JP2010111299A - Steering force transmission device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a highly practical steering force transmission device for a vehicle. <P>SOLUTION: The steering force transmission device has a first shaft 88; a second shaft 64 disposed so as to be displaceable by a predetermined distance d from the first shaft; and a rotation transmission mechanism having (a) a protruding portion 122 of the first shaft 88 that protrudes in the rotation axis direction of the first shaft 88 at a position L from a rotation axis by the distance; and (b) a groove 150 that is formed at the edge of the second shaft, making the protruding portion 122 engaged with the guide passage 150 to transmit the rotation of the second shaft 64 to the first shaft 88 while changing a difference in the rotational phase of the two shafts. The protruding portion 122 is rotatable and includes a pair of contact surfaces 128 arranged opposite to each of a pair of side wall surfaces 152 for demarcating the groove 150, and the contact surfaces 128 slide in the groove 150 while being brought into contact with the side wall surfaces 152. In this constitution, an area of the contact part can be increased, and a load can be dispersed thereby. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle steering force transmission device that transmits a steering force input to a steering operation member to a steering device.

In recent years, a rotational phase of a shaft (hereinafter sometimes referred to as a “first shaft”) whose one end is coupled to one of a steering operation member operated by a driver and a steering device that steers a wheel; One rotation of the first shaft and the second shaft while changing the rotational phase difference which is the difference from the rotational phase of a shaft (hereinafter also referred to as “second shaft”) to which one end is connected to the other. Development of a vehicle steering force transmission device including a rotation transmission mechanism that transmits the torque to the other side is underway. The following patent document describes an example of a steering force transmission device including the rotation transmission mechanism.
JP-A-5-178222

  The rotation transmission mechanism includes a protrusion provided at the other end of the first shaft and a groove having a pair of side wall surfaces provided at the other end of the second shaft. The two shafts are connected by engaging the groove with the protruding portion sandwiched between the pair of side wall surfaces, and the protruding portion comes into contact with one of the pair of side wall surfaces and One rotation of the shaft is transmitted to the other. The rotational force transmitted to one of the protrusion and the pair of side wall surfaces is relatively large, and the load on the contact portion of the protrusion with the one side wall surface is relatively large. For this reason, there exists a possibility that durability of a rotation transmission mechanism may fall by the big load to the contact part to the side wall surface of a protrusion part. The vehicle steering force transmission device including the rotation transmission mechanism is still under development, has various problems including such problems, and leaves much room for improvement. Therefore, it is considered that the practicality of the steering force transmission device is improved by making various improvements. This invention is made | formed in view of such a situation, and makes it a subject to provide the steering force transmission device for vehicles with high practicality.

  In order to solve the above-described problem, the vehicle steering force transmission device according to the present invention is configured such that the first shaft, the rotation axis of the first shaft and the rotation axis of the first shaft are parallel to each other, and the rotation axes are shifted by a predetermined distance. A second shaft arranged in a state; and (A) the first shaft from the main body of the first shaft at a position away from the predetermined distance in the radial direction of the first shaft from the rotation axis of the first shaft. The protruding portion of the first shaft provided in the flange portion in a state protruding from the flange portion of the first shaft protruding in the radial direction of the first shaft in the rotation axis direction that is the direction in which the rotation axis of the first shaft and the second shaft extends. And (B) provided at the other end portion of the second shaft so as to extend in the radial direction of the second shaft, and has a pair of side wall surfaces between which the protruding portion of the first shaft fits and which sandwiches the protruding portion. And protrusion A rotation transmission mechanism configured to include a radial groove that allows movement of the second shaft in the radial direction, and transmits one rotation of the first shaft and the second shaft to the other while changing a rotation phase difference. A projecting portion of the first shaft is rotatable about a rotation axis extending in the rotation axis direction with respect to the flange portion of the first shaft, and a pair of side wall surfaces A pair of contact surfaces arranged so as to face each other corresponding to itself, and when rotation of one of the two shafts is transmitted to the other, at least one of the pair of contact surfaces is 1 It is configured to slide in the radial groove while being in contact with one of the pair of side wall surfaces.

  The vehicle steering force transmission device according to the present invention has a structure in which the protrusion comes into surface contact with at least one of the pair of side wall surfaces when the rotation of one of the two shafts is transmitted to the other. Therefore, according to the vehicle steering force transmission device of the present invention, it is possible to disperse the load of the contact portion with the side wall surface of the protrusion, and it is possible to improve the durability of the rotation transmission mechanism, particularly the protrusion. It becomes. From such advantages, according to the device of the present invention, it is possible to increase the practicality of the steering force transmission device including the rotation transmission mechanism.

Aspects of the Invention

  In the following, some aspects of the invention that can be claimed in the present application (hereinafter sometimes referred to as “claimable invention”) will be exemplified and described. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is merely for the purpose of facilitating the understanding of the claimable inventions, and is not intended to limit the combinations of the constituent elements constituting those inventions to those described in the following sections. In other words, the claimable invention should be construed in consideration of the description accompanying each section, the description of the embodiments, etc., and as long as the interpretation is followed, another aspect is added to the form of each section. In addition, an aspect in which constituent elements are deleted from the aspect of each item can be an aspect of the claimable invention. In the following items, items (1) to (5) correspond to claims 1 to 5, respectively.

(1) a first shaft having one end connected to one of a steering operation member operated by a driver and a steering device that steers a wheel, and rotatably disposed;
One end is connected to the other of the steering operation member and the steering device, and the rotation axis of the first shaft and the rotation axis of the first shaft are parallel to each other, and the rotation axis is rotatable by a predetermined distance. A second shaft disposed on
(A) at the other end of the first shaft, an engaging portion provided at a position away from the predetermined distance in the radial direction of the first shaft from the rotation axis of the first shaft; The other end of the two shafts is provided so as to extend in the radial direction of the second shaft, and engages with the engaging portion of the first shaft, and the engaging portion in the radial direction of the second shaft. And a guide passage that allows movement, and by rotating one of the first shaft and the second shaft, a rotation phase difference that is a difference between rotation phases of the first shaft and the second shaft is obtained. A vehicle steering force transmission device comprising a rotation transmission mechanism configured to rotate while the other is rotating,
The first shaft is integrated with the first shaft main body at (i) a first shaft main body which is a main body of the first shaft, and (ii) an end of the first shaft main body on the second shaft side. A first shaft flange that protrudes from the first shaft main body portion in the radial direction of the first shaft; and (iii) the predetermined axis from the rotation axis of the first shaft in the radial direction of the first shaft. Projecting in the rotational axis direction, which is the direction in which the rotational axes of the first shaft and the second shaft extend, from the first shaft collar toward the second shaft at a position away from the distance, and transmitting the rotation A projection that functions as an engagement portion of the mechanism,
The second shaft is integrated with the second shaft main body at (i) the second shaft main body which is the main body thereof, and (ii) the end of the second shaft main body on the first shaft side. And a second shaft flange that protrudes in the radial direction of the second shaft from the second shaft main body, and (iii) the first shaft of the second shaft flange at the second shaft flange. The rotation transmission is provided on the end surface on the shaft side so as to extend in the radial direction of the second shaft, and has a pair of side wall surfaces into which the protruding portion of the first shaft fits and sandwiches the protruding portion. A radial groove that functions as a guide passage for the mechanism,
The protrusion is
It is possible to rotate around a rotation axis extending in the rotation axis direction with respect to the first shaft collar,
A pair of contact surfaces provided corresponding to the pair of side wall surfaces, each facing a corresponding one of the pair of side wall surfaces, and the first When the other rotates by rotation of one of the shaft and the second shaft, at least one of the pair of contact surfaces slides in the radial groove in a state of contacting one of the pair of side wall surfaces. A steering force transmission device for a vehicle.

