JP2011093337A - Steering device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To notify a driver that a rotational load of not less than a predetermined value is applied to the steering main shaft due to abnormal noise, vibration or the like caused by backlash. <P>SOLUTION: A steering column of this steering device for vehicle includes the steering main shaft 20 connected to steered wheels 75R, 75L and a column tube 30 rotatably supporting the steering main shaft 20 and is assembled to part of a vehicle body through support mechanisms 40, 50. The traveling amount of a steering mechanism leading to the steering main shaft 20 from the steered wheels 75R, 75L is defined by steering stoppers 76R, 76L. The steering device is structured so that the rotational driving force of an electric motor 61 assembled to the column tube 30 is transmitted to the steering main shaft 20. There is also provided a backlash generation portion having a connection member (leaf spring 53) generating a predetermined backlash while being damaged when the rotational load of at least a predetermined level is applied to the steering main shaft 20. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle steering apparatus, and in particular, a steering column including a steering main shaft coupled to a steered wheel and a column tube that rotatably supports the steering main shaft includes a front support mechanism and a rear support mechanism. The present invention relates to a vehicle steering device that is assembled to a part of a vehicle body via a vehicle.

  This type of vehicle steering apparatus is described in, for example, Patent Document 1 below, and is configured such that both the steering main shaft and the column tube can be expanded and contracted in the column axis direction, and the steering column is supported by the rear support mechanism. It is connected and supported so that it can be detached toward the front of the vehicle. For this reason, in the event of a secondary collision at the time of a vehicle collision (collision on the driver's steering wheel), when a column axial load exceeding a predetermined value is applied to the steering column, the steering column connection support is not provided by the rear support mechanism. It is unlocked and the steering column comes off. Note that, in a vehicle steering device, generally, a moving amount of a steering mechanism from a steered wheel to a steering main shaft is defined by a steering stopper.

Japanese Patent Laid-Open No. 11-278285

  By the way, in the vehicle steering device described in the above-mentioned Patent Document 1, although a countermeasure against a secondary collision at the time of a vehicle collision is taken, the rotational load applied to the steering main shaft is a predetermined value or more. There are no countermeasures in some cases (when functional parts such as the steering main shaft have an adverse effect that requires maintenance or inspection).

  The present invention has been made in view of the above-described situation, and a steering column including a steering main shaft coupled to a steered wheel and a column tube that rotatably supports the steering main shaft includes a front support mechanism. In the vehicle steering apparatus, the amount of movement of the steering mechanism that is assembled to a part of the vehicle body via a rear support mechanism and that extends from the steered wheels to the steering main shaft is defined by a steering stopper. The support mechanism is characterized by setting a backlash generating portion having a connecting member that is damaged when a rotational load of a predetermined value or more is applied to the steering main shaft and generates a predetermined amount of backlash (gap). .

  In this case, the play generating portion includes a vehicle body side bracket assembled to a part of the vehicle body, a column side bracket assembled to the column tube, and the connecting member that connects these brackets. It can also be provided. The connecting member is a pair of left and right leaf springs which are formed in a U-shape and can sandwich the vehicle body side bracket and the column side bracket in a superposed state, and these leaf springs are the left and right center portions of the brackets. It is also possible to assemble through a mounting hole provided in the left-right direction and to be separated from each other. Further, the connecting member is a pair of left and right shaft members (for example, rivets or resin pins that can be broken by a predetermined force) that can sandwich the vehicle body side bracket and the column side bracket in a superposed state. It is also possible that the members are assembled through mounting holes provided in the brackets.

  In implementing the present invention, an electric motor may be assembled to the column tube, and the rotational driving force of the electric motor may be transmitted to the steering main shaft. In this case, the steering main shaft is connected to be able to transmit torque, and includes a front shaft and a rear shaft that can extend and contract in the column axis direction, and the column tube can extend and contract in the column axis direction. It is configured to include a front column that is connected to be able to rotate the front shaft and that is integrally supported in the column axial direction, and a rear column that is capable of rotating the rear shaft and that is integrally supported in the column axial direction. The steering column is configured to be able to extend and contract in the column axis direction, and the front support mechanism supports the front column so that it can tilt in the vertical direction with respect to a part of the vehicle body and cannot be detached toward the front of the vehicle. The rear support mechanism adjusts the position of the rear column in the vertical direction and the column axial direction with respect to a part of the vehicle body. It is also possible to detachably support the vehicle forward with a predetermined detachment load, and the electric motor can be assembled to the front column so that power can be transmitted to the front shaft. It is.

