released due to excessive contraction. Sometimes, a torque transmission holding portion that engages at least one of the axial groove of the female shaft and the axial groove of the male shaft is provided on at least one of the outer peripheral surface of the male shaft and the inner peripheral surface of the female shaft. The steering force of the steering wheel can be reliably transmitted to the steering gear via the telescopic shaft for a vehicle steering device of the present invention, and the steering wheel operation at the time of the secondary collision can be stabilized.

Hereinafter, the best mode for carrying out the present invention (hereinafter referred to as an embodiment) will be described in detail with reference to the drawings.
FIG. 1 is a diagram schematically illustrating an embodiment of a vehicle according to the present invention, in which a steering device 10 is disposed to be inclined at a predetermined angle so as to rise rearward of the vehicle with respect to the horizontal direction of the vehicle. A steering column 12 that rotatably supports the steering shaft 11 is provided. A steering wheel 13 is mounted at the rear end of the steering shaft 11, and an intermediate shaft 15 is connected to the front end of the steering shaft 11 via a universal joint 14. A steering gear 17 composed of a rack and pinion mechanism or the like is connected to the intermediate shaft 15 through a universal joint 16 at the front end thereof. The output shaft of the steering gear 17 is connected to the steering wheel 19 via a tie rod 18.

When the driver steers the steering wheel 13, the rotational force is transmitted to the steering gear 17 via the steering shaft 11, the universal joint 14, the intermediate shaft 15, and the universal joint 16, and the rack and pinion mechanism rotates the vehicle. The steering wheel 19 is steered through the tie rod 18 after being converted into a linear motion in the width direction. Note that peripheral components P such as a combination switch and a column cover are arranged behind the steering column device 12 in the vehicle front-rear direction.
(First embodiment)
2 is a side view showing the steering apparatus 10 according to the first embodiment of the present invention, FIG. 3 is a plan view, FIG. 4 is a view taken along the line AA in FIG. 1, and FIG. FIGS. 6 and 7 showing the structure are cross-sectional views of the steering shaft.

  As shown in FIG. 2, the steering column 12 is composed of a lower column 12a and a hollow upper column 12b that is slidably fitted to the lower column 12a. The lower column 12a has a hollow first lower column 12a1 whose rear end is fitted in the upper column 12b, and a rear end of the vehicle is slidably fitted in the first lower column 12a1. A hollow-shaped second lower column 12a2 having a rubber cap 20 mounted on the outer periphery, and the cap 20 is inserted into the support hole 22 of the toe board 21 from the rear side of the vehicle body to be inserted into the second lower column 12a2. The front end of the vehicle is supported by the toe board 21. When an external force directed to the front of the vehicle is input to the first lower column 12a1, the fitting portion of the first lower column 12a1 and the second lower column 12a2 slightly absorbs the external force while sliding in the column axis P1 direction. .

The upper column 12 b is supported by the vehicle body side member 23 via a manual tilt telescopic mechanism 27.
The tilt telescopic mechanism 27 is formed on the vehicle front side of the upper column 12b and includes a column side bracket 30 that holds the outer periphery of the lower column 12a (first lower column 12a1), and a column side bracket fixed to the vehicle body side member 23. Vehicle body side bracket 31 sandwiching 30 from outside in the vehicle width direction, and first and second friction plates disposed between the side surfaces of column side bracket 30 and vehicle body side bracket 31 facing each other in the vehicle width direction 32a, 32b, a third friction plate 32c disposed between the first and second friction plates 32a, 32b, and a tightening portion 34 for fastening the vehicle body side bracket 31 to the column side bracket 30 side. Yes.

  As shown in FIG. 4, the column side bracket 30 includes a cylindrical portion 30a formed in the lower half portion and a pair of vehicle width direction displacement portions 30b and 30c formed in the upper half portion and spaced apart in the vehicle width direction. I have. The cylindrical portion 30a holds the outer periphery of the lower column 12a. The pair of vehicle width direction displacement portions 30b and 30c are formed spaced apart in the vehicle width direction by providing a slit 30d along the column axis P1 direction at the uppermost portion of the cylindrical portion 30a. Telescopic elongated holes 30e and 30f whose long axes extend in the direction of the column axis P1 are formed in the portions 30b and 30c.

Here, as shown in FIGS. 3 and 4, a rotation regulating screw 26 whose head protrudes into the slit 30d described above is fixed to the uppermost portion of the lower column 12a held by the cylindrical portion 30a. Yes.
As shown in FIG. 4, the vehicle body side bracket 31 includes a flange 31a fixed to the vehicle body side member 23 and a pair of side plates 31b and 31c extending downward from the flange 31a and spaced apart in the vehicle width direction. And. A detachment capsule 36 is fitted to the flange 31a at the end on the vehicle rear side, and a bolt through hole 36a is formed in the detachment capsule 36. The pair of side plates 31b and 31c is formed with a tilt long hole 37 whose major axis extends in the vertical direction. Further, the flange 31 a is attached to the vehicle body side member 23 by screwing a fixing bolt (not shown) penetrating the bolt through hole 36 a from below the detachment capsule 36 into the vehicle body side member 23.

  As shown in FIG. 3, the first and second friction plates 32 a and 32 b are members that are bent into a U-shape in plan view. The first friction plate 32a has a pair of parallel portions 32a1 and 32a2 extending in parallel with each other, and a connecting portion 32a3 that connects end portions in the longitudinal direction of the pair of parallel portions 32a1 and 32a2. The second friction plate 32b is bent in a U-shape smaller than the first friction plate 32a, and a pair of parallel portions 32b1 and 32b2 extending in parallel with each other, and the pair of parallel portions 32b1 and 32b2 in the longitudinal direction. It has the connection part 32b3 which connects an edge part. Telescopic elongated holes (reference numeral 38 in FIG. 2) are formed in the parallel portions 32a1 and 32a2 of the first friction plate 32a and the parallel portions 32b1 and 32b2 of the second friction plate 32b.

  Then, the second friction plate 32b is superimposed on the inner side of the first friction plate 32a with the telescopic elongated holes corresponding to each other, and the vehicle front side of the parallel portions 32a1, 32a2, 32b1, 32b2 is arranged on the column side bracket 30. It arrange | positions between the side plate 31b, 31c of the vehicle width side bracket 31 and the side plate 31b, 31c which the vehicle width direction displacement part 30b, 30c faces in the vehicle width direction, and the vehicle rear side of parallel part 32a1, 32a2, 32b1, 32b2 Is fixed to the column side bracket 30 via a fixing bolt 39.

  Further, as shown in FIG. 4, the third friction plate 32c is a member bent in a substantially inverted U shape when viewed from the rear of the vehicle, and extends in the vertical direction in parallel to each other to form a circular bolt insertion hole. The pair of parallel portions 32c1 and 32c2 and a connecting portion 32c3 for connecting the upper portions of the pair of parallel portions 32c1 and 32c2 are provided. The parallel portion 32c1 of the third friction plate 32c is disposed between one parallel portion 32a1 and 32a2 of the first and second friction plates 32a and 32b, and the parallel portion 32c2 is the first and second friction plates. 32a and 32b are arranged so as to be sandwiched between the other parallel portions 32b1 and 32b2.

  As shown in FIGS. 3 and 4, the tightening portion 34 includes a tilt long hole 37 of the vehicle body side bracket 31, telescopic long holes 38 of the first and second friction plates 32a and 32b, and bolt insertion holes of the third friction plate 32c. , And a fastening rod 34a inserted through the telescopic elongated holes 30e and 30f of the column side bracket 30, a fixed cam 34b, a movable cam 34c and an adjusting nut 34d that are externally fitted on the screw side of the fastening rod 34a, and a movable cam And an operation lever 34e fixed to 34c.

  On the other hand, as shown in FIGS. 2 and 5, the steering shaft 11 includes a hollow outer shaft 11a having a steering wheel 13 (not shown) attached to the rear end portion of the vehicle, and the outer shaft 11a in the column axis P1 direction. A solid inner shaft 11b that is movable and engages with the outer shaft 11a so as to be able to transmit torque. In this steering shaft 11, an outer shaft 11a is rotatably supported by an upper column 12b via a rolling bearing (not shown), and a vehicle front end portion of the inner shaft 11b is rotatable to a lower column 12a via a rolling bearing 24. It is supported by.

A spline portion 40 is formed on the inner periphery of the outer shaft 11a in a region having a predetermined length L1 from the front end of the vehicle toward the rear of the vehicle, and a predetermined length from the rear end of the inner shaft 11b toward the front of the vehicle. A spline portion 42 that fits into the spline portion 40 of the outer shaft 11a is formed in the region L2.
As shown in FIG. 6, the spline portion 40 of the outer shaft 11 a is a plurality of trapezoidal axial grooves 41 formed at equal intervals in the circumferential direction on the entire circumference of the inner peripheral surface thereof. The spline portion 42 of the inner shaft 11b is a plurality of trapezoidal axial grooves 43 formed at equal intervals in the circumferential direction on the entire outer periphery thereof, and a plurality of axial grooves on the outer shaft 11a. 41 is fitted to be movable in the direction of the column axis P1.

Further, as shown in FIGS. 5 and 7, the outer periphery of the inner shaft 11b has a specific configuration that forms the spline portion 40 of the outer shaft 11a at a position in front of the vehicle with respect to the spline portion 42 formed on the vehicle rear side. An idling prevention convex portion 45 that can be fitted into the axial groove 41 is formed.
This idling prevention convex part 45 is integrally formed by processing the outer periphery of the inner shaft 11b, and is a position away from the vehicle front end of the spline part 42 formed on the inner shaft 11b by a predetermined distance L3. Is formed to extend from this position toward the vehicle front side with the same cross-sectional shape (trapezoidal shape) as the spline portion 42 (axial groove 43).

The distance L3 between the spline portion 42 of the inner shaft 11b and the idling prevention convex portion 45 is set to be smaller than the length L1 of the spline portion 40 of the outer shaft 11a (L3 <L1).
Here, the male shaft of the claim corresponds to the inner shaft 11b, the female shaft of the claim corresponds to the outer shaft 11a, the axial groove of the male shaft of the claim corresponds to the spline portion 42, and the female shaft of the claim The axial groove of the shaft corresponds to the spline portion 40, and the torque transmission holding portion of the claims corresponds to the idling prevention convex portion 45.

Next, operations and effects of the vehicle steering apparatus 10 according to the present embodiment will be described.
In order to perform the tilt / telescopic adjustment, first, the operation lever 34e of the tightening portion 34 is rotated in a direction in which the pair of vehicle width direction displacement portions 30b and 30c are separated from each other. As a result, the force in the direction in which the pair of vehicle width direction displacement portions 30b and 30c are brought close to each other via the side plates 31b and 31c of the vehicle body side bracket 31 is released, and the force is disposed between the column side bracket 30 and the vehicle body side bracket 31. The frictional force between the first to third friction plates 32a to 32c is released, and the tightening of the cylindrical portion 30a to the lower column 12a is also released. Then, the steering wheel 13 is tilted by sliding the tightening rod 34 a in the major axis direction of the tilt long hole 37 of the vehicle body side bracket 31. Alternatively, the head of the rotation regulating screw 26 fixed to the lower column 12a is moved in the longitudinal direction of the slit 30d of the column side bracket 30 while sliding the tightening rod 34a in the longitudinal direction of the telescopic long holes 30e and 30f of the column side bracket 30. The first lower column 12a1 is slid at the fitting portion with the second lower column 12a2 and moved in the vehicle front-rear direction, and the steering wheel 13 is expanded and contracted.

  Then, when the operation lever 34e of the tightening portion 34 is rotated so that the pair of vehicle width direction displacement portions 30b and 30c are close to each other via the side plates 31b and 31c of the vehicle body side bracket 31, the column side bracket 30 and the vehicle body side bracket are rotated. While the frictional force is generated between the contact surfaces of the first to third friction plates 32a to 32c disposed between 31, the lower column 12a is tightened by the cylindrical portion 30a. Thereby, the movement of the steering column 12 in the direction of the column axis P1 and the movement in the vertical direction are restricted, and the tilt adjustment or the telescopic adjustment is completed.

  On the other hand, when an impact force directed toward the front of the vehicle is input to the steering wheel 13 at the time of a secondary collision of the vehicle, an impact force toward the front of the vehicle is input to the vehicle body side bracket 31 that supports the upper column 12b on the vehicle body side member 23. To do. At this time, the vehicle rear side of the flange 31a of the vehicle body side bracket 31 is fixed to the vehicle body side member 23 via the release capsule 36, and an impact force to the vehicle front side is input to the flange 31a. At this time, since the flange 31a comes out of the capsule 36 for separation and moves forward, a collapse stroke is performed in which the first lower column 12a1 slides forward in the vehicle at the fitting portion with the second lower column 12a2. The impact force at the time of collision is absorbed.

When the upper column 12b moves together with the flange 31a to the front of the vehicle, the spline portion 40 of the outer shaft 11a and the spline portion 42 of the inner shaft 11b that are fitted to each other slide to move the outer shaft 11a to the front of the vehicle. As a result, the steering shaft 11 contracts.
Here, when the collapse stroke becomes long and the outer shaft 11a moves greatly forward of the vehicle at the time of the secondary collision, the fitting of the spline portion 40 of the outer shaft 11a and the spline portion 42 of the inner shaft 11b may be released. .

  At this time, the idling prevention convex portion 45 provided on the outer periphery of the inner shaft 11b is formed by setting the distance L3 between the inner shaft 11b and the spline portion 42 to be smaller than the length L1 of the spline portion 40 of the outer shaft 11a. Therefore, as shown in FIG. 8, the outer shaft 11a and the inner shaft 11b are fitted into a specific axial groove 41 of the spline portion 40 of the outer shaft 11a released from the fitting with the spline portion 42 of the inner shaft 11b. The shaft 11b is engaged so that torque can be transmitted.

Therefore, even if the collapse stroke at the time of the secondary collision becomes long and the fitting of the spline portion 40 of the outer shaft 11a and the spline portion 42 of the inner shaft 11b is released, a part of the spline portion 40 of the outer shaft 11a is partly removed from the inner shaft. The outer shaft 11a, to which the steering force is transmitted from the steering wheel 13 to the inner shaft 11b, does not rotate idly, so that the steering force of the steering wheel 13 is reduced. The steering wheel 11 can be reliably transmitted to the steering gear 17 via the steering shaft 11, the universal joint 14, the intermediate shaft 15, and the universal joint 16, and the steering wheel operation during the secondary collision can be stabilized.
(Second Embodiment)
Next, FIG.9 and FIG.10 is a figure which shows the principal part of the steering apparatus 10 of 2nd Embodiment. Note that the same components as those of the first embodiment shown in FIGS. 5 to 7 are denoted by the same reference numerals and description thereof is omitted.

In the present embodiment, a recess 46 is formed at a position in front of the vehicle with respect to the spline portion 42 formed on the vehicle rear side of the outer periphery of the inner shaft 11b, and the upper portion is the outer periphery of the inner shaft 11b in the recess 46. A highly rigid sphere 47 that protrudes from the shaft and can be fitted into a specific axial groove 41 that forms the spline portion 40 of the outer shaft 11a is disposed.
The concave portion 46 and the sphere 47 arranged in the concave portion 46 are provided at a position separated by a predetermined distance L3 from the vehicle front end portion of the spline portion 42 formed on the inner shaft 11b to the vehicle front side. Also in this embodiment, the distance L3 between the spline portion 42 of the inner shaft 11b and the sphere 47 is set to be smaller than the length L1 of the spline portion 40 of the outer shaft 11a (L3 <L1).

Here, the torque transmission holding portion of the claims corresponds to the recess 46 and the sphere 47.
According to the present embodiment, the collapse stroke becomes longer at the time of the secondary collision, the outer shaft 11a moves significantly forward of the vehicle, and the fitting of the spline portion 40 of the outer shaft 11a and the spline portion 42 of the inner shaft 11b is released. And the upper portion of the sphere 47 provided at a distance L3 between the outer shaft 11a and the spline portion 42 of the inner shaft 11b, which is smaller than the length L1 of the spline portion 40 of the outer shaft 11a, is disengaged from the spline portion 42 of the inner shaft 11b. Since it fits in the specific axial direction groove | channel 41 of the spline part 40 of the outer shaft 11a which was made, the outer shaft 11a and the inner shaft 11b engage so that torque transmission is possible.

Therefore, even in this embodiment, the collapse stroke at the time of the secondary collision becomes long, and even if the fitting of the spline part 40 of the outer shaft 11a and the spline part 42 of the inner shaft 11b is released, the spline part 40 of the outer shaft 11a Since a part of the outer shaft 11a is fitted to the sphere 47 protruding from the outer periphery of the inner shaft 11b, the outer shaft 11a, to which the steering force is transmitted from the steering wheel 13 to the inner shaft 11b, does not idle, and the steering wheel 13 is steered. The force can be reliably transmitted to the steering gear 17 via the steering shaft 11, the universal joint 14, the intermediate shaft 15, and the universal joint 16, and the steering wheel operation during the secondary collision can be stabilized.
(Third embodiment)
Next, FIG.11 and FIG.12 is a figure which shows the principal part of the steering apparatus 10 of 3rd Embodiment. In the present embodiment, a through hole 48 is formed in the radial direction of the inner shaft 11b at a position in front of the vehicle with respect to the spline portion 42 formed on the vehicle rear side of the outer periphery of the inner shaft 11b. Further, high-rigidity pins 49 are fitted so that the pin end portions 49a and 49b at both ends protrude from the outer periphery of the inner shaft 11b. Pin end portions 49a and 49b of the pin 49 are fitted into a specific axial groove 41 constituting the spline portion 40 of the outer shaft 11a.

  Pin end portions 49a and 49b projecting from the outer periphery of the inner shaft 11b are provided at positions separated by a predetermined distance L3 from the vehicle front end portion of the spline portion 42 formed on the inner shaft 11b to the vehicle front side. Also in this embodiment, the distance L3 between the spline portion 42 of the inner shaft 11b and the pin end portions 49a, 49b is set to be smaller than the length L1 of the spline portion 40 of the outer shaft 11a (L3 <L1). ).

Here, the torque transmission holding portion of the claims corresponds to the pin end portions 49a and 49b protruding from the outer periphery of the pin 49 and the inner shaft 11b.
According to the present embodiment, the collapse stroke becomes longer at the time of the secondary collision, the outer shaft 11a moves significantly forward of the vehicle, and the fitting of the spline portion 40 of the outer shaft 11a and the spline portion 42 of the inner shaft 11b is released. And pin end portions 49a and 49b of the pin 49 provided at a distance L3 between the outer shaft 11a and the spline portion 42 of the inner shaft 11b which is smaller than the length L1 of the spline portion 40 of the outer shaft 11a and the spline portion 42 of the inner shaft 11b. The outer shaft 11a and the inner shaft 11b are engaged with each other so as to be able to transmit torque, because the outer shaft 11a is engaged with the specific axial groove 41 of the spline portion 40 of the outer shaft 11a.

  Therefore, even in this embodiment, the collapse stroke at the time of the secondary collision becomes long, and even if the fitting of the spline part 40 of the outer shaft 11a and the spline part 42 of the inner shaft 11b is released, the spline part 40 of the outer shaft 11a Since a part of the pin 49 is fitted to the pin end portions 49a and 49b of the pin 49 protruding from the outer periphery of the inner shaft 11b, the outer shaft 11a to which the steering force is transmitted from the steering wheel 13 may idle with respect to the inner shaft 11b. In addition, the steering force of the steering wheel 13 can be reliably transmitted to the steering gear 17 via the steering shaft 11, the universal joint 14, the intermediate shaft 15 and the universal joint 16, and the steering wheel operation during the secondary collision can be stabilized. Make Door can be.

  In the first embodiment, the idling prevention convex part 45 is formed in front of the outer periphery of the inner shaft 11b, and the spline part 40 of the outer shaft 11a is engaged with the idling prevention convex part 45. The gist of the present invention is not limited to this, and an idling prevention convex portion is formed on the inner periphery of the outer shaft 11a at the rear of the vehicle, and the spline portion 42 of the inner shaft 11b is engaged with the idling prevention convex portion. It may be. Further, idling prevention convex portions are provided on both the front of the vehicle on the outer periphery of the inner shaft 11b and the rear of the vehicle on the inner periphery of the outer shaft 11a, and these idling prevention convex portions are formed on the spline portion 40 of the outer shaft 11a and the inner shaft 11b. The spline portion 42 may be engaged.

  Moreover, in each embodiment, although the steering shaft 11 of the steering apparatus 10 was demonstrated as an expansion-contraction shaft for vehicle steering apparatuses of this invention, the summary of this invention is not limited to this, For example, a pair of universal joint 14 , 16 can be applied to the telescopic shaft for a vehicle steering device of the present invention, and the same effect can be obtained.

  Furthermore, although the axial groove 41 constituting the spline portion 40 of the outer shaft 11a and the axial groove 43 constituting the spline portion 42 of the inner shaft 11b have been described as spline-shaped grooves, they may be serrated grooves. .

It is the schematic of the steering mechanism part of the motor vehicle carrying the steering column apparatus which concerns on this invention. 1 is a side view showing a vehicle steering apparatus according to a first embodiment of the present invention. It is a top view which shows the steering device for vehicles of 1st Embodiment. It is an AA arrow directional view of FIG. It is a figure which shows the shape of the steering shaft of 1st Embodiment. It is a BB line arrow directional view of FIG. It is CC line arrow line view of FIG. It is a figure which shows the state which the collapse stroke at the time of a secondary collision became long and the steering shaft of 1st Embodiment contracted too much. It is a figure which shows the shape of the steering shaft of 2nd Embodiment. FIG. 10 is a view taken along line DD in FIG. 9. It is a figure which shows the shape of the steering shaft of 3rd Embodiment. It is the EE arrow directional view of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Steering device, 11 ... Steering shaft, 11a ... Outer shaft, 11b ... Inner shaft, 12 ... Steering column, 12 ... Steering column, 12a ... Lower column, 12a1 ... First lower column, 12a2 ... Second lower column, 12b ... Upper column , 13 ... Steering wheel, 14, 16 ... Universal joint, 15 ... Intermediate shaft, 17 ... Steering gear, 18 ... Tie rod, 19 ... Steering wheel, 20 ... Cap, 21 ... Toe board, 22 ... Support hole, 23 ... Car body side member , 24 ... bearings, 26 ... rotation restricting screw, 27 ... tilt telescopic mechanism, 30 ... column side bracket, 30a ... cylindrical portion, 30b, 30c ... vehicle width direction displacement portion, 30d ... slit, 30e, 30f ... telescopic elongated hole 31 ... Body side bracket, 31a ... F 31b, 31c ... side plate, 32a ... first friction plate, 32b ... second friction plate, 32c ... third friction plate, 34 ... clamping part, 34a ... clamping rod, 34b ... fixed cam, 34c ... movable cam, 34d ... Adjusting nut, 34e ... Operating lever, 36 ... Removal capsule, 36a ... Bolt through hole, 37 ... Tilt slot, 38 ... Telescopic slot, 39 ... Fixing bolt, 40 ... Spline section, 41 ... Axial groove, 42 ... Spline part, 43 ... Axial groove, 45 ... Non-rotating projection, 46 ... Recess, 47 ... Sphere, 48 ... Through hole, 49 ... Pin, 49a, 49b ... Pin end, P ... Peripheral part, P1 ... Column axis

Claims (5)

An axial groove formed on the outer peripheral surface of the male shaft and an axial groove formed on the inner peripheral surface of the female shaft are fitted so as to be able to transmit torque, and are incorporated in the steering device of the vehicle. In the telescopic shaft for a vehicle steering device that contracts by the relative movement of the shaft and the female shaft in the axial direction,
When the fitting state between the axial groove of the male shaft and the axial groove of the female shaft is released due to excessive contraction, at least one of the axial groove of the female shaft and the axial groove of the male shaft A telescopic shaft for a vehicle steering apparatus, wherein an engaging torque transmission holding portion is provided on at least one of an outer peripheral surface of the male shaft and an inner peripheral surface of the female shaft.   The torque transmission holding portion protrudes from the outer peripheral surface of the male shaft or the inner peripheral surface of the female shaft, and moves in the axial groove of the female shaft or the axial groove of the male shaft that has moved in the axial direction. 2. The telescopic shaft for a vehicle steering device according to claim 1, wherein the telescopic shaft is a convex portion that engages so that torque transmission between the male shaft and the female shaft is possible.   The convex portion is a part formed integrally with the outer peripheral surface of the male shaft or formed integrally with the inner peripheral surface of the female shaft, and the axial groove of the female shaft that has moved in the axial direction, or The telescopic shaft for a vehicle steering device according to claim 2, wherein the telescopic shaft is fitted into and engaged with an axial groove of the male shaft.   A concave portion is provided on the outer peripheral surface of the male shaft or the inner peripheral surface of the female shaft, a sphere is disposed inside the concave portion, and a portion protruding from the concave portion of the sphere is formed in an axial groove of the female shaft, or The telescopic shaft for a vehicle steering device according to claim 2, wherein the convex portion is engaged with the axial groove of the male shaft.   Both ends of the pin penetrating the pin in the radial direction of the male shaft and projecting from the outer periphery of the male shaft are fitted into the axial groove of the female shaft or the axial groove of the male shaft and engaged. The telescopic shaft for a vehicle steering apparatus according to claim 2, wherein the projecting portion is used.

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