  A protrusion provided on the other end of the first shaft; and a radial groove having a pair of side wall surfaces provided on the other end of the second shaft, the protrusion being formed by a pair of side wall surfaces. In the rotation transmission mechanism having a structure that engages with the radial groove in a sandwiched state and prohibits the movement of the protruding portion in the circumferential direction of the second shaft by the pair of side wall surfaces, the protruding portion has a pair of protruding portions. One rotation of the two shafts is transmitted to the other in contact with one of the side wall surfaces. For this reason, there exists a possibility that durability of a rotation transmission mechanism may fall by the big load to the contact part to the side wall surface of a protrusion part. In particular, in a rotation transmission mechanism having a structure in which a cylindrical protrusion is engaged with a radial groove, the cylindrical protrusion and the side wall surface are in line contact with each other, so the area of the contact portion of the protrusion with the side wall surface Is extremely small, and the surface pressure of the contact portion with the side wall surface of the protrusion is considerably large.

  The vehicle steering force transmission device described in this section has a structure in which the protrusion comes into surface contact with at least one of the pair of side wall surfaces when the rotation of one of the two shafts is transmitted to the other. Yes. If the area of the contact portion with the side wall surface of the protruding portion increases, the load on the contact portion is distributed over a relatively wide area. That is, no load is applied to an extremely narrow range, and the surface pressure of the contact portion is reduced. Therefore, according to the steering force transmission device described in this section, it is possible to reduce the surface pressure of the contact portion with the side wall surface of the protrusion, and it is possible to improve the durability of the rotation transmission mechanism, particularly the protrusion. It becomes possible.

  The “rotation transmission mechanism” described in this section changes the difference between the rotation angle of the first shaft and the rotation angle of the second shaft. Here, the shaft connected to the steering operation member of the two shafts in a state where there is no rotation angle difference (rotation phase difference) between the two shafts (hereinafter sometimes referred to as “operation member side shaft”). The rotation angle is defined as a reference rotation angle, and the rotation transmission mechanism will be specifically described. For example, when the operating member side shaft rotates from the reference rotation angle, a shaft (hereinafter referred to as the “steering device side”) connected to the steering device of the two shafts until the operating member side shaft rotates 180 °. The rotation angle of the “shaft” may be smaller than the rotation angle of the operation member side shaft. Alternatively, the rotation angle of the steering device side shaft is larger than the rotation angle of the operation member side shaft. When the operating member side shaft rotates 180 °, the steered device side shaft also rotates 180 °, and the difference between the rotation angles of the two shafts disappears.

  That is, when the operating member side shaft rotates from the reference rotation angle to 180 °, the rotation angle difference increases from 0 and decreases from the middle to reach 0. In this case, the gear ratio, which is the ratio of the rotation speed of the steering device side shaft to the rotation speed of the operation member side shaft, increases or decreases as the operation member side shaft rotates from the reference rotation angle to 180 °. For example, the gear ratio is configured to increase as the operation member side shaft rotates, and the reference rotation angle is set to a position corresponding to the steering neutral position of the wheel, that is, the neutral operation position. If the rotation angle of the operation member side shaft in a certain state is used, when the operation angle of the steering operation member is small, a gentle and stable handling is realized, and as the operation angle of the steering operation member increases, It is possible to realize handling with good response. Therefore, in a vehicle equipped with the “steering force transmission device” described in this section, a steering system that relies on an actuator such as an electromagnetic motor to change the steering amount of the wheel with respect to the operation amount of the steering operation member, so-called steering. The operation feeling of the steering operation member can be changed as described above without mounting a steering ratio variable steering system (VGRS (Variable Gear Ratio Steering) system) or the like.

  Each of the “first shaft flange” and the “second shaft flange” described in this section may protrude from a part of the outer peripheral surface of the main body of each shaft in the radial direction of each shaft. Well, what protrudes in the radial direction of each shaft over the entire circumference of the outer peripheral surface of the main body portion of each shaft, specifically, for example, may be a circular flange portion. The “radial groove” described in this section only needs to have a pair of side wall surfaces sandwiching the protrusion, and may or may not have a bottom of the groove. That is, the “radial groove” may have a structure penetrating from one end surface of the second shaft flange portion to the other end surface. Further, the connection between the one end portion of the steering device side shaft and the steering device, or the connection between the one end portion of the operation member side shaft and the operation member may be such that they are directly connected, It may be connected between them via an damage shaft, a universal joint or the like.

  (2) The vehicle steering force transmission device according to (1), wherein at least one of the pair of contact surfaces and the pair of side wall surfaces is formed of a low friction material.

  In the steering force transmission device having a structure in which the protrusion comes into surface contact with the side wall surface when one rotation of the two shafts is transmitted to the other, in order to ensure smooth movement in the radial groove of the protrusion, It is desirable that the sliding resistance of the protrusion is low. According to the steering force transmission device described in this section, it is possible to reduce the sliding resistance of the protruding portion, and it is possible to ensure smooth movement of the protruding portion in the radial groove.

  The “low friction material” described in this section may be anything that forms at least a surface. That is, all the members constituting the contact surface or the side wall surface may be formed by the “low friction member”, or only the surface of the member constituting the contact surface or the side wall surface is formed by the “low friction member”. May be. Further, as will be described in detail later, in the steering force transmission device in which the protrusion is brought into contact with both of the pair of side wall surfaces at the same time to prevent backlash in the radial groove of the protrusion, In order to prevent this, the clearance (gap) between the protrusion and the pair of side wall surfaces may be a negative clearance. In the apparatus having such a structure, if the low friction material is difficult to elastically deform, even if at least one of the pair of contact surfaces and the pair of side wall surfaces is formed of the low friction material, It is difficult to ensure smooth movement in the radial groove. For this reason, in a steering force transmission device in which the protrusions are in contact with both of the pair of side wall surfaces simultaneously, it is desirable that the “low friction material” be elastically deformable to some extent, for example, self-lubricating It is desirable to adopt fluororesins such as plastic, low friction nylon, PTFE, etc. as the “low friction material”.

  (3) When the protrusion is rotated by one rotation of the first shaft and the second shaft, one of the pair of contact surfaces contacts one of the pair of side wall surfaces, The vehicle steering force transmission device according to (2), wherein the other of the pair of contact surfaces slides in the radial groove in a state in which the other of the pair of contact surfaces is in contact with the other of the pair of side wall surfaces.

  There exists a rotation transmission mechanism having a structure in which a clearance (gap) is provided between the protrusion and the pair of side wall surfaces in order to ensure smooth movement of the protrusion in the radial groove. However, there is a possibility that the clearance becomes backlash and abnormal noise, vibration, etc. occur during traveling. Further, when the steering operation member is started or turned back, the rotation of one of the two shafts is not transmitted to the other until the protrusion and the side wall surface come into contact with each other. There is a risk of feeling uncomfortable with the feeling. The steering force transmission device described in this section has a structure in which at least one of the contact surface and the side wall surface of the projecting portion is formed of a low friction material, and the projecting portion simultaneously contacts both the pair of side wall surfaces. ing. Therefore, according to the steering force transmission device described in this section, the smooth movement of the protruding portion is ensured, and various problems caused by rattling between the pair of side wall surfaces of the protruding portion, specifically, Makes it possible to eliminate noise, vibration, and uncomfortable feeling during operation.

(4) The protrusions are (i) provided so as to correspond to the pair of side wall surfaces, and each of the protrusions faces a surface corresponding to itself of the pair of side wall surfaces. A pair of plate-like low friction members formed in a plate shape by a low friction material, and (ii) arranged between the pair of low friction members, and with respect to the first shaft collar A base that is rotatable about a rotation axis extending in the direction of the rotation axis; and (iii) the base is provided corresponding to the pair of plate-like low friction members, each of which is provided with the pair of plate-like low friction members. A pair of elastic bodies corresponding to the friction member itself but interposed between the one surface and the opposite surface;
The one surface of each of the pair of plate-like low friction members functions as each of the pair of contact surfaces; and
Each of the pair of plate-like low friction members is pressed against the one corresponding to the pair of side wall surfaces by the elastic force of the one corresponding to the pair of elastic bodies. The one surface of the plate-shaped low friction member is in contact with one of the pair of side wall surfaces, and the other surface of the pair of plate-shaped low friction members is the one pair. The vehicle steering force transmission device according to any one of items (1) to (3), which is in contact with the other side wall surface of the vehicle.

(5) The second shaft flange is (i) a radial recess that opens in the end surface of the first shaft on its own and extends in the radial direction of the second shaft; and (ii) in the radial recess. Are arranged so as to extend in the extending direction of the radial recesses, each of which has one surface functioning as each of the pair of side wall surfaces and is formed into a plate shape by a low friction material A plate-like low-friction member, and (iii) one of the surfaces of the pair of plate-like low-friction members, each corresponding to itself of the pair of plate-like low-friction members A pair of elastic bodies interposed between the opposite surface and the wall surface defining the radial recess, and
Each of the pair of plate-like low friction members is pressed against the one corresponding to the pair of contact surfaces by the elastic force of the one corresponding to the pair of elastic bodies. One of the contact surfaces is in contact with the one surface of the pair of plate-shaped low friction members, and the other of the pair of contact surfaces is the other of the pair of plate-shaped low friction members. The vehicle steering force transmission device according to any one of items (1) to (3), which contacts the one surface of the vehicle.

  In the steering force transmission device described in the above two items, one of the pair of contact surfaces and the pair of side wall surfaces is formed by a low friction material, and one of the pair is pressed against the other by an elastic force. The play in the radial groove of the protrusion is prevented. Specifically, in the steering force transmission device described in the former section, the contact surface of the protrusion is formed of a low friction material, and the protrusion is 1 in a state where the contact surface is pressed against the side wall surface by elastic force. In the steering force transmission device described in the latter item, the side wall surface of the radial groove is formed of a low friction material, and the side wall surface is contacted by an elastic force. The projecting portion is in contact with both of the pair of side wall surfaces at the same time. Therefore, according to the steering force transmission device described in the above two items, it is possible to reliably prevent rattling of the protruding portion in the radial groove while ensuring smooth movement of the protruding portion in the radial groove. It becomes possible.

  (6) The length of each of the pair of contact surfaces in the direction in which the protrusion is allowed to slide is not less than ½ of the interval between the pair of side wall surfaces (1) to (5) The steering force transmission device for a vehicle according to any one of items 1).

  The larger the area of the contact portion with the side wall surface of the protrusion, the lower the surface pressure of the contact portion at the time of rotation transmission of the shaft, and the burden on the protrusion can be reduced. According to the steering force transmission device described in this section, it is possible to increase the contact area, and it is possible to effectively reduce the burden on the protruding portion when transmitting the rotation of the shaft.

  (7) The length of each of the pair of contact surfaces in the direction in which the protrusion is allowed to slide is not more than twice the distance between the pair of side wall surfaces (1) to (6) The vehicle steering force transmission device according to any one of the items.

  From the viewpoint of reducing the surface pressure of the contact portion with the side wall surface of the protrusion, it is desirable to lengthen the contact surface in the sliding direction of the protrusion in order to increase the area of the contact portion. However, if the contact surface of the protrusion becomes longer in that direction, the side wall surface of the radial groove also becomes longer in the radial direction of the second shaft, and the steering force transmission device becomes larger. Therefore, according to the steering force transmission device described in this section, it is possible to reduce the surface pressure of the contact portion of the protruding portion and to suppress an increase in size of the device.

  Hereinafter, embodiments and modifications of the claimable invention will be described in detail with reference to the drawings. In addition to the following examples, the claimable invention includes various aspects in which various modifications and improvements have been made based on the knowledge of those skilled in the art, including the aspects described in the above [Aspect of the Invention] section. Can be implemented.

<Overall configuration of vehicle steering system>
FIG. 1 shows an overall configuration of a steering system including a vehicle steering force transmission device according to an embodiment. The steering system includes a steering wheel 10 as a steering operation member operated by a driver, a steering force transmission device 12 that holds the steering wheel 10 at one end, a steering device 14 that steers a wheel, and a steering force. An intermediate shaft (hereinafter, may be abbreviated as “I / M shaft”) 16 positioned between the transmission device 12 and the steering device 14 is configured. Further, one end of the I / M shaft 16 and the output shaft 18 included in the steering force transmission device 12 are connected by a universal joint 20, and the other end of the I / M shaft 16 and the input shaft 22 included in the steering device 14. Is connected to one end of the other joint by another universal joint 24.

  In FIG. 1, the system is arranged so that the right side, that is, the steering wheel 10 side faces the rear of the vehicle, and the left side, that is, the steering device 14 side faces the front of the vehicle. A portion of the I / M shaft 16 passing through the hole is covered with a boot 28 so as to pass through a hole provided in the dash panel 26 that partitions the engine chamber.

  The steered device 14 includes an input shaft 22, a housing 30 as an outer shell member, and a steered rod 32 for steering a wheel, and the steered rod 32 moves in the axial direction thereof. It is possible to be held by the housing 30 and to extend in the vehicle width direction. Both ends of the steered rod 32 are connected to a steering knuckle (not shown) that holds each of the left and right front wheels. The input shaft 22 is rotatably held by the housing 30 and is engaged with the steered rod 32 in the housing 30. A pinion (not shown) is formed at the end portion of the input shaft 22 on the vehicle front side, and a rack (not shown) formed at an intermediate portion in the axial direction of the steered rod 32 meshes with the pinion. The steered rod 32 and the input shaft 22 are engaged.

  The steering force transmission device 12 is configured as a so-called steering column, and is fixedly supported on a part of the vehicle body by a steering support 36 provided in the instrument panel reinforcement 34. In the supported state, the steering force transmission device 12 is disposed in an inclined posture so that the front side of the vehicle is positioned downward as shown in the drawing. The steering force transmission device 12 is provided with a front bracket 38 at the front portion thereof, and a breakaway bracket (hereinafter sometimes abbreviated as “B.A.BKT”) 40 on the vehicle rear side of the front bracket 38. And the front bracket 38 and the B.A.BKT 40 are attached to the steering support 36, whereby the steering force transmission device 12 is supported at two locations. The supported steering force transmission device 12 is in a state in which a rear portion projects from the instrument panel 42 toward the vehicle rear side, and a steering wheel 10 is attached to the projecting rear end portion. A portion of the steering force transmission device 12 that protrudes from the instrument panel 42 is covered with a column cover 44, and a lower part is covered with an instrument panel lower cover 46.

  FIG. 2 shows a side sectional view of the steering force transmission device 12. The steering force transmission device 12 can be roughly divided into a column section 50 that holds the steering wheel 10 and can be expanded and contracted in the axial direction, and an EPS section 52 that is a main body that realizes an electric power steering function. The two sections 50 and 52 are integrated. Hereinafter, each of these sections will be described in order.

  The column section 50 includes a main shaft 54 that holds the steering wheel 10 at an end on the vehicle rear side, and a column tube 56 that serves as a housing that rotatably holds the main shaft 54 in a state where the main shaft 54 is inserted. ing. The main shaft 54 includes an upper shaft 58 positioned on the vehicle rear side, that is, on the upper side, and a lower shaft 60 positioned on the vehicle front side, that is, on the lower side. The upper shaft 58 is formed in a pipe shape and the lower shaft 60 is formed in a rod shape, and the rear portion of the lower shaft 60 is inserted into the front portion of the upper shaft 58. The upper shaft 58 and the lower shaft 60 are spline-fitted, and the upper shaft 58 and the lower shaft 60 are connected in a state in which they can be relatively moved in the rotation axis direction but cannot be relatively rotated. That is, the main shaft 54 has a structure that can be expanded and contracted in the rotation axis direction. The lower shaft 60 includes a shaft main body portion 62 on the rear side thereof, and a circular flange portion 64 as a flange portion having an outer diameter larger than the outer diameter of the shaft main body portion 62 on the front side of the shaft main body portion 62. The circular flange portion 64 is connected to an EPS section 52 described later. In the steering force transmission device 12, the shaft main body 62 of the lower shaft 60 and the upper shaft 58 constitute a shaft main body of the main shaft 54.

  The column tube 56 includes an upper tube 66 positioned on the vehicle rear side (upper side) and a lower tube 68 positioned on the vehicle front side (lower side). The upper tube 66 and the lower tube 68 are both cylindrical, and the rear portion of the lower tube 68 is fitted into the front portion of the upper tube 66. The lower tube 68 has a stepped shape, a small-diameter portion 70 having an outer diameter smaller than the inner diameter of the upper tube 66 in a rear portion thereof, and a large-diameter portion having an outer shape larger than the inner diameter of the upper tube 66 in a front portion thereof. 72, and a stepped portion 74 that connects the small diameter portion 70 and the large diameter portion 72. A liner (not shown) is provided between the small-diameter portion 70 of the lower tube 68 and the upper tube 66, and the lower tube 68 is inserted into the upper tube 66 without rattling through the liner. At the same time, the relative movement of the upper tube 66 and the lower tube 68 in the rotational axis direction is facilitated. That is, the column tube 56 has a structure that can be expanded and contracted in the rotation axis direction.

  Further, radial bearings 76 and 78 are respectively provided at the rear end portion of the upper tube 66 and the front end portion of the lower tube 68, and the column tube 56 rotates the main shaft 54 via the bearings 76 and 78. Hold it possible. With such a structure, the column section 50 can be expanded and contracted while ensuring the rotation of the main shaft 54.

  FIG. 3 shows a side cross-sectional view of the EPS section 52. The EPS section 52 includes an output shaft 18 for outputting an operation force applied to the steering wheel 10 to the steering device 14 and an electromagnetic motor 80 as a power source. An assisting device 82 that assists the rotational output and an EPS housing 84 that rotatably holds the output shaft 18 and accommodates the assisting device 82 are configured. The output shaft 18 is configured by integrating an output side shaft 86, an input side shaft 88, and a torsion bar 90. The output side shaft 86 extends from the front side of the vehicle of the EPS housing 84 and is connected to the I / M shaft 16 via the universal joint 20 at the extended portion, and outputs rotation to the steering device 14. To do.

  The output side shaft 86 has a hollow structure, and the input side shaft 88 is inserted into a portion of the output side shaft 86 on the vehicle rear side. A bearing 92 is interposed between the inner peripheral surface of the output side shaft 86 and the outer peripheral surface of the input side shaft 88, and the output side shaft 86 and the input side shaft 88 can be rotated relative to each other. The input side shaft 88 has a bottomed hole that opens in an end surface on the vehicle front side and extends in the rotation axis direction. One end of the torsion bar 90 is fixed to the bottom of the low hole by a pin 94, and the other end of the torsion bar 90 is a through hole that penetrates the output side shaft 86 in the rotation axis direction. It is fixed to the front end by a pin 96. With such a configuration, the output shaft 18 allows the torsion bar 90 to be twisted, and is itself twisted accordingly. Further, the output side shaft 86 is rotatably held by the EPS housing 84 via two radial bearings 98 and 100 on the outer periphery thereof, and the input side shaft 88 is attached to the EPS housing 84 via the needle bearing 102 on the outer periphery thereof. It is held rotatably.

  The assisting device 82 includes the electromagnetic motor 80, a worm 104 connected to the motor shaft of the electromagnetic motor 80, and a worm wheel 106 engaged with the worm 104. The worm wheel 106 is fixed to the output side shaft 86 of the output shaft 18 and cannot be rotated relative to the output side shaft 86. With such a structure, a rotational force is applied to the worm 104 by the electromagnetic motor 80, and a rotational force is applied to the worm wheel 106. That is, the assisting device 82 is configured to generate a steering assisting force (also referred to as a “steering assisting force”) that assists the turning of the wheels by assisting the rotation output of the output shaft 18 by the electromagnetic motor 80. Has been.

  The EPS section 52 includes a rotation angle sensor 108. The rotation angle sensor 108 is a difference between the rotation angle position of the output side shaft 86 to which the vehicle front portion of the torsion bar 90 is fixed and the rotation angle position of the input side shaft 88 to which the vehicle rear portion of the torsion bar 90 is fixed. It is a device for detecting a certain amount of relative rotational displacement. The steering torque can be estimated on the basis of the relative rotational displacement amounts of the two shafts 86 and 88, and the operation of the electromagnetic motor 80 is performed so as to generate a steering assist force according to the magnitude of the steering torque. Be controlled.

  The output shaft 18 is disposed in a state where the rotation axis of the main shaft 54 and the axis of the output shaft 18 are parallel to each other, and the rotation axes are shifted by a predetermined amount. It is connected to the part. More specifically, the lower shaft 60 that constitutes the main shaft 54 has a recess 114 that opens to the end face on the front side of the circular flange portion 64, and the input side that constitutes the output shaft 18 in the recess 114. The rear end of the shaft 88 is accommodated. An annular ring plate 116 is fixedly fitted to a portion of the shaft 88 on the front side of the rear side end portion of the input side shaft 88 accommodated in the recess 114, and the input side shaft It functions as a collar part erected on 88. The end surface on the rear side of the annular plate 116 and the end surface on the front side of the circular flange portion 64 of the lower shaft 60 face each other with a small gap.

  A through hole extending in the rotation axis direction is formed in the annular plate 116, and a pin 118 is fixedly fitted into the through hole. The pin 118 protrudes from the annular plate 116 toward the vehicle rear side, and a substantially rectangular parallelepiped base body 122 is provided on the protruding portion of the pin 118 via a needle bearing 120. That is, the base body 122 can be rotated around the rotation axis extending in the rotation axis direction with respect to the annular plate 116.

  Further, as shown in FIG. 4 which is a cross-sectional view taken along the line AA ′ of FIG. A Teflon plate 128 formed in a plate shape with a low friction material is attached to the other surface of the plate rubber 126. That is, the Teflon plate 128 is provided on the side surface 124 of the base body 122 via the plate-like rubber 126. In the present steering force transmission device 12, the base 122, the plate-like rubber 126, the Teflon plate 128, and the like constitute a protruding portion that protrudes from the annular plate 116 in the direction in which the rotation axis of the input side shaft 88 extends. The projecting portion, the output shaft 18 and the annular plate 116 constitute a first shaft. The shaft main body portion of the first shaft is constituted by an input side shaft 88 and an output side shaft 86. The output shaft 18 and the like function as the first shaft, while the main shaft 54 functions as the second shaft.

  Further, a radial groove 150 is formed on the front end face of the circular flange portion 64 at a position facing the base body 122 protruding rearward from the annular plate 116. The radial groove 150 is formed to extend from the recess 114 in the radial direction of the circular flange portion 64, and the projecting portion engages with the engaging groove 150 in a state where the plate-like rubber 126 is deformed. ing. Specifically, the width of the radial groove 150, that is, the distance between the pair of side wall surfaces 152 of the radial groove 150 is the width of the base 122, that is, the distance between the pair of side surfaces 124 of the base 122. A plate-like rubber 126 and a Teflon plate 128 are provided between the base body 122 and each of the pair of side wall surfaces 152. The width of the protruding portion where the pair of plate-like rubber 126 and the pair of Teflon plates 128 are provided on the base 122, that is, the distance between the pair of Teflon plates 128 is slightly larger than the width of the radial groove 150. The protrusions are engaged with the radial grooves 150 in a state where the pair of rubber plates 126 are deformed. Therefore, each of the pair of Teflon plates 128 is pressed against each of the pair of side wall surfaces 152 by the elastic force of each plate-like rubber 126, and the outer surface of each Teflon plate 128 is connected to each side wall surface 152. In contact. That is, in the present steering force transmission device 12, the outer surface of each Teflon plate 128 functions as a contact surface, and the protruding portion constituted by the base 122, the plate-like rubber 126, the Teflon plate 128, and the like has a radial groove. It is engaged with 150 without rattling and functions as an engaging portion.

  When the steering wheel 10 is rotated by the driver, the main shaft 54 rotates about its own rotation axis. At this time, the protrusions engaged with the radial groove 150 formed in the circular flange portion 64 of the lower shaft 60 are displaced in the circumferential direction of the lower shaft 60 by the pair of side wall surfaces 152 of the radial groove 150. And the radial groove 150 allows the shaft 60 to move in the radial direction. That is, the pair of side wall surfaces 152 function as a pair of guide surfaces, and the radial groove 150 functions as a guide passage. When the protrusions move in the radial grooves 150 as the lower shaft 60 rotates, the pair of Teflon plates 128 come into sliding contact with the pair of side wall surfaces 152, and the protrusions move in the radial direction of the lower shaft 60. It slides. As the projecting portion slides, the rotational force of the lower shaft 60 is transmitted to the input side shaft 88 via the base body 122, the pin 118, the annular plate 116, etc., and the input side shaft 88 becomes its own. It rotates around the axis of rotation. That is, the steering force transmission device 12 includes a rotation transmission mechanism that transmits the rotation around the rotation axis of the lower shaft 60 to the input side shaft 88 disposed so that the rotation axis of the lower shaft 60 is shifted from the rotation axis of the lower shaft 60. It is supposed to be. With the structure as described above, the steering force transmission device 12 transmits the steering force input to the steering wheel 10 to the steering device 14 via the intermediate shaft 16 or the like. In the present steering force transmission device 12, the rotation transmission mechanism includes a radial groove 150, a base 122, a plate rubber 126, a Teflon plate 128, and the like.

  The steering force transmission device 12 is attached to a part of the vehicle body at the front end portion of the EPS section 52 and the upper tube 66 of the column section 50. The EPS bracket 84 of the EPS section 52 is fixedly provided with the front bracket 38 described above, and the front bracket 38 is provided with a shaft insertion hole 160. A bearing member 164 having a shaft hole 162 is fixed to the steering support 36, and the support shaft 166 is inserted into the shaft insertion hole 160 of the front bracket 38 and the shaft hole 162 of the bearing member 164. Thus, the steering force transmission device 12 is supported so as to be swingable about the support shaft 166.

  On the other hand, the column section 50 is held by the B.A.BKT 40, and the B.A.BKT 40 is attached to the steering support 36. More specifically, as shown in FIG. 5, the B.A.BKT 40 includes a holding member 172 that holds the held member 170 fixed to the upper tube 66, and a steering member 36 that is fixed to the holding member 172. The mounting plate 174 is attached to the steering support 36 using a slot 176 provided in the mounting plate 174. In the held member 170 and the holding member 172, elongated holes 178 and 180 are formed, respectively, and a rod 182 passes through them. Although not shown in the drawing, the holding member 172 is made of the rod 182. The held member 170 is clamped. This clamping force prevents the upper tube 66 from being displaced. By operating the operation lever 184, the clamping force can be weakened. When the clamping force is weakened, the movement along the elongated hole 178 of the rod 182 is allowed, so that the upper tube 66 is allowed to move in the axial direction with respect to the lower tube 68 together with the axial movement of the upper shaft 58 relative to the lower shaft 60, and the column section 50 is allowed to expand and contract. Further, the movement of the rod 182 along the elongated hole 180 is allowed, so that the steering force transmission device 12 is allowed to swing around the support shaft 166 inserted through the front bracket 38. That is, the steering force transmission device 12 includes the tilt / telescopic mechanism 186 having such a structure.

  When the driver collides with the steering wheel 10 due to the collision of the vehicle, the B.A.BKT 40 is detached from the steering support 36 and the column section 50 is contracted. The steering force transmission device 12 is provided with an impact absorbing mechanism 187 that absorbs the impact of the secondary collision, and the EA plate 188 is deformed as the steering column 56 contracts, whereby the impact of the secondary collision is obtained. Is effectively absorbed.

<Function of rotation transmission mechanism>
In the present steering force transmission device 12, the two shafts 60, 88 disposed with their axis lines shifted in parallel are connected by the rotation transmission mechanism, so that the rotational phase of the lower shaft 60 is And the rotational phase of the input side shaft 88 shift, and the rotational phase difference, which is the difference between the rotational phases of the two shafts 60 and 88, changes. This will be specifically described with reference to the drawings.

  FIG. 6 shows a base as an engaging portion that engages with a circular flange portion 64 of the lower shaft 60, an input side shaft 88 connected to the circular flange portion 64, and a radial groove 150 formed in the circular flange portion 64. 122, a cross-sectional view (corresponding to the AA ′ cross-sectional view of FIG. 3) with the Teflon plate 128, etc. FIG. 6A shows a position corresponding to the steering neutral position of the wheel, that is, a state when the steering wheel 10 is in the neutral operation position. FIG. 6B shows a state where the steering wheel 10 is rotated counterclockwise from the neutral operation position. FIG. 6C shows a state when the steering wheel 10 is rotated 90 degrees in the clockwise direction from the neutral operation position. FIG. 6D shows a state when the steering wheel 10 is in a position rotated 180 ° in the right or left turning direction from the neutral operation position.

  As can be seen from the figure, when the steering wheel 10 is rotated 90 degrees in the right or left turning direction from the neutral operation position, the lower shaft 60 rotates 90 degrees about its own rotation axis. The shaft 88 does not rotate up to 90 ° about its own rotation axis, and the rotation angle of the input side shaft 88 is less than 90 °. When the steering wheel 10 is further rotated and rotated 180 degrees in the right or left turning direction from the neutral operation position, both the lower shaft 60 and the input side shaft 88 rotate 180 degrees. As shown in FIG. 7, the relationship between the rotation angle α of the lower shaft 60 and the rotation angle β of the input side shaft 88 is such that when the steering wheel 10 is rotated less than 180 ° from the neutral operation position, the input side shaft The rotation angle β of 88 is smaller than the rotation angle α of the lower shaft 60. When the steering wheel 10 is rotated 180 ° from the neutral operation position, the rotation angle β of the input side shaft 88 is the same as the rotation angle α of the lower shaft 60. It becomes. That is, when the rotational phase of the lower shaft 60 is a specific rotational phase in which the rotational phase of the lower shaft 60 and the rotational phase of the input side shaft 88 coincide with each other, specifically, the rotational angle α of the lower shaft 60 is 0. When the angle is 180 ° or 180 °, the rotation angles α and β are the same, and the rotation phase difference is zero. On the other hand, while the rotation angle α of the lower shaft 60 changes from 0 ° to 180 °, the rotation phase difference gradually increases, and gradually decreases from a certain rotation angle to zero. The gear ratio (dβ / dα) of the two shafts 60 and 88 in this case, that is, the ratio (dβ / dt) of the rotational speed (dβ / dt) of the input side shaft 88 to the rotational speed (dα / dt) of the lower shaft 60. As shown in FIG. 8, dα) varies according to the rotation angle α of the lower shaft 60.

  As can be seen from the figure, when the rotation angle α of the lower shaft 60 is 0 °, the gear ratio (dβ / dα) is the smallest, and the gear ratio (dβ / dα) increases as the rotation angle α of the lower shaft 60 increases. Becomes bigger. That is, in the present steering force transmission device 12, when the operation angle of the steering wheel 10 is small, gentle and stable handling is realized, and as the operation angle of the steering wheel 10 increases, a response with good response is achieved. It is realized. In the present system, the operation range of the steering wheel 10 is limited to about 180 ° left and right from the neutral operation position by an operation range limiting mechanism (not shown).

  Incidentally, e shown on the vertical axis of FIG. 8 indicates the offset of the input side shaft 88 with respect to the offset amount L (FIG. 4) from the rotation axis of the input side shaft 88 at the position where the base 122 is engaged with the radial groove 150. This is the ratio of the amount of deviation d (FIG. 4) between the rotation axis and the rotation axis of the lower shaft 60, and affects the operation feeling of the steering wheel 10.

  Further, in the steering force transmission device 12, the engaging portion constituted by the base body 122, the plate-like rubber 126, and the Teflon plate 128 is engaged with the radial groove 150 without rattling by the plate-like rubber 126 and the Teflon plate 128. Are combined. On the other hand, there is a vehicle steering force transmission device in which a roller as an engaging portion rolls in a radial groove. In the steering force transmission device having such a structure, a clearance (gap) exists between the roller and the pair of side wall surfaces of the radial groove so that the roller rolls smoothly in the radial groove. There is a risk that abnormal noise, vibration, or the like may occur during traveling due to the clearance. Further, when the steering wheel 10 is started or turned back, the steering torque of the steering wheel 10 is not generated until the roller comes into contact with one of the pair of side wall surfaces because of the clearance. For this reason, the driver may feel uncomfortable with the operation feeling of the steering wheel 10. In the present steering force transmission device 12, the pair of Teflon plates 128 are in contact with the pair of side wall surfaces 152 by the elastic force of the pair of plate rubbers 126 even when the steering wheel 10 is not rotated. In other words, in the present steering force transmission device 12, rattling in the radial groove 150 of the engaging portion is prevented, and abnormal noise, vibration, etc. during traveling due to the rattling are suppressed, and the steering wheel 10 operational feeling is improved. Incidentally, since the Teflon plate 128 as the plate-like low friction member and the side wall surface 152 are in sliding contact, smooth movement in the radial groove 150 of the engaging portion is ensured.

  Further, the rotational force transmitted to the output shaft 18 is relatively large, and the load on the contact portion with the side wall surface 152 of the engaging portion is relatively large. When the area of the contact portion is small, the surface pressure of the contact portion increases and the burden on the engagement portion increases. In the vehicle steering force transmission device in which the roller as the engaging portion rolls in the radial groove, the roller and the side wall surface are in line contact with each other, so that the area of the contact portion of the engaging portion with the side wall surface Is relatively small. On the other hand, in the present steering force transmission device 12, since the Teflon plate 128 constituting the engaging portion comes into surface contact with the side wall surface 152, the area of the contact portion with the side wall surface of the engaging portion is large. For this reason, in this steering force transmission device 12, the surface pressure of the contact portion with the side wall surface of the engaging portion is reduced, and the durability of the engaging portion is improved by reducing the burden on the engaging portion. I am letting.

<Modification 1>
As the area of the contact portion with the side wall surface of the engaging portion is larger, the surface pressure of that portion can be reduced, and the burden on the engaging portion can be reduced. Therefore, FIG. 9 shows a steering force transmission device 200 having a structure in which the engaging portion is elongated in a direction in which the movement of the engaging portion is allowed to increase the contact area of the engaging portion with the side wall surface. Since the steering force transmission device 200 according to the modified example has substantially the same configuration as the steering force transmission device 12 except for the engaging portion, only the portion related to the rotation transmission mechanism is illustrated for the steering force transmission device 200. The entire drawing is omitted. Further, in the description of the steering force transmission device 200, the same reference numerals are used for components having the same functions as those of the steering force transmission device 12, and the description thereof is omitted or simplified.

  In the steering force transmission device 200 of the modified example, a base 202 having a generally H-shaped cross section is provided via a needle bearing 120 at a protruding portion of a pin 118 protruding from the annular plate 116 toward the vehicle rear side. The base body 202 is rotatable with respect to the annular plate 116 around a rotation axis extending in the rotation axis direction. The base body 202 includes a pair of side wall portions 204 provided so as to face each other, and a beam portion 206 connecting intermediate portions of the pair of side wall portions 204, and a needle bearing 120 is provided at the center of the beam portion 206. Is provided. A plate-like rubber 208 is attached to the outer surface of each side wall 204, and a plate-like Teflon plate 210 is attached to the outer surface of the plate-like rubber 208. That is, the base 202 is provided with a pair of plate-like rubbers 208 and a pair of Teflon plates 210 corresponding to the pair of side wall portions 204, and the base 202 and the pair of plate-like rubbers 208, 1. The engaging portion is constituted by the pair of Teflon plates 210.

  Also in the steering force transmission device 200 according to the modified example, as in the steering force transmission device 12, the engagement portion is engaged with the engagement direction groove 150 formed in the circular flange portion 64 in a state where the plate-like rubber 208 is deformed. Thus, rattling between the pair of side wall surfaces 152 of the engaging portion is prevented. Further, in the steering force transmission device 200, the contact area between the plate-like rubber 208 and the Teflon plate 210 increases as the contact area with the side wall surface of the engaging portion increases as compared with the steering force transmission device 12. It has been enlarged. Therefore, the elastic force generated by the plate rubber 208 in the steering force transmission device 200 is larger than the elastic force generated by the plate rubber 128 in the steering force transmission device even if the steering torque of the steering wheel is the same. . The force that presses the Teflon plate against the side wall surface, that is, the elastic force, affects the operation feeling when the steering wheel 10 is started and turned back, and the higher the elastic force, the better the response. Therefore, in the steering force transmission device 200, compared with the steering force transmission device 12, handling with good response such as when the steering wheel 10 starts to be turned and when it is turned back is realized.

  Note that the base body 202 of the steering force transmission device 200 is not a rectangular parallelepiped shape, but generally has an H-shaped cross section, and has a shape in which a part of a pair of opposing faces of the rectangular parallelepiped is cut away. For this reason, the increase in the weight of the apparatus accompanying the lengthening of the engaging portion in the moving direction of the engaging portion is suppressed to some extent. Further, both ends of the side wall portion 204 of the base body 202 in the moving direction of the engaging portion are tapered, so that the both ends do not come into contact with the side wall surface 152 as the engaging portion moves in the radial groove. Has been.

<Modification 2>
In the two steering force transmission devices 12 and 200 described above, the plate-like rubber and the Teflon plate are provided in the engaging portion, but the plate-like rubber and the Teflon plate may be provided on the end face of the circular flange portion. FIG. 10 shows an enlarged cross-sectional view of the rotation transmission mechanism of the steering force transmission device 220 having such a structure. The steering force transmission device 220 has substantially the same configuration as the steering force transmission device 12 except for the place where the plate-like rubber and the Teflon plate are disposed. Therefore, the steering force transmission device 220 has a rotation transmission mechanism. Only the part concerning is illustrated, and the whole drawing is omitted. In the description of the steering force transmission device 220, the same reference numerals are used for components having the same functions as the steering force transmission device 12, and the description thereof is omitted or simplified.

  In the steering force transmission device 220, a radial recess 222 is formed on the end face of the circular flange portion 64 so as to extend from the recess 114 in the radial direction of the circular flange portion 64. A pair of plate-like rubbers 224 are attached to a pair of inner surfaces. A Teflon plate 226 as a pair of plate-like low friction members is attached to the inner surfaces of the pair of plate-like rubbers 224, and the radial grooves are formed by the inner surfaces of the pair of Teflon plates 226. 228 is partitioned. That is, the inner surfaces of the pair of Teflon plates 226 function as a pair of side wall surfaces 230 of the radial groove 228.

  A projecting portion of the pin 118 projecting to the vehicle rear side from the annular plate 116 is provided with a base body 232 having a generally rectangular parallelepiped shape via a needle bearing 120, and the base body 232 is disposed between a pair of Teflon plates 226. Is engaged. A pair of opposite side surfaces 234 of the base 232 are in contact with the inner surfaces of the pair of Teflon plates 226, and each of the pair of side surfaces 234 functions as a contact surface. Since the distance between the pair of side surfaces 234, that is, the width of the base 232 is slightly larger than the distance between the pair of Teflon plates 226, the plate-like rubber 224 is deformed, and the Teflon plate 226 is deformed by its elastic force. It is pressed toward the base 232. Therefore, in the steering force transmission device 220 of the modified example, as in the two steering force transmission devices 12 and 200, rattling in the radial groove of the engagement portion is prevented and the engagement portion side is also prevented. The contact area to the wall surface is increased, and the burden on the engaging portion is reduced. Since the Teflon plate is allowed to be elastically deformed to some extent, a steering force transmission device having a structure in which the rubber plate is removed from the above-described steering force transmission devices 12, 200, 220 can be adopted as a modification. is there.

It is a mimetic diagram showing a steering system for vehicles provided with a steering force transmission device for vehicles which is an example of a claimable invention. It is sectional drawing which shows the steering force transmission device for vehicles with which the steering system for vehicles of FIG. 1 is provided. It is sectional drawing which shows the EPS section with which the steering force transmission device for vehicles is provided. FIG. 4 is a cross-sectional view taken along line AA ′ shown in FIG. 3. It is a perspective view which shows the breakaway bracket which hold | maintains the column section with which the steering force transmission device for vehicles is provided. FIG. 4 is a cross-sectional view taken along line AA ′ shown in FIG. 3 when the steering wheel is rotated. It is a graph which shows the relationship between the rotation angle of an operation member side shaft, and the rotation angle of a steering apparatus side shaft. It is a graph which shows the gear ratio of the operating member side shaft and the steering apparatus side shaft which change according to the rotation angle of the operating member side shaft. It is sectional drawing which shows the rotation transmission mechanism with which the steering force transmission device for vehicles of the modification 1 is provided. It is sectional drawing which shows the rotation transmission mechanism with which the steering force transmission device for vehicles of the modification 2 is provided.

Explanation of symbols

  10: Steering wheel (steering operation member) 12: Steering force transmission device for vehicle 14: Steering device 18: Output shaft (first shaft) (first shaft main body) 54: Main shaft (second shaft) 58: Upper Shaft (second shaft main body) 62: Shaft main body (second shaft main body) 64: Circular flange (second shaft flange) 86: Output side shaft (first shaft main body) 88: Input side shaft ( 116: Annular plate (first shaft collar) 122: Base body (protruding portion) (engaging portion) (rotation transmission mechanism) 126: 1 pair of plate-like rubbers (1 pair of elastic bodies) 128: a pair of Teflon plates (a pair of plate-like low friction members) (a pair of contact surfaces) 150: a radial groove (guide passage) (rotation transmission mechanism) 1 2: 1 pair of side wall surfaces 200: vehicle steering amount transmission device 202: base body (protruding portion) (engagement portion) (rotation transmission mechanism) 208: 1 pair of rubber plates (a pair of elastic bodies) 210: 1 A pair of Teflon plates (a pair of plate-like low friction members) 220: a steering force transmission device for a vehicle 222: a radial recess 224: a pair of plate-like rubbers (a pair of elastic bodies) 226: a pair of Teflon plates (A pair of plate-like low friction members) (a pair of side wall surfaces) 228: radial groove 230: a pair of side wall surfaces 232: a base 234: a pair of side surfaces (a pair of contact surfaces)

Claims (5)

A first shaft having one end connected to one of a steering operation member operated by a driver and a steering device for steering a wheel, and rotatably disposed;
One end is connected to the other of the steering operation member and the steering device, and the rotation axis of the first shaft and the rotation axis of the first shaft are parallel to each other, and the rotation axis is rotatable by a predetermined distance. A second shaft disposed on
(A) at the other end of the first shaft, an engaging portion provided at a position away from the predetermined distance in the radial direction of the first shaft from the rotation axis of the first shaft; The other end of the two shafts is provided so as to extend in the radial direction of the second shaft, and engages with the engaging portion of the first shaft, and the engaging portion in the radial direction of the second shaft. And a guide passage that allows movement, and by rotating one of the first shaft and the second shaft, a rotation phase difference that is a difference between rotation phases of the first shaft and the second shaft is obtained. A vehicle steering force transmission device comprising a rotation transmission mechanism configured to rotate while the other is rotating,
The first shaft is integrated with the first shaft main body at (i) a first shaft main body which is a main body of the first shaft, and (ii) an end of the first shaft main body on the second shaft side. A first shaft flange that protrudes from the first shaft main body portion in the radial direction of the first shaft; and (iii) the predetermined axis from the rotation axis of the first shaft in the radial direction of the first shaft. Projecting in the rotational axis direction, which is the direction in which the rotational axes of the first shaft and the second shaft extend, from the first shaft collar toward the second shaft at a position away from the distance, and transmitting the rotation A projection that functions as an engagement portion of the mechanism,
The second shaft is integrated with the second shaft main body at (i) the second shaft main body which is the main body thereof, and (ii) the end of the second shaft main body on the first shaft side. And a second shaft flange that protrudes in the radial direction of the second shaft from the second shaft main body, and (iii) the first shaft of the second shaft flange at the second shaft flange. The rotation transmission is provided on the end surface on the shaft side so as to extend in the radial direction of the second shaft, and has a pair of side wall surfaces into which the protruding portion of the first shaft fits and sandwiches the protruding portion. A radial groove that functions as a guide passage for the mechanism,
The protrusion is
It is possible to rotate around a rotation axis extending in the rotation axis direction with respect to the first shaft collar,
A pair of contact surfaces provided corresponding to the pair of side wall surfaces, each facing a corresponding one of the pair of side wall surfaces, and the first When the other rotates by rotation of one of the shaft and the second shaft, at least one of the pair of contact surfaces slides in the radial groove in a state of contacting one of the pair of side wall surfaces. A steering force transmission device for a vehicle.   The vehicle steering force transmission device according to claim 1, wherein at least one of the pair of contact surfaces and the pair of side wall surfaces is formed of a low friction material.   When the protrusion is rotated by one rotation of the first shaft and the second shaft, one of the pair of contact surfaces contacts one of the pair of side wall surfaces, and The vehicle steering force transmission device according to claim 2, wherein the other of the pair of contact surfaces slides in the radial groove in a state in which the other of the pair of side wall surfaces contacts the other of the pair of side wall surfaces. The protrusions are provided (i) corresponding to the pair of side wall surfaces, and each of the protrusions is arranged so that one surface of the protrusion faces the one corresponding to the pair of side wall surfaces. And a pair of plate-shaped low friction members formed in a plate shape by a low friction material, and (ii) disposed between the pair of low-friction members and the rotation axis with respect to the first shaft collar A base that is rotatable about a rotation axis extending in a direction; and (iii) the base is provided corresponding to the pair of plate-like low friction members, and each of the base and the pair of plate-like low friction members is provided. A pair of elastic bodies corresponding to itself but interposed between the one surface and the opposite surface;
The one surface of each of the pair of plate-like low friction members functions as each of the pair of contact surfaces; and
Each of the pair of plate-like low friction members is pressed against the one corresponding to the pair of side wall surfaces by the elastic force of the one corresponding to the pair of elastic bodies. The one surface of the plate-shaped low friction member is in contact with one of the pair of side wall surfaces, and the other surface of the pair of plate-shaped low friction members is the one pair. The vehicle steering force transmission device according to any one of claims 1 to 3, wherein the vehicle steering force transmission device is in contact with the other side wall surface of the vehicle. The second shaft flange is (i) a radial recess that opens in an end surface of the first shaft of the second shaft and extends in a radial direction of the second shaft; and (ii) the diameter within the radial recess. A pair of plate-like low plates, which are arranged so as to extend in the direction in which the direction recess extends, each of which has one surface functioning as each of the pair of side wall surfaces and formed into a plate shape by a low friction material. A friction member; and (iii) a surface provided corresponding to the pair of plate-like low friction members, each corresponding to itself of the pair of plate-like low friction members, but opposite to the one surface And a pair of elastic bodies interposed between the wall and the wall defining the radial recess, and
Each of the pair of plate-like low friction members is pressed against the one corresponding to the pair of contact surfaces by the elastic force of the one corresponding to the pair of elastic bodies. One of the contact surfaces is in contact with the one surface of the pair of plate-shaped low friction members, and the other of the pair of contact surfaces is the other of the pair of plate-shaped low friction members. The vehicle steering force transmission device according to any one of claims 1 to 3, wherein the vehicle is in contact with the one surface.

Images