  In the vehicle steering device according to the present invention, when a rotational load of a predetermined value or more is applied to the steering main shaft (for example, when the steered wheel collides with a curb or the like in a state where the steering wheel is released, the steered wheel In this case, the steering mechanism from the steering wheel to the steering main shaft operates at a high speed and is stopped by the steering stopper. In this case, the inertia (rotation) of the electric motor or the like is input to the steering main shaft as an impact ( Added as a rotational load greater than or equal to a predetermined value), the connecting member of the play generating portion is damaged, and a predetermined amount of play is generated in the front support mechanism.

  For this reason, during subsequent steering or traveling on a rough road, abnormal noise, vibration, or the like due to the predetermined amount of play is generated. Therefore, it is possible to accurately inform the driver (that is, to warn) that a rotational load of a predetermined value or more has been applied to the steering main shaft due to abnormal noise or vibration caused by the predetermined amount of play described above. Therefore, it is possible to encourage the driver to perform maintenance and inspection at the dealer.

1 is an overall configuration diagram showing a first embodiment of a vehicle steering device according to the present invention. FIG. 2 is an enlarged plan view of a front support mechanism portion in the vehicle steering device shown in FIG. 1. FIG. 3 is an enlarged cross-sectional view taken along line 3-3 of the front support mechanism in the vehicle steering device shown in FIGS. 1 and 2. FIG. 4 is an enlarged sectional view taken along line 4-4 of the front support mechanism in the vehicle steering device shown in FIG. It is the whole block diagram which showed 2nd Embodiment of the steering device for vehicles by this invention. It is a principal part top view of the steering apparatus for vehicles shown in FIG. FIG. 7 is an enlarged sectional view taken along line 7-7 of the front support mechanism in the vehicle steering device shown in FIGS. 5 and 6. FIG. 8 is an enlarged end view taken along line 8-8 of the front support mechanism in the vehicle steering device shown in FIG. 6. It is sectional drawing equivalent to FIG. 7 which showed the deformation | transformation embodiment of 2nd Embodiment.

  Embodiments of the present invention will be described below with reference to the drawings. 1 to 4 show a first embodiment of a vehicle steering apparatus according to the present invention, which is a column assist type electric power steering apparatus. Further, as shown in FIG. 1, the vehicle steering apparatus includes a steering wheel 10 that is rotated by a driver, a steering main shaft 20 that integrally supports the steering wheel 10, and the steering main shaft 20. A column tube 30 that houses the column tube 30, a rear support mechanism 40 and a front support mechanism 50 for supporting the column tube 30 with respect to a part of the vehicle body (not shown), and a turning operation of the steering wheel 10. And an EPS (electric power steering) actuator 60 for applying a predetermined auxiliary force.

  The steering wheel 10 is connected to the driver side end portion of the upper shaft 21 in the steering main shaft 20 so as to transmit torque. The steering main shaft 20 includes an upper shaft 21 and a lower shaft (not shown), and is connected to the lower shaft (not shown) via a torsion bar (not shown) so as to be able to transmit torque and not move in the column axis direction. The output shaft 22 is provided. The upper shaft 21 is the rear shaft of the present invention, and the lower shaft, the torsion bar, and the output shaft 22 are the front shaft of the present invention.

  The upper shaft 21 is inserted such that a lower end portion is slidable (extendable / contractable) in the column axis direction and capable of transmitting torque with respect to an upper end portion of a lower shaft (not shown). The output shaft 22 is connected to the tie rods 74R and 74L via an intermediate shaft 71, a pinion shaft 72, and a rack bar 73, and can steer the steered wheels 75R and 75L. Each steered wheel 75R, 75L is provided with a steering knuckle (not shown) connected to each tie rod 74R, 74L.

  The amount of movement (steering amount) of the steering mechanism from the steered wheels 75R and 75L to the steering main shaft 20 (specifically, the output shaft 22) is defined by the steering stoppers 76R and 76L. Each of the steering stoppers 76R and 76L is provided in a rack housing (not shown) that supports the rack bar 73 so as to be movable in the rack axis direction, and regulates the movement amount of the rack bar 73 in the rack axis direction to a predetermined amount.

  The column tube 30 is for rotatably supporting the steering main shaft 20, and includes an upper tube 31, a lower tube 32 disposed in front of the vehicle from the upper tube 31, and a vehicle front from the lower tube 32. Is provided with a lower bracket 33 (which is also a housing of the EPS actuator 60). The upper tube 31 is the rear column of the present invention, and the lower tube 32 and the lower bracket 33 are the front column of the present invention.

  The upper tube 31 is assembled to the lower tube 32 so as to be slidable (extendable) in the column axis direction. The upper tube 31 is supported via a rear support mechanism 40 so that the position of the upper tube 31 can be adjusted in the vertical direction and the column axis direction with respect to a part of the vehicle body and can be detached with a predetermined separation load toward the front of the vehicle. Further, the upper tube 31 is rotatably supported integrally in the column axial direction via a bearing (not shown) provided on the inner periphery of the upper end (vehicle rear end). .

  The lower tube 32 is integrally connected to the lower bracket 33. The lower bracket 33 is supported via the front support mechanism 50 so that it can tilt in the vertical direction with respect to a part of the vehicle body and cannot be detached toward the front of the vehicle. Further, the lower bracket 33 supports the output shaft 22 in a rotatable manner and integrally in the column axial direction via a bearing (not shown) assembled therein.

  The rear support mechanism 40 includes a breakaway bracket 41, a column side bracket 42, a lock operation lever 43, and a tilt up balance spring 44. The breakaway bracket 41 is assembled to a part of the vehicle body, and when a column axial load of a predetermined value or more acts toward the front of the vehicle at the time of a secondary collision in a vehicle collision, It is configured to move away from the front.

  The column side bracket 42 is integrally fixed to the upper tube 31, and is configured to be locked / unlocked with respect to the breakaway bracket 41 by a lock operation lever 43. The lock operation lever 43 can lock and unlock the column side bracket 42 with respect to the breakaway bracket 41, and the lock operation lever 43 is in the unlock position (the position where the lead-out line of reference numeral 43 in FIG. 1 is a virtual line). ), The column side bracket 42 can be moved with respect to the breakaway bracket 41, the steering wheel 10 can be tilted and telescopically adjusted, and the lock operating lever 43 is moved to the locked position (reference numeral 43 in FIG. 1). If the lead wire is at a position where the lead line is a solid line), the column side bracket 42 cannot move with respect to the breakaway bracket 41, and the steering wheel 10 cannot be tilted and telescopically adjusted.

  As shown in FIGS. 1 to 4, the front support mechanism 50 includes a vehicle body side bracket 51, a column side bracket 52, and a pair of left and right leaf springs 53, a connection bracket 54, bolts 55, nuts 56, washers 57, A sleeve 58 and a pair of left and right bushes 59 are provided. The vehicle body side bracket 51 is integrally fixed to a part of the vehicle body. The column side bracket 52 is assembled to the vehicle body side bracket 51 using a pair of left and right leaf springs 53.

  Each leaf spring 53 is a connecting member that is formed in a U shape and can elastically hold the vehicle body side bracket 51 and the column side bracket 52 in a superposed state without any play. Are mounted through rectangular mounting holes 51a and 52a, and are separated from each other in the left-right direction (as shown in FIG. 3, they are arranged apart from each other by a required amount with their backs close to each other). Further, the leaf springs 53 are prevented from falling off from the brackets 51 and 52 by the tongue pieces 51b interposed therebetween.

  By the way, in the first embodiment, each leaf spring 53 is a connecting member of a backlash generating portion formed between the vehicle body side bracket 51 and the column side bracket 52, and a rotational load of a predetermined value or more is applied to the steering main shaft 20. Is added (specifically, slightly plastically deformed), and a predetermined amount of play is generated between the vehicle body side bracket 51 and the column side bracket 52.

  The tongue 51b is an uncut portion when the mounting hole 51a of the vehicle body side bracket 51 is formed. When the leaf springs 53 are assembled to the mounting holes 51a and 52a of the brackets 51 and 52, they are obstructive. The leaf springs 53 are folded so as not to be retracted from the mounting holes 51a and 52a. After the leaf springs 53 are assembled to the brackets 51 and 52, the leaf springs 53 are folded to restrict the lateral movement of the leaf springs 53. Between the plate springs 53 and in the mounting holes 51a and 52a.

  The connection bracket 54 is integrally connected to the front end portion of the lower bracket 33 using a pair of left and right bolts. The bolt 55 is a hexagon socket head cap screw, and is assembled to the column side bracket 52 and the connecting bracket 54 together with the nut 56 and the washer 57, and penetrates the sleeve 58 and the pair of left and right bushes 59, and the column side bracket. The mounting hole 52b of 52 and the mounting hole 54a of the connection bracket 54 are penetrated. The sleeve 58 is coaxially assembled to the outer periphery of the shaft portion of the bolt 55 and regulates the length of the column side bracket 52 in the bolt axial direction to a set value. Each bush 59 is made of resin, is rotatably assembled to the outer periphery of the sleeve 58, and is fitted into the mounting hole 54a of the connection bracket 54.

  The EPS actuator 60 includes an electric motor 61 assembled to the lower bracket 33 and a speed reducer (not shown) assembled to the lower bracket 33. The speed reducer includes a worm shaft (not shown) connected to the output rotation shaft of the electric motor 61 so as to be integrally rotatable, and a worm wheel (not shown) connected to the output shaft 22 so as to be integrally rotatable and meshed with the worm of the worm shaft. The rotational driