JP2010247798A - Position adjusting device for steering wheel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To materialize a structure capable of effectively preventing the shifting of a position of a steering wheel upon secondary collision, without requiring especially accuracy, concerning a tilt telescopic steering device. <P>SOLUTION: With the rotations of an adjusting lever 18a, tilt locking recessed/projecting portions 49, 49 of a pair of tilt locking eccentric cams 47a, 47b are pressed against the curved edges 48, 48 of supporting plates 34, 34. The telescopically locking recessed/projecting portion 57 of a telescopically locking eccentric cam 53 is pressed against the lower surface of an inner column. Upon the secondary collision, those recessed/projecting portions 49, 57 are engaged with partner surfaces, thereby preventing the shifting of the steering wheel. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an improvement in a steering wheel position adjusting device for adjusting a vertical position and a front / rear position of a steering wheel. Specifically, it is possible to realize a structure that can prevent the steering wheel from being inadvertently changed during a secondary collision and can easily protect the driver at a low cost.

  The steering apparatus for an automobile is configured as shown in FIG. 25, and transmits the rotation of the steering wheel 1 to the input shaft 3 of the steering gear unit 2, and a pair of left and right tie rods 4 as the input shaft 3 rotates. 4 is pushed and pulled to give a steering angle to the front wheels. The steering wheel 1 is supported and fixed at the rear end portion of the steering shaft 5, and the steering shaft 5 is rotatably supported by the steering column 6 with the cylindrical steering column 6 inserted in the axial direction. Has been. Further, the front end portion of the steering shaft 5 is connected to the rear end portion of the intermediate shaft 8 via a universal joint 7, and the front end portion of the intermediate shaft 8 is connected to the input shaft 3 via another universal joint 9. Connected to.

  With such a steering device, a tilt mechanism for adjusting the vertical position of the steering wheel 1 and a telescopic mechanism for adjusting the front-rear position according to the physique and driving posture of the driver have been widely known. ing. In order to constitute the tilt mechanism, the steering column 6 is in the width direction with respect to the vehicle body 10 (the width direction is the width direction of the vehicle body and coincides with the left-right direction. Description and claims) The same is applied to the entire range.) The rocking displacement centering on the pivot 11 installed is supported. Further, the displacement bracket fixed to the rear end portion of the steering column 6 with respect to the support bracket 12 supported by the vehicle body 10 is the vertical direction and the front-rear direction (the front-rear direction refers to the front-rear direction of the vehicle body. The same throughout the specification and claims). Among these, in order to configure a telescopic mechanism that enables displacement in the front-rear direction, the steering column 6 has a structure in which an outer column 13 and an inner column 14 are telescopically combined to expand and contract, and the steering shaft 5 The outer tube 15 and the inner shaft 16 are combined with each other so as to be able to transmit torque and expand and contract by spline engagement or the like. The illustrated example also incorporates an electric power steering device that reduces the force required to operate the steering wheel 1 using the electric motor 17 as an auxiliary power source.

  In the case of a tilt mechanism or a telescopic mechanism, the position of the steering wheel 1 can be adjusted or fixed at the adjusted position based on the operation of the adjustment lever, except for the electric mechanism. For example, in Patent Document 1, as shown in FIGS. 26 to 27, the axial dimension of the cam device 20 is expanded and contracted and the cam member 21 is oscillated and displaced based on the rotation of the hook-shaped member 19 based on the adjusting lever 18. The structure to be made is described. In the case of this conventional structure, the movable bracket 22 fixed to the outer column 13a is engaged with and disengaged from the support bracket 12a based on the expansion and contraction of the cam device 20. Further, based on the rocking displacement of the cam member 21, whether the inner column 14a is slidable with respect to the outer column 13a is switched.

  In the case of the conventional structure described in Patent Document 1 as described above, the number of friction engagement portions in the case where the front and rear positions of the steering wheel 1 are fixed is increased as compared with the previous structure (prior structure). Thus, the strength and rigidity relating to the front-rear position fixing can be increased. However, there is room for improvement in order to enhance the driver protection so that the position of the steering wheel 1 does not change regardless of the large impact load applied to the steering wheel 1 in the event of a collision. This point will be described below.

  In the event of a collision accident, a so-called secondary collision in which the driver's body collides with the steering wheel occurs following a so-called primary collision in which the automobile collides with another automobile or the like. At the time of this secondary collision, a large impact load is applied to the steering wheel that is directed diagonally forward and upward. On the other hand, in the case of the conventional structure shown in FIGS. 25 to 27, since the force for fixing the steering wheel 1 at the adjusted position is obtained only by the frictional force, the position is shifted based on the large impact load. there is a possibility. Specifically, the position of the steering wheel 1 may move forward or upward. As a result, the positional relationship between the steering wheel 1 and the driver's body is shifted from the adjusted position (appropriate position). In this state, the airbag opened (inflated) behind the steering wheel 1 cannot effectively receive the driver's body, which is disadvantageous in terms of driver protection.

  Conventionally, the structures described in Patent Documents 2 and 3 are known as structures for preventing the steering wheel from shifting in a secondary collision. In the case of the conventional structure described in Patent Document 2, a pair of holding arms are arranged on both sides of a plate piece fixed to the outer peripheral surface of the steering column, and these plate pieces are attached to both holding arms at the time of a secondary collision. To prevent the steering column from being displaced forward. In the case of such a conventional structure described in Patent Document 2, unless the accuracy of each component is sufficiently ensured, the force to prevent the steering column from being displaced forward becomes non-uniform. Can be uncertain. In addition, the structure prevents forward displacement (telescopic direction) and cannot prevent upward displacement (tilt direction).

  In Patent Document 3, an eccentric cam is provided on a movable bracket fixed to the steering column, and when the steering column tends to be displaced upward, the outer peripheral surface of the eccentric cam is provided on the vehicle body side. A structure is described in which the steering column is prevented from being displaced upward by biting into a part of the bracket. In the case of the conventional structure described in Patent Document 3, the function of preventing the upward displacement is excellent, but the function of preventing the forward displacement is not provided. If the conventional structure described in Patent Document 2 and the conventional structure described in Patent Document 3 are combined, both the forward displacement and the upward displacement of the steering wheel during a secondary collision can be suppressed. However, the problems of the conventional structure described in Patent Document 2 remain as they are, and the structure becomes very complicated and the cost is unavoidable.

Japanese Patent No. 3783524 US Pat. No. 6,039,350 US Pat. No. 7,021,660

  In view of the above-described circumstances, the present invention relates to a so-called tilt / telescopic steering device that can adjust the vertical position and the front / rear position of the steering wheel. The invention was invented to realize a structure that can effectively prevent the movement of the gap.

The steering wheel position adjusting device according to the present invention includes an outer column, an inner column, a steering shaft, a pair of support plates, and a bowl-shaped member, as in the conventionally known steering wheel position adjusting device. And an adjustment lever.
Of these, the outer column is cylindrical and supports the front part of the part fixed to the vehicle body, enabling swing displacement about the pivot installed in the width direction, either directly or via another member. Therefore, at least a part of the inner diameter in the axial direction can be enlarged or reduced.
The inner column is cylindrical and is fitted and supported on the inner diameter side of the outer column so as to be capable of axial displacement.
The steering shaft is rotatably supported on the inner diameter side of the inner column, and fixes a steering wheel to a rear end portion that protrudes rearward from the rear end opening of the inner column. Such a steering shaft is configured to be extendable and contractable by, for example, serration engagement between the outer tube and the inner shaft. However, instead of making the intermediate shaft (the member represented by reference numeral “8” in FIG. 25) extendable and retractable, the steering shaft can be structured not to expand and contract. In this case, the amount of protrusion of the front end portion of the steering shaft from the front end opening portion of the steering column changes with the adjustment of the front / rear position of the steering wheel.
Further, the both support plate portions are supported by the vehicle body in a state in which a portion of the outer column, the inner diameter of which can be expanded and contracted, is sandwiched from both sides in the width direction.
In addition, the flange-shaped member is formed in a position aligned with each other of the two support plate portions in a state of being arranged in the width direction, and has a long hole extending in the arc direction around the pivot, and the outer column. And a through hole formed in a portion that does not interfere with the inner column. And with rotation, the space | interval of the mutually opposing surfaces of the said both support plate parts is expanded / contracted.
Further, the adjusting lever has a base end portion coupled and fixed to the hook-shaped member in order to rotate the hook-shaped member.

In particular, the steering wheel position adjusting device of the present invention includes a curved edge portion, a support shaft, a pair of tilt lock eccentric cams, and a telescopic lock eccentric cam.
The curved edge portion is provided on at least a part of the rear end edges of the both support plate portions, and has a convex arc shape centered on the pivot axis.
The support shaft is supported by a part of the outer column in a state of being arranged in parallel with the bowl-shaped member.
The two tilt lock eccentric cams are supported at both ends of the support shaft. Of these two eccentric cams for tilt lock, the portion facing the curved edge portion is a convex arc edge for tilt lock whose distance from the center of the support shaft increases toward the upper side. An uneven portion for tilt lock is formed on the arc edge. The shape of the uneven portion for tilt lock is a sawtooth shape or a triangular wave shape.
The telescopic lock eccentric cam is supported by an intermediate portion of the support shaft. A portion of the telescopic lock eccentric cam that opposes the outer peripheral surface of the inner column or the surface of the member fixed to the inner column increases in distance from the center of the support shaft toward the rear. A telescopic lock concavo-convex portion is formed on the convex circular arc edge for telescopic locking. The shape of the concavo-convex portion for telescopic locking is also a sawtooth shape or a triangular wave shape.

Further, a base portion of one of the tilt lock eccentric cam and the telescopic lock eccentric cam is fixed to the support shaft in a state of rotating together with the support shaft. Similarly, the base portion of the other eccentric cam is supported by this support shaft so as to be able to swing and displace by a predetermined angle with respect to this support shaft.
Further, a first spring having elasticity in a direction of pressing the locking uneven portion provided on the other eccentric cam against the mating portion is provided between the other eccentric cam and the support shaft, and the adjusting lever and the A second spring is provided between the support shaft.
Then, each of the eccentric cams provided on each of the eccentric cams is caused by swinging and displacing the adjustment lever from the state of adjusting the position of the steering wheel to the state of being fixed by the second spring. It is possible to provide elasticity in the direction in which the locking uneven portion is pressed against the mating portion.
The spring in the present specification and claims refers to a member having elasticity, and is not limited to a metal spring, but is made by processing an elastic material such as an elastomer such as rubber into a desired shape (rubber Spring).

When the steering wheel position adjusting apparatus of the present invention as described above is implemented, more specifically, as in the invention described in claim 2, the other eccentric cam is the telescopic lock eccentric cam. Then, the telescopic lock uneven cam is inserted into a slit-like discontinuous portion provided in a part of the outer column so that the inner diameter of the outer column can be enlarged or reduced, for example. The portion is opposed to the outer peripheral surface of the inner column or the surface of a member fixed to the inner column.
Further, the first spring is stretched between the telescopic lock eccentric cam and the support shaft, and the base portions of the pair of tilt lock eccentric cams which are the one eccentric cam are attached to both ends of the support shaft. Fix externally.
A driven-side locking arm portion is formed on a part of one of the tilt lock eccentric cams so as to protrude radially outward of the tilt lock eccentric cam. . Then, by passing a second spring between the tip of the driven side locking arm and a part of the adjustment lever, the second spring is placed between the adjustment lever and the support shaft. , And provided through the one tilt lock eccentric cam.

The steering wheel position adjusting device of the present invention configured as described above operates as follows to enable the adjustment of the position of the steering wheel and suppress the shift of the position of the steering wheel at the time of a secondary collision. .
When adjusting the position of the steering wheel, the distance between the mutually opposing surfaces of the pair of support plate portions constituting the support bracket is widened by swinging the adjustment lever in a predetermined direction. In this state, the movement of the adjusting lever is transmitted to the support shaft via the second spring, the support shaft rotates in a predetermined direction, and the convex arc edge for tilt lock is formed at the rear end edges of both support plate portions. The convex arc edge for telescopic locking is separated from the outer peripheral surface of the inner column or the surface of the member fixed to the inner column. Therefore, the position of the steering wheel is adjusted while sliding the outer column with respect to the pair of support plates and the inner column with respect to the outer column. After adjusting the steering wheel to a desired position, the adjusting lever is swung in the direction opposite to the predetermined direction.

  As a result of the swinging in the opposite direction, the distance between the opposing surfaces of the two support plate portions is reduced, and these two support plate portions strongly hold the outer column from both sides in the width direction. As a result, the outer column is prevented from moving with respect to both the support plate portions, and the vertical position of the steering wheel is fixed. At the same time, the inner diameter of the outer column is reduced, the inner peripheral surface of the outer column is strongly pressed against the outer peripheral surface of the inner column, and the inner column is prevented from being displaced with respect to the outer column. The front and rear positions of the wheel are fixed.

  Thus, in a state where the adjustment lever is swung until the vertical position and the front / rear position of the steering wheel are fixed, the support shaft is rotated in the direction opposite to the predetermined direction by the second spring, Of the convex arc edge for tilt lock, a portion having the smallest distance from the center of the support shaft or a portion in the vicinity thereof abuts a curved edge portion provided at the rear end edges of the both support plate portions. Of the convex arc edge for telescopic locking, a portion having the smallest distance from the center of the support shaft or a portion in the vicinity thereof abuts the outer peripheral surface of the inner column or the surface of a member fixed to the inner column. .

  From this state, when an impact load directed forward and upward is applied to the inner column and the outer column due to a secondary collision, the tilt lock uneven portion of the tilt lock convex arc edge bites into the curved edge portion. At the same time, the telescopic locking uneven portion of the telescopic locking convex arc edge bites into the outer peripheral surface of the inner column or the surface of a member fixed to the inner column. As a result, a large force is applied to prevent the steering wheel from being displaced forward and upward, and the position of the steering wheel can be effectively prevented from shifting. At this time, in order to bite the uneven portion for tilt lock into the curved edge portion, in order to bite into the outer peripheral surface of the inner column or the surface of the member fixed to the inner column, The required force is small in the initial stage and gradually increases. Such characteristics are preferable in terms of protecting the driver by absorbing impact energy transmitted from the steering wheel to the inner column and the outer column.

The side view which shows the 1st example of embodiment of this invention. The figure which cut | disconnected a part and was seen from the right side of FIG. The figure which abbreviate | omitted one part and was seen from the other side. FIG. 2 is a perspective view seen from the lower right front side of FIG. The perspective view shown in the state which took out some components and was seen from the same direction as FIG. The perspective view similarly shown in the state seen from the reverse direction with respect to FIG. Furthermore, the perspective view shown in the state which took out some components and was seen from the same direction as FIG. Similarly disassembled perspective view. II sectional drawing of FIG. The side view (A) which took out an outer column and was seen from the same direction as FIG. 1, and the end view (B) seen from the right side of (A). FIG. 8 is a view corresponding to the cross section of FIG. 7 for explaining the restriction range of the swing angle of the telescopic lock eccentric cam with respect to the support shaft. In order to explain the reason why the error can be absorbed by making the telescopic lock eccentric cam swingable with respect to the support shaft, FIG. 1 (a) and FIG. 11 (b) are similar to FIG. The figure shown in two states of (A) and (B). In order to explain the positional relationship between the tilt locking and telescopic locking eccentric cams and the mating member accompanying the rotation of the adjusting lever, FIG. 1 (a) and FIG. 11 (b) are similar to FIG. ) In three states (A) to (C). In order to explain the stopper mechanism for preventing the tilt lock eccentric cam from over-rotating, the outer column is taken out and the tilt lock eccentric cam is rotated to one end (A) and rotated to the other end. The figure seen from the same direction as Drawing 1 in order to show the state (B) moved. The side view of the steering device for motor vehicles for demonstrating the direction of the impact load added to each part at the time of a secondary collision. FIG. 2B is an enlarged view of a portion D in FIG. 1A and an enlarged view of a portion B in FIG. 1A for explaining the behavior of a tilt lock eccentric cam in a secondary collision. FIG. 10B is an enlarged view (A) of FIG. 9B and an enlarged view (B) of FIG. 9A for explaining the behavior of the telescopic lock eccentric cam at the time of a secondary collision. Telescopic lock for explaining the influence of the shape of the convex arc edge of the telescopic lock on the relationship between the amount of displacement of the inner column and the holding force applied in the direction to prevent the movement of the inner column at the time of secondary collision The figure (A) which looked at the eccentric cam from the same direction as FIG. 1, and the diagram (B) which shows the relationship between the said displacement amount and the said holding force. The diagram which shows the relationship between these rotation amounts and the force to hold | maintain for demonstrating the relationship between the rotation amount of an adjustment lever, and the force which hold | maintains an inner column with respect to an outer column. The figure similar to FIG. 11 which shows the 2nd example of embodiment of this invention. The figure similar to FIG. 11 which shows the 3rd example. The perspective view shown in the state which took out some components and looked from diagonally back which shows the 4th example. Furthermore, the perspective view shown in the state which took out some components and was seen from the same direction as FIG. FIG. 24 is a cross-sectional view of FIG. The partial cutting side view which shows an example of the steering device for motor vehicles incorporating the position adjustment apparatus of a steering wheel. The longitudinal section side view which shows an example of the position adjustment apparatus of the steering wheel conventionally known. FIG. 27 is an enlarged relay cross-sectional view of FIG. 26.

[First example of embodiment]
FIGS. 1-19 has shown the 1st example of embodiment of this invention corresponding to Claims 1-3. As shown in FIGS. 1 to 4, the steering wheel position adjusting device of this example supports the outer column 13 b with respect to the support bracket 12 b so as to be capable of swinging displacement about the pivot 11 a. The height position of a steering wheel 1 (see FIG. 25) described later can be adjusted. Further, an inner column 14b is supported on the inner diameter side of the outer column 13b so as to be axially displaceable, and a steering shaft 5a is rotatably supported inside the inner column 14b. The position can be adjusted. The steering shaft 5a is formed by combining the outer tube 15a and the inner shaft 16a in a manner that allows torque transmission and expansion / contraction, as in the structure shown in FIG. Such a steering shaft 5a is rotatably supported only on the inner diameter side of the steering column 6a composed of the outer column 13b and the inner column 14b by a combination of a single-row deep groove type ball bearing and a needle bearing. ing. In this state, the steering wheel 1 can be fixed to a portion protruding from the rear end opening of the inner column 14b at the rear end portion of the steering shaft 5a (the outer shaft 15a constituting the steering shaft 5a).

  The support bracket 12b is formed by combining a front element 23 and a rear element 24, each of which is formed by plastic processing a metal plate having sufficient strength and rigidity such as a steel plate. These two elements 23 and 24 are not normally displaced relative to each other, but when a secondary collision occurs, the rear element 24 is displaced forward while absorbing impact energy with respect to the front element 23 which is coupled and fixed to the vehicle body. It is configured to do. For this reason, in the case of this example, bolts 26 and 26 are inserted into the rear end portions of the long holes 25a and 25b formed in the front-rear direction at the width direction both ends of the front element 23 from above, and further Both bolts 26, 26 are inserted in the widthwise ends of the rear element 24. The bolts 26 and 26 and nuts (not shown) are screwed together, and the bolts 26 and 26 and nuts are tightened with a predetermined torque. Further, a sliding plate is sandwiched between the abutting surfaces of the front element 23 and the rear element 24. Further, a long hole 28 that is long in the front-rear direction is formed at a position where a pair of side wall portions 27, 27 provided in the upper half of the front element 23 are aligned with each other.

  In this example, both ends of the pivot shaft 11a are engaged with these long holes 28 so as to be displaceable in the front-rear direction. Further, an energy absorbing member is provided between the front element 23 and the outer column 13b to allow the front element 23 to be displaced forward with respect to the front element 23 by plastic deformation in the extending direction. Yes. In the case of this example, the structure as described above prevents the relative displacement between the elements 23 and 24 in the normal state, and absorbs the impact energy at the time of the secondary collision. It allows for forward displacement tolerance.

The structure for enabling the relative displacement prevention between these elements 23 and 24 and allowing the displacement of the rear element 24 forward while absorbing the impact energy at the time of the secondary collision is as described above. It is also possible to configure using both the long holes 28. In this case, each of the long holes 28 has a width dimension of each rear end portion larger than a width dimension of an intermediate portion or a front end portion (a portion other than the rear end portion for supporting both ends of the pivot 11a). To do. Then, both end portions of the pivot shaft 11a are supported at the rear end portions of both the long holes 28, and the width dimension of the middle portion to the front end portion of both the long holes 28 is set to both end portions of the pivot shaft 11a (or the pivot shaft). The outer diameter of a sleeve or the like fitted around both ends of 11a is made smaller. Then, both end portions of the pivot 11a are supported on the front-rear direction intermediate portions of the side wall portions 27, 27 of the front element 23 without rattling in the front-rear direction and the up-down direction.
Regardless of the structure, the specific action will be described later.

  The outer column 13b is also referred to as a housing member, and is made by casting a light metal such as an aluminum alloy. For example, as shown in FIG. 10, a main portion 29, a pivoted portion 30, A sandwiched portion 31 is provided. Of these, the main portion 29 is provided with a slit-like discontinuous portion 32 at the lower end portion over the rear end portion or the intermediate portion with respect to the axial direction, so that the portion excluding the front end portion is formed in a cylindrical shape. ing. Therefore, the inner diameter of at least the rear end portion of the main portion 29 can be elastically expanded / contracted. Further, the pivoted support portion 30 is provided in a state of protruding upward from the front end portion of the main portion 29, and the left and right outer surfaces are parallel to each other. Further, the sandwiched portion 31 is provided on the lower surface of the intermediate portion of the main portion 29 in a state of sandwiching the discontinuous portion 32 from both the left and right sides and protruding downward, and the left and right outer surfaces are substantially parallel to each other. Thus, the distance between these two outer surfaces is larger than the outer diameter of the main portion 29.

  In the outer column 13b as described above, the pivot shaft 11a inserted through the rear end portions of the long holes 28 at the center portion of the side wall portions 27, 27 is formed in the width direction at the front end portion of the pivoted support portion 30. It is inserted through a through hole 72 (see FIGS. 10 and 14) provided in a penetrating state. The pivot 11a is prevented from coming off by a large-diameter head provided at the base end of the pivot 11a and a nut screwed to the tip. With this configuration, the outer column 13b is supported with respect to the support bracket 12b so as to be capable of swinging and displacement about the pivot shaft 11a.

  On the other hand, the rear element 24 is a second half of a pair of mounting plate portions 33 and 33 for mounting on the lower surface of the rear end portion of the front element 23 as shown in FIGS. A pair of left and right support plate portions 34, 34 are provided in parallel to each other in a state of hanging downward from the portion. Long holes 35 and 35 (long holes described in claims) that are long in the arc direction (obliquely up and down direction) centering on the pivot 11a are formed in the portions of the support plate portions 34 and 34 that are aligned with each other. Forming. Then, both the long holes 35 and 35 and through-holes 73 (see FIGS. 9, 10 and 14) provided in a state of penetrating the sandwiched portion 31 of the outer column 13 b in the left-right direction, for example, FIGS. The hook-shaped member 19a as shown in FIG. This flange-shaped member 19a is for expanding and contracting the space between the opposing surfaces of the two support plate portions 34, 34 as it rotates, and both end portions thereof are arranged outside the support plate portions 34, 34. It protrudes from the side. Then, the base portion of the adjusting lever 18a is coupled and fixed to the base end portion (the left end portion in FIGS. 4 to 6) of the flange-shaped member 19a, and the holding plate 36 externally fitted to the tip end portion (the right end portion in FIGS. 4 to 6). The outer plate is held down by a nut 37 to prevent the holding plate 36 from coming off.

Furthermore, a cam device 20 (see FIG. 27 described above) is provided between the inner side surface of the base end portion of the adjustment lever 18a and the outer side surface of one of the support plate portions 34 (left side in FIGS. 4 to 6), and the adjustment With the rotation of the lever 18a, the interval between the both side surfaces can be enlarged or reduced. When the position of the steering wheel 1 is adjusted, as shown in FIG. 13 (C)-(a), the adjustment lever 18a is rotated downward, and the inner surface of the base end portion of the adjustment lever 18a The interval with the outer surface of the one support plate portion 34 is reduced. Then, the distance between the inner side surfaces of the pair of support plate portions 34, 34 is elastically expanded, and the inner side surface of both the support plate portions 34, 34 and the outer side surface of the sandwiched portion 31 of the outer column 13b. The surface pressure of the contact portion is reduced or lost, and the position of the steering wheel 1 can be adjusted. After the position adjustment, if the adjustment lever 18a is rotated upward as shown in FIGS. 13A to 13A, the inner surface of the base end portion of the adjustment lever 18a and the one support plate portion 34 Instead of increasing the distance between the outer side surfaces, the distance between the inner side surfaces of the two support plate portions 34, 34 is reduced, and the inner side surfaces of the two support plate portions 34, 34 and the outer side surface of the sandwiched portion 31 are in contact As a result, the steering wheel 1 is supported at the adjusted position.
The configuration and operation described above are the same as those of a conventionally known steering wheel position adjusting device.

Further, in the case of the structure of this example, as shown in FIG. 10, for example, a pivoting convex portion 38 is protruded rearward from the sandwiched portion 31 on the rear end surface of the sandwiched portion 31 of the outer column 13b. It is provided in the state to do. The pivoting convex portion 38 is also provided with the discontinuous portion 32 sandwiched from both sides in the width direction. Further, as shown in FIG. 10B, the width dimension W ₃₈ of the pivoting convex portion 38 is smaller than the width dimension W ₃₁ of the sandwiched portion 31 (W ₃₈ <W ₃₁ ). Therefore, both end portions in the rear end surface width direction of the sandwiched portion 31 are step surfaces 39 and 39.

  A support shaft 41 is rotatably inserted in a through hole 40 formed in a state of penetrating through the pivoting convex portion 38 as described above in the width direction. The support shaft 41 is disposed in parallel with the flange-shaped member 19a. For example, as shown in FIG. 8, the head 42 is placed at the base end (left end in FIG. 8) and the tip (see FIG. 8). The right end portion of each) has a male screw portion 43. In addition, a portion between the head portion 42 and the male screw portion 43 is a large-diameter non-cylindrical portion 44, a cylindrical portion 45, and a small-diameter non-cylindrical portion 46 in order from the head 42 side. Of these portions 44 to 46, tilt lock eccentric cams 47a and 47b are respectively rotated relative to the support shaft 41 on both the large-diameter side and small-diameter side non-cylindrical portions 44 and 46 at both ends. It is fitted externally in a blocked state (rotating in synchronization with the support shaft 41).

  In the assembled state of the steering wheel position adjusting device, the outer half portions in the width direction of the eccentric cams 47a and 47b for both tilt locks are provided in the rear element 24 of the support bracket 12b. , 34 is opposed to or abutted on the rear end edge (phases in the width direction are matched). The rear end edges of both support plate portions 34, 34 are convex arcuate curved edges 48, 48 centering on the pivot 11a. Accordingly, as the vertical position of the steering wheel 1 is adjusted, even when the support shaft 41 moves up and down with respect to the rear element 24, the distance between the support shaft 41 and the curved edges 48 and 48 changes. There is no. Further, of the outer peripheral edge portions of the eccentric cams 47a and 47b for both tilt locks, the portions facing the curved edge portions 48 and 48 are, as shown in FIGS. The position of the support shaft 41 is inclined in the direction in which the distance from the center increases as it goes to the same position in the specification and claims. A convex arc edge for tilt locking, which is biased upward from the center of the support shaft 41. A tilt lock uneven portion 49 is formed on the tilt lock convex arc edge. In addition, a driven arm portion 52 is formed on the outer peripheral edge portion of the tilt lock eccentric cam 47a (on the left side in FIGS. 4 to 8) so as to protrude radially outward.

  Further, in the case of the structure of this example, as shown in FIGS. 1, 3 and 16, for example, the tilt lock uneven portion 49 is circumferentially arranged in the outer peripheral edge portions of the both tilt lock eccentric cams 47a and 47b. A stopper 50 for preventing excessive rotation at the time of collision and a stopper 51 for preventing excessive rotation at the time of adjustment are provided at portions sandwiched from both sides in the direction. Of these, the over-rotation prevention stopper 50 at the time of collision is provided in a portion adjacent to the upper side (large-diameter side end portion) of the tilt lock uneven portion 49, and the top portion thereof is the tilt lock uneven portion. It exists in the tangential position of the outer diameter side edge part of the part 49 substantially. On the other hand, the adjustment excessive rotation prevention stopper 51 sufficiently projects from the lower end portion (small-diameter side end portion) of the tilt lock uneven portion 49 slightly away from the portion in the circumferential direction. It is provided in the state. In the assembled state of the steering wheel position adjusting device, the width direction inner half of the adjusting excessive rotation prevention stopper 51 faces or abuts against the stepped surfaces 39, 39 (phases in the width direction coincide with each other). ). Each of the tilt-lock eccentric cams 47a and 47b having such a configuration constitutes the rear element 24 of the support bracket 12b, such as medium carbon steel, high carbon steel, carburized steel, and bearing steel. It is made of a metal material harder than a metal material such as low carbon steel or aluminum alloy.

On the other hand, at the intermediate portion of the support shaft 41, a telescopic lock eccentric cam 53 is arranged at the end near the column portion 45 of the large-diameter side non-column portion 44 by the structure as shown in FIG. The outer fitting is possible so as to allow relative rotation of only a predetermined angle with respect to 41. In the case of this example, the large-diameter non-cylindrical portion 44 has an oval cross section having a pair of flat surfaces 54 and 54 parallel to each other. Further, the mounting hole 55 formed in the base part (left part of FIG. 11) of the telescopic lock eccentric cam 53 has a circular basic shape, and angle-shaped protrusions 56 and 56 at two positions opposite to the diameter direction. The non-circular shape is formed so as to protrude radially inward. Then, based on the engagement between the two protrusions 56 and 56 and the flat surfaces 54 and 54, the telescopic lock eccentric cam 53 is centered on the neutral position shown in FIG. as a counterclockwise theta ₁ minute, and rotatable by theta ₂ minutes in the clockwise direction. The two angles θ ₁ and θ ₂ need not be the same, but may be the same.

In the case of this example, by setting these two angles θ ₁ and θ ₂ , the telescopic lock eccentric cam 53 and the inner column can be obtained without ensuring the shape accuracy and assembly accuracy of the constituent members. 14b can be properly positioned. That is, the relationship between the support shaft 41 and the telescopic lock eccentric cam 53 in a state in which the positional relationship between the both tilt lock eccentric cams 47a and 47b and the two curved edge portions 48 and 48 is properly regulated, There is a possibility of becoming as shown in (A) of FIG. 12 or as shown in (B). Even in this case, by setting both the angles θ ₁ and θ ₂ , it is possible to absorb the positional deviation between the support shaft 41 and the telescopic locking eccentric cam 53, so that the shape accuracy and assembly accuracy of the constituent members are increased. It is not necessary to ensure a high level, and manufacturing costs can be reduced.

In a state where the steering wheel position adjusting device is assembled, the telescopic lock eccentric cam 53 enters the discontinuous portion 32 of the outer column 13b and the outer peripheral surface of the inner column 14b (the lower surface in this example). Opposite or abutting. Of the outer peripheral edge portion of the telescopic lock eccentric cam 53, the portion facing the outer peripheral surface of the inner column 14b is inclined in a direction in which the distance from the center of the support shaft 41 increases toward the rear. (As shown in FIG. 18, the center O ₅₇ is deviated rearward and downward from the center O ₄₁ of the support shaft 41), and this is a convex arc edge for telescopic locking. The telescopic lock concavo-convex portion 57 is formed at the convex arc edge of the telescopic lock. Further, in the case of the structure of the present example, a portion of the outer peripheral edge portion of the telescopic lock eccentric cam 53 that is rearward from the large-diameter side end portion of the telescopic lock uneven portion 57 is subjected to a collision. The over-rotation preventing stopper 58 is provided so as to protrude sufficiently rearward from the portion. Such a telescopic lock eccentric cam 53 is also harder than a metal material such as medium carbon steel, high carbon steel, carburized steel, bearing steel, etc., which constitutes the inner column 14b, such as low carbon steel or aluminum alloy. Made of metal material.

  A telescopic lock biasing spring 59, which is a first spring, is provided between the telescopic locking eccentric cam 53 and the support shaft 41 as described above, for example, as shown in FIGS. The telescopic lock urging spring 59 is formed by bending a spring steel wire rod, and can be fitted on the large-diameter non-cylindrical portion 44 of the support shaft 41 while preventing relative rotation (in the axial direction). A base portion 60 having an oval shape as viewed from above, an elastic pressing portion 61 projecting radially outward from the base portion 60, and a locking portion formed by bending the distal end portion of the elastic pressing portion 61 into a crank shape. 62. In such a telescopic lock biasing spring 59, the base portion 60 is externally fitted to the large-diameter non-cylindrical portion 44, and the locking portion 62 is formed at the rear end portion of the telescopic lock eccentric cam 53. By engaging with the engaging hole 63, the telescopic locking eccentric cam 53 and the support shaft 41 are spanned. In this state, the telescopic lock eccentric cam 53 is rotated about the support shaft 41 to press the telescopic lock concave / convex portion 57 against the lower surface of the inner column 14b (FIGS. 4-7, 9, 11-11). (13, 16, 17 counterclockwise) elasticity is applied.

  Further, a rotating power transmission spring 64 as a second spring is provided between the adjustment lever 18a and the support shaft 41 so that the movement of the adjustment lever 18a can be transmitted to the support shaft 41. In the case of this example, the rotational power transmission spring 64 is formed by bending a wire made of spring steel, and a drive side provided at a proximal end portion of the adjusting lever 18a at a proximal end portion. A driving side locking portion 66 for locking in the locking hole 65 (see FIGS. 1, 6, 12, and 13) is provided at the distal end portion, and at the distal end portion of the driven arm portion 52 of the tilt lock eccentric cam 47a. A driven side locking portion 68 for locking in the formed driven side locking hole 67 is formed. In addition, a coil portion 69 is provided at the intermediate portion to ensure the amount of bending. The adjustment lever 18a and the support are supported by engaging the driving side locking portion 66 in the driving side locking hole 65 and the driven side locking portion 68 in the driven side locking hole 67, respectively. The shaft 41 is connected via the tilt lock eccentric cam 47a and the rotational power transmission spring 64 so that the movement of the adjustment lever 18a can be transmitted to the support shaft 41. The coil portion 69 is provided to give an appropriate elasticity to the tilt lock eccentric cam 47a regardless of some manufacturing errors.

  With this configuration, the adjustment lever 18a is pivoted upward as shown in FIGS. 13A to 13A to fix the position of the steering wheel 1 and to support the support. The shaft 41 is rotated counterclockwise in FIGS. 4 to 7, 9, 11 to 13, 16, and 17. With this rotation, the lower end portion to the intermediate portion of the tilt lock uneven portions 49 of the pair of tilt lock eccentric cams 47a and 47b fixed to both ends of the support shaft 41 are moved to the support bracket side. While abutting against the curved edges 48, 48, a portion closer to the front end of the telescopic locking uneven portion 57 of the telescopic locking eccentric cam 53 supported by the intermediate portion of the support shaft 41 is butted against the lower surface of the inner column 14 b. Like.

The steering wheel position adjusting device of the present example configured as described above operates as follows to make it possible to adjust the vertical position and the front / rear position of the steering wheel 1, and at the time of a secondary collision, the steering wheel 1. The position of the vehicle is prevented from shifting upward or forward, thereby enhancing the protection of the driver who collides with the steering wheel 1.
First, when adjusting the position of the steering wheel 1, the adjusting lever 18a is moved from the state shown in FIGS. 13A to 13A to the state shown in FIGS. Rotate clockwise in the figure. As a result, as described above, due to the action of the cam device, the surface pressure of the contact portion between the inner surface of the support plate portions 34, 34 and the outer surface of the sandwiched portion 31 of the outer column 13b is reduced or lost. To do.

  Further, in this state, the support shaft 41 also rotates in the clockwise direction of FIG. 13, so that the tilt lock and telescopic lock eccentric cams 47a, 47b, 53 supported by the support shaft 41 are also shown in FIG. Rotate clockwise. Then, as shown in FIG. 13C-A, the entire tilt lock uneven portion 49 is separated from the curved edge portion 48, and as shown in FIG. 13C-B. The entire telescopic lock concavo-convex portion 57 is separated from the lower surface of the inner column 14b. In this state, the vertical position and front / rear position of the steering wheel 1 can be adjusted. The vertical position can be adjusted by moving the flanged member 19a along the long holes 35 and 35 of the support plate portions 34 and 34 while swinging and displacing the outer column 13b around the pivot shaft 11a. Do. The front / rear position is adjusted by sliding the inner column 14b with respect to the outer column 13b in the axial direction.

  In the case of this example, adjustment stoppers 51 for preventing excessive rotation during adjustment are provided on the two tilt-lock eccentric cams 47a and 47b, respectively. Accordingly, the amount of rotation of the tilt lock eccentric cams 47a and 47b is limited by the engagement between the adjustment excessive rotation prevention stopper 51 and the stepped surfaces 39 and 39. Therefore, even if the operation amount of the adjusting lever 18a becomes excessive (even if it is rotated downward and excessively), the tilt lock eccentric cams 47a and 47b rotate excessively in the clockwise direction in FIG. It doesn't move. As a result, when the adjusting lever 18a is rotated downward, a part of the tilt lock eccentric cams 47a, 47b interferes with the curved edges 48, 48 of the support plate portions 34, 34. There is nothing, and the vertical position adjustment of the steering wheel 1 can be performed smoothly (without causing the driver to feel uncomfortable).

  After adjusting the steering wheel 1 to a desired position as described above, the adjustment lever 18a is moved in the direction opposite to the predetermined direction (counterclockwise in FIG. 13), for example, FIG. As shown in (a), the adjusting lever 18a is swung upward until it is substantially parallel to the outer column 13b and the inner column 14b. As a result of the swinging in the opposite direction, the support plate portions 34, 34 strongly hold the outer column 13b from both sides in the width direction by the operation of the cam device as described above, and the vertical position of the steering wheel 1 is increased. Is fixed. At the same time, by reducing the width of the discontinuous portion 32, the inner diameter of the outer column 13b is reduced, and the inner peripheral surface of the outer column 13b is strongly pressed against the outer peripheral surface of the inner column 14b. , 14b is prevented from relative displacement in the axial direction, and the front-rear position of the steering wheel 1 is fixed.

  In this manner, in a state where the adjustment lever 18a is swung upward until the position of the steering wheel 1 is fixed, the support shaft 41 is moved in the same direction as the adjustment lever 18a by the rotational force transmission spring 64. It rotates in the counterclockwise direction in FIG. Then, as shown in FIGS. 13A to 13A, of the tilt lock convex arc edge (tilt lock uneven portion 49) of the tilt lock eccentric cam 47a (47b), the support shaft 41 The portion near the lower end where the distance from the center is the smallest comes into contact with the curved edge portion 48 provided at the rear edge of the support plate portions 34, 34. Further, as shown in FIGS. 13A and 13B, the telescopic lock convex cam edge of the telescopic locking eccentric cam 53 (telescopic locking concave-convex portion 57) extends from the center of the support shaft 41. The front end portion having the smallest distance comes into contact with the outer peripheral surface (lower surface) of the lower end portion of the inner column 14b.

  In addition, in the state where the adjusting lever 18a is rotated upward as shown in FIGS. 13A to 13A, the force with which the both support plate portions 34 and 34 hold the outer column 13b is an appropriate value. At the same time, the lower end portion to the middle portion (lower end portion portion) of the tilt lock uneven portion 49 of both the tilt lock eccentric cams 47a and 47b abut against the curved edge portions 48 and 48 on the support bracket side, and It is necessary to abut the front end portion of the telescopic locking concave and convex portion 57 of the telescopic locking eccentric cam 53 against the lower surface of the inner column 14b. Of these, the clamping force is set to an appropriate value, and at the same time, the lower end portion or the intermediate portion of the tilt lock uneven portion 49 abuts against the curved edge portions 48, 48 on the support bracket side. This can be easily done by adjusting the axial position of the holding plate 36 with the nut 37 screwed into the male threaded portion 43 at the tip.

  However, when the telescopic lock eccentric cam 53 is fixed to the support shaft 41, the shape accuracy of each part is strictly controlled so as to strictly regulate the positional relationship between the telescopic lock uneven portion 57 and the inner column 14b. Therefore, it is necessary to increase the dimensional accuracy and the assembly accuracy, and the cost increases. On the other hand, in the case of this example, as described with reference to FIG. 11, the telescopic lock eccentric cam 53 is supported so as to be able to be slightly oscillated with respect to the support shaft 41. A steering wheel position adjusting device capable of ensuring the required performance by making the engagement relationship between the respective parts appropriate as described above when the position of the steering wheel 1 is fixed without particularly increasing the accuracy. Realized at low cost.

For example, from the state where the position of the steering wheel 1 shown in FIG. 13A is completely fixed (rotation amount = 0), the adjustment lever 18a shown in FIG. 13C is rotated to θ _4. wherein between a state of allowing the adjustment of the position of the steering wheel 1, as shown in the (B), in the state in which the adjusting lever 18a is rotated to _{θ 3 (θ 3 <θ 4} ) Te, Although the position of the steering wheel 1 does not move, it is preferable to tune each part so that the locking irregularities 49 and 57 are separated from the mating surface. In short, it is preferable that the relationship between the rotation amount of the adjusting lever 18a and the force for holding the inner column 14b against the outer column 13b is as shown in FIG. When the rotation amount is 0 → θ _3, the locking irregularities 49 and 57 gradually move away from the mating surface, but the force for holding the position of the steering wheel 1 remains unchanged. On the other hand, when the rotation amount is θ ₃ → θ ₄ , the locking irregularities 49 and 57 are gradually separated from the mating surface, and the force for holding the position of the steering wheel 1 is gradually reduced. In the case of this example, as described above, the telescopic lock eccentric cam 53 is supported so as to be able to be slightly oscillated and displaced relative to the support shaft 41, so that the tuning as described above can be performed easily.

  As shown in FIGS. 1 and 13 (A)-(a), with the position of the steering wheel 1 fixed, the inner column 14b and the outer column 13b are moved forward and upward with a secondary collision. When a directed impact load is applied, the position of the steering wheel 1 is prevented from shifting as follows. First, the upward movement of the steering wheel 1 is caused by the tilt lock uneven portion 49 provided on the tilt lock convex arc edge of the tilt lock eccentric cam 47a (47b) being bent by the support plate portion 34. It is suppressed by biting into the edge 48. That is, when the outer column 13b tends to be displaced upward with respect to the support plate portion 34 (the support bracket 12b provided with) at the time of a secondary collision, the curved edge portion 48 and the both tilt lock uneven portions 49 and The tilt lock eccentric cam 47a (47b) tends to rotate about the support shaft 41 in the direction indicated by the arrow in FIG.

  Therefore, a portion of the tilt lock uneven portion 49 that meshes with the curved edge portion 48 has a large distance above the tilt lock uneven portion 49, that is, from the center of the support shaft portion 41. It tends to move to the part. As a result, as shown by an arrow in FIG. 16B, the biting depth of the tilt lock uneven portion 49 with respect to the curved edge portion 48 gradually increases. Since a large resistance acts on the increase of the biting depth in this way, it is possible to suppress the steering wheel 1 from being displaced upward. When the impact load due to the secondary collision is large and the rotation amount of the tilt lock eccentric cam 47a (47b) increases, the over-rotation prevention stopper 50 at the time of collision hits the curved edge portion 48 and the tilt lock use. The eccentric cam 47a (47b) does not rotate any further. In this state, the force for suppressing the upward displacement of the steering wheel 1 is sufficiently large, and the steering wheel 1 is not displaced further upward. The tilt lock eccentric cam 47a (47b) is harder than the material of the rear element 24, so that the biting is surely performed.

  Further, as the inner column 14b tends to be displaced forward, a portion of the telescopic lock concave / convex portion 57 that meshes with the lower surface of the inner column 14b It tends to move backward, that is, to a portion where the distance from the center of the support shaft portion 41 is large. As a result, as shown by the arrow in FIG. 17B, the biting depth of the telescopic lock concavo-convex portion 57 with respect to the lower surface of the inner column 14b gradually increases. Since a large resistance acts on the increase of the biting depth in this way, it is possible to suppress the steering wheel 1 from being displaced forward. When the impact load associated with the secondary collision is large and the amount of rotation of the telescopic locking eccentric cam 53 increases, the collision excessive rotation preventing stopper 58 comes into contact with the lower surface of the inner column 14b and the telescopic locking eccentric cam. 53 no longer rotates. In this state, the force for suppressing the forward displacement of the steering wheel 1 is sufficiently large, and the steering wheel 1 is not displaced further forward. The telescopic lock eccentric cam 53 is harder than the inner column 14b, so that the biting is surely performed.

  As a result, a large force is applied to prevent the steering wheel 1 from being displaced forward and upward, and the position of the steering wheel 1 can be effectively prevented from shifting. At this time, in order to bite the tilt lock uneven portion 49 of the convex arc edge for tilt lock into the curved edge portion 48, the telescopic lock uneven portion 57 of the convex arc edge for telescopic lock is formed on the lower surface of the inner column 14b. Each of the forces required for the bite to go into is small in the initial stage and gradually increases. Such characteristics are preferable in terms of protecting the driver by absorbing impact energy transmitted from the steering wheel 1 to the inner column 14b and the outer column 13b. In other words, the impact applied to the driver's body at the moment of the occurrence of a secondary collision can be kept low, and the force to support the driver's body can be gradually increased to ensure the freedom of tuning to enhance the driver's protection. This is advantageous from the viewpoint of

As described above, the magnitude of the force acting in the direction to stop the movement of the steering wheel 1 in the initial stage of the secondary collision is the degree of change in the diameter of the uneven portions 49 and 57 for the tilt lock and telescopic lock. Can be adjusted. This point will be described with reference to FIG. 18, taking the telescopic lock 57 as an example. In FIG. 18A, the broken-line arc α passes through the tooth tip of the end portion on the small diameter side of each telescopic lock concavo-convex portion 57 with the center O ₄₁ of the support shaft 41 as the center. Further, a chain line arc β passing through all the tooth tips of each telescopic lock concavo-convex portion ₅₇ is centered on the point O ₅₇ . The distance c between the broken line arc α and the chain line arc β when the telescopic lock eccentric cam 53 is rotated counterclockwise by θa in FIG. Can be arbitrarily adjusted by the amount of eccentricity of the centers O ₄₁ and O ₅₇ and the difference in diameter between the arcs α and β. Further, from the start of the secondary collision, the amount of rotation θb from when the collision excessive rotation prevention stopper 58 hits the lower surface of the inner column 14b until the telescopic lock eccentric cam 53 stops rotating is It can be arbitrarily adjusted depending on the size and shape of the stopper 58 for preventing excessive rotation at the time of collision.

  For example, the solid line in FIG. 18B shows the amount of forward displacement (movement amount) of the inner column 14b (according to the secondary collision) in a state where the standard interval c and the rotation amount θb are set. ) The relationship between X and the resistance (holding force) against the forward displacement of the inner column 14b is shown. The holding force in the initial stage is obtained by friction between the inner side surfaces of the support plate portions 34 and 34 and the outer side surface of the sandwiched portion 31 when the adjusting lever 18a is tightened. In addition to this friction, the holding force at the next stage (right side from the first bending point) is obtained by resistance to the progress of the meshing between the telescoping uneven portions 57 and the lower surface of the inner column 14b. The extent to which the holding force increases in the next stage can be adjusted by the relationship between the rotation angle θa and the distance c. Further, the holding force at the next stage (right side from the second bending point) is that the telescopic lock projections and depressions 57 engaged with the lower surface of the inner column 14b are in addition to the friction. It is obtained by resistance to scraping off the surface layer portion of the column 14b. The position of the second bending point can be adjusted by the rotation amount θb.

  In any case, when the holding force gradually increases as described above and exceeds the supporting force (detachment load) of the rear element 24 with respect to the front element 23, the rear element 24 together with the outer column 13b Regardless of the meshing between the telescoping concave and convex portions 57 and the lower surface of the inner column 14b, it starts to move forward. At this time, the energy absorbing member stretched between the front element 23 and the outer column 13b is extended. Alternatively, the outer column 13b is displaced forward together with the pivot 11a while expanding the width dimension of the middle part to the front end of the long holes 28 by both ends of the pivot 11a. In any case, the steering wheel 1 is displaced forward while the impact energy applied to the body of the driver colliding with the steering wheel 1 is reduced.

[Second Example of Embodiment]
FIG. 20 shows a second example of an embodiment of the present invention corresponding to claims 1, 2, and 4. In the case of this example, a circular mounting hole 55a provided at the base of the telescopic lock eccentric cam 53a and the support shaft 41 are rotatably engaged. The amount of rotation of the telescopic lock eccentric cam 53a with respect to the support shaft 41 is restricted by a telescopic lock biasing spring 59 that is a first spring. That is, when the adjustment lever 18a (for example, see FIG. 1) is rotated downward in order to adjust the position of the steering wheel 1 (see FIG. 25), the telescopic lock urging spring 59 is the telescopic lock eccentric cam. The telescopic locking concave and convex portion 57 of 53a is separated from the lower surface of the inner column 14b.

  In the structure of this example, the amount of rotation of the telescopic lock eccentric cam 53a with respect to the support shaft 41 is restricted by the telescopic lock urging spring 59 alone. Accordingly, the accuracy (shape) of the telescopic lock urging spring 59 is required in order to ensure that the telescopic lock 57 and the lower surface of the inner column 14b are engaged and disengaged with the rotation of the adjusting lever 18a. It is necessary to ensure the accuracy and the amount of elastic deformation. However, as long as this accuracy can be ensured, the operation of inserting the support shaft 41 into the mounting hole 55a is facilitated, so that the cost can be reduced by improving the assemblability. Since the structure and operation of the other parts are the same as those of the first example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Third example of embodiment]
FIG. 21 shows a third example of an embodiment of the present invention corresponding to claims 1, 2, and 5. In the case of this example, instead of omitting the telescopic lock biasing spring 59 (see, for example, FIG. 7) as the first spring, the inner peripheral surface of the mounting hole 55 provided at the base of the eccentric cam 53b for telescopic locking An elastic material 70 such as an elastomer such as rubber is interposed between the outer peripheral surface of the support shaft 41. Both of these peripheral surfaces are oval in cross section having flat surfaces parallel to each other, and the telescopic lock eccentric cam 53b is located between the flat surfaces of the elastic member 70 that face each other with respect to the support shaft 41. While being elastically deformed, the portion existing between them can be displaced by a predetermined angle. In the structure of this example, not only the telescopic lock biasing spring 59 can be omitted, but also a portion for locking the end of the telescopic lock biasing spring 59 is provided at the base of the telescopic lock eccentric cam 53b. There is no need. As a result, the steering wheel position adjusting device can be reduced in size, weight, and cost. The cross-sectional shape of either one of the two peripheral surfaces may be circular, and the peripheral surface and the elastic material 70 may be bonded and fixed by baking or the like. Since the structure and operation of the other parts are the same as those of the first example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Fourth Example of Embodiment]
22 to 24 show a fourth example of an embodiment of the present invention corresponding to claims 1 and 6. In the case of this example, a telescopic lock urging spring 59a, which is the first spring, is spanned between the tip portions of the tilt lock eccentric cams 47c and 47d that are fitted and fixed to both ends of the support shaft 41. ing. This telescopic lock urging spring 59a is a linear wire made of spring steel, and an intermediate portion is inserted through a small through hole 71 formed at the tip of the telescopic lock eccentric cam 53c. Such a telescopic lock urging spring 59a causes the support shaft 41 to move as the adjustment lever 18a (see, for example, FIG. 1) rotates upward to fix the position of the steering wheel 1 (see, for example, FIG. 25). The telescopic lock concavo-convex portion 57 provided on the telescopic lock eccentric cam 53c is deformed in the bending direction in the state of swinging in the direction of the arrow in FIGS. 22 to 23, and the inner column 14b (see, for example, FIGS. 1 and 11). ) That is, in the case of this example, the telescopic lock biasing spring 59a is provided between the telescopic lock eccentric cam 53c and the support shaft 41 via the tilt lock eccentric cams 47c and 47d. . Since the structure and operation of the other parts are the same as those of the first example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

Each example shown in the figure shows the case where the uneven portion for telescopic locking is engaged with the lower surface of the inner column. On the other hand, when the present invention is implemented with respect to a structure in which a position adjusting mechanism is installed above the steering column, the telescopic lock uneven portion is engaged with the upper surface of the inner column. Further, the portion with which the telescopic locking concave / convex portion is engaged is not limited to the inner column itself, but may be another member fixed to the inner column.
In addition, the structure for expanding and reducing the distance between the pair of support plate portions with the rotation of the bowl-shaped member is not limited to the cam device, and various conventionally known devices such as a screw mechanism may be adopted. it can.
Contrary to the example shown in the figure, the telescopic lock eccentric cam is fixed to the intermediate portion of the support shaft, and a pair of tilt lock eccentric cams are provided at both ends of the support shaft, and the swing displacement with respect to the support shaft is changed. It can also be supported as possible. In this case, a rotational force transmission spring as a second spring is spanned between the adjustment lever and the telescopic locking eccentric cam, and the second locking spring eccentric cam and the support shaft are connected with the first spring. A tilt lock biasing spring which is one spring is provided.
Further, the structure for adjusting the vertical position and the front / rear position of the steering wheel is not limited to the illustrated structure, and various conventionally known structures can be employed.
Further, in the case of a structure in which the outer column is disposed at the rear portion and the inner column is disposed at the front portion, the telescopic lock uneven portion can be engaged with a part of the outer peripheral surface of the outer column.

Furthermore, the steering wheel position adjustment device of the present invention is not limited to a structure that adjusts both the vertical position and the front-rear position of the steering wheel, and is implemented as a telescopic steering device that does not have a tilt mechanism (only the front-rear position is adjusted). You can also do it. In this case, as described in claim 7 in the scope of claims, an outer column, an inner column, a steering shaft, a pair of support plate portions, a flange member, and an adjustment lever are provided. .
Of these, the outer column is cylindrical, and at least a part of the inner diameter in the axial direction can be expanded or reduced. The inner column is cylindrical and is fitted and supported on the inner diameter side of the outer column so as to be capable of axial displacement.
The steering shaft is rotatably supported on the inner diameter side of the inner column, and fixes a steering wheel to a rear end portion that protrudes rearward from the rear end opening of the inner column.
The both support plate portions are provided on a support bracket supported by the vehicle body in a state where a portion of the outer column, the inner diameter of which can be expanded and contracted, is sandwiched from both sides in the width direction.
Further, the flange-shaped member is disposed in the width direction, and is formed in a through hole formed at a position where the both support plate portions are aligned with each other and a portion of the outer column that does not interfere with the inner column. The formed second through hole is inserted, and the interval between the opposing surfaces of the two support plate portions is expanded and contracted with rotation.
Further, the adjusting lever is coupled and fixed to the hook-like member for rotating the hook-like member.

In particular, when the present invention is implemented as a telescopic steering device as described above, a support shaft supported by a part of the outer column in a state of being arranged in parallel with the bowl-shaped member, And an eccentric cam for telescopic locking whose base is supported by the intermediate portion. The telescopic lock eccentric cam support structure for the support shaft may be, for example, a screwed structure or a non-circular fitting fixed structure (a structure that rotates synchronously), or the structure of the illustrated embodiment described above. As described above, the structure may be such that a rocking displacement of a predetermined angle is possible and the spring is biased toward the outer peripheral surface of the inner column by a spring.
In any case, a portion of the telescopic locking eccentric cam that faces the outer peripheral surface of the inner column or the surface of the member fixed to the inner column increases from the center of the support shaft toward the rear. The telescopic lock convex arc edge is formed, and the telescopic lock concave / convex portion is formed on the telescopic lock convex arc edge.
Further, a spring is provided between the adjustment lever and the support shaft, and the support is supported by swinging the adjustment lever from a state of adjusting the position of the steering wheel to a state of being fixed by the spring. The shaft can be provided with elasticity in a direction in which the telescopic locking concave and convex portion provided on the telescopic locking eccentric cam is pressed against the outer peripheral surface of the inner column or the surface of the member fixed to the inner column.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Tie rod 5, 5a Steering shaft 6, 6a Steering column 7 Universal joint 8 Intermediate shaft 9 Universal joint 10 Car body 11, 11a Axis 12, 12a, 12b Support bracket 13, 13a, 13b Outer Column 14, 14a, 14b Inner column 15, 15a Outer tube 16, 16a Inner shaft 17 Electric motor 18, 18a Adjustment lever 19, 19a Hook-shaped member 20 Cam device 21 Cam member 22 Movable side bracket 23 Front element 24 Rear element 25a 25b Long hole 26 Bolt 27 Side wall part 28 Long hole 29 Main part 30 Pivot part 31 Clamping part 32 Discontinuous part 33 Mounting plate part 34 Support plate part 35 Long hole 36 Holding plate 37 Nut 38 Pivot part 39 Differential surface 40 Through-hole 41 Support shaft 42 Head 43 Male threaded portion 44 Large-diameter non-cylindrical portion 45 Cylindrical portion 46 Small-diameter non-cylindrical portion 47a, 47b, 47c, 47d Eccentric cam for tilt lock 48 Curved portion 49 For tilt lock Concavity and convexity 50 Stopper for preventing excessive rotation during collision 51 Stopper for preventing excessive rotation during adjustment 52 Driven arm 53, 53a, 53b, 53c Eccentric cam for telescopic locking 54 Flat surface 55, 55a Mounting hole 56 Protrusion 57 Telescopic Locking concave and convex portion 58 Stopper 59 for preventing excessive rotation at the time of collision 59, 59a Telescopic lock biasing spring 60 Base portion 61 Elastic pressing portion 62 Locking portion 63 Locking hole 64 Twist power transmission spring 65 Driving side locking hole 66 Driving side engagement Stop part 67 Driven side locking hole 68 Driven side locking part 69 Coil part 70 Elastic material 71 Small through hole 72 Through hole 73 Through hole

Claims (7)

  At least the inner diameter of at least a part in the axial direction supported so as to be able to swing and swing around the pivot axis installed in the width direction, directly or via other members, with respect to the part fixed to the vehicle body A cylindrical outer column that can be expanded and contracted, a cylindrical inner column that is fitted and supported on the inner diameter side of the outer column so as to be axially displaceable, and rotatably supported on the inner diameter side of the inner column. Then, a steering wheel is fixed to a rear end portion protruding rearward from the rear end opening of the inner column, and a portion of the outer column in which the inner diameter can be expanded and contracted is sandwiched from both sides in the width direction. A pair of support plate portions provided on a support bracket supported by the vehicle body in a state, and a long hole formed in a position where the two support plate portions are aligned with each other and extending in an arc direction around the pivot axis, Outa A part of the ram is inserted through a through-hole formed in a part that does not interfere with the inner column, and is arranged in the width direction to expand and contract the space between the opposing surfaces of the two support plate parts as it rotates. In a steering wheel position adjusting device comprising a hook-shaped member and an adjusting lever having a base end coupled and fixed to the hook-shaped member for rotating the hook-shaped member, the rear ends of the both support plate portions An arc-shaped curved edge portion provided on at least a part of the edge and centering on the pivot; and a support shaft supported by a part of the outer column in a state of being arranged in parallel with the flange-shaped member. A pair of tilt lock eccentric cams supported at both ends of the support shaft, and a telescopic lock eccentric cam supported at an intermediate portion of the support shaft. The part facing the curved edge is directed upward A tilt lock convex arc edge whose distance from the center of the support shaft increases according to the tilt lock convex arc edge, and the tilt lock concave and convex portion is formed on the telescopic lock eccentric cam. The portion facing the outer peripheral surface of the inner column or the surface of the member fixed to the inner column is a telescopic lock convex arc edge whose distance from the center of the support shaft increases toward the rear. A telescopic lock concavo-convex portion is formed on the lock convex arc edge, and the base of one of the tilt lock eccentric cam and the telescopic lock eccentric cam is the support shaft, together with the support shaft. The base of the other eccentric cam is also supported by this support shaft so that it can swing and displace by a predetermined angle with respect to this support shaft. A first spring having elasticity in a direction in which a locking uneven portion provided on the other eccentric cam is pressed against the other portion is provided between the other eccentric cam and the support shaft, and the adjusting lever And a second spring provided between the first and second support shafts, and the second spring swings and displaces the adjusting lever from a state of adjusting the position of the steering wheel to a state of fixing the steering wheel. A steering wheel position adjusting device characterized in that an elastic force in a direction of pressing each locking uneven portion provided on each eccentric cam against a mating portion can be applied to a support shaft.   The other eccentric cam is an eccentric cam for telescopic lock, and this eccentric cam for telescopic locking entered a slit-like discontinuous portion provided in a part of the outer column so that the inner diameter of the outer column can be expanded and contracted. In this state, the telescopic lock concave and convex portions are opposed to or contacted with the outer peripheral surface of the inner column or the surface of the member fixed to the inner column, and the first spring is interposed between the telescopic lock eccentric cam and the support shaft. The bases of a pair of tilt lock eccentric cams which are one of the eccentric cams are externally fitted and fixed to both ends of the support shaft, and one of the two tilt lock eccentric cams is fixed. A driven-side locking arm portion is formed on a part of the tilt-lock eccentric cam so as to protrude radially outward of the tilt-lock eccentric cam, and the distal end portion of the driven-side locking arm portion And key A second spring is provided between the lever and a part of the lever so that the second spring is provided between the adjusting lever and the support shaft via the one tilt lock eccentric cam. The steering wheel position adjusting device according to claim 1.   Based on the non-circular engagement between the inner peripheral surface of the mounting hole provided in the base of the telescopic lock eccentric cam and the outer peripheral surface of the support shaft, the telescopic lock eccentric cam is relatively displaced by a predetermined angle with respect to the support shaft. 3. The steering wheel position adjusting device according to claim 2, wherein the steering wheel position adjusting device is supported.   A circular mounting hole provided at the base of the telescopic lock eccentric cam and a support shaft are rotatably engaged, and the first spring regulates the amount of rotation of the telescopic lock eccentric cam with respect to the support shaft. The position adjusting device for a steering wheel according to claim 2.   By interposing an elastic material functioning as a first spring between the inner peripheral surface of the mounting hole provided in the base of the eccentric cam for the telescopic lock and the outer peripheral surface of the support shaft, the telescopic lock for the support shaft is provided. The steering wheel position adjusting device according to claim 2, wherein the eccentric cam is supported in a state in which a rotation amount is regulated.   One of the eccentric cams is a telescopic lock eccentric cam, and the telescopic lock eccentric cam is supported at an intermediate portion of the support shaft so as to be rotatable with respect to the support shaft. In order to allow the inner diameter of the outer column to be expanded and contracted, the telescopic lock concave / convex portion is fixed to the outer peripheral surface of the inner column or the inner column while entering the slit-like discontinuous portion provided in a part of the outer column. A base portion of a pair of tilt lock eccentric cams, which are opposed to the surface of the member, is fitted and fixed to both ends of the support shaft. A driven-side locking arm portion is formed on a part of one of the tilt-lock eccentric cams so as to protrude radially outward of the tilt-lock eccentric cam, and this driven-side locking arm portion By passing a second spring between the tip and a part of the adjusting lever, the second spring is interposed between the adjusting lever and the support shaft via the one tilt lock eccentric cam. 2. The steering according to claim 1, wherein an intermediate portion of the first spring spanned between the two tilt lock eccentric cams is engaged with a part of the telescopic lock eccentric cam. Wheel position adjustment device.   A cylindrical outer column capable of expanding and contracting at least a part of the inner diameter in the axial direction, a cylindrical inner column fitted and supported on the inner diameter side of the outer column so as to be axially displaceable, and the inner column A steering wheel is fixed to a rear end protruding rearward from the rear end opening of the inner column. The steering shaft and the outer column can expand and contract the inner diameter. A pair of support plate portions provided on a support bracket supported by the vehicle body in a state where the portion is sandwiched from both sides in the width direction, through holes formed at positions where the both support plate portions are aligned with each other, and the outer column A part of the second through hole formed in a portion that does not interfere with the inner column is inserted, and arranged in the width direction to expand and contract the space between the opposing surfaces of the both support plate portions as it rotates. In a steering wheel position adjusting device comprising: a saddle-shaped member and an adjusting lever having a base end coupled and fixed to the saddle-shaped member for rotating the saddle-shaped member; A telescopic lock eccentric cam having a support shaft supported by a part of the outer column and a base portion supported by an intermediate portion of the support shaft. The portion facing the outer peripheral surface of the inner column or the surface of the member fixed to the inner column is a telescopic lock convex arc edge whose distance from the center of the support shaft increases toward the rear. An uneven portion for telescopic locking is formed on the convex arc edge for locking, and a spring is provided between the adjustment lever and the support shaft, and this adjustment lever is connected to the steering lever by the spring. The telescopic locking concave and convex portions provided on the telescopic locking eccentric cam are provided on the support shaft in accordance with the rocking displacement from the adjusting state to the fixing state of the gear wheel. A steering wheel position adjusting device characterized in that an elastic force in a pressing direction can be applied to a portion facing a surface of a member fixed to an inner column.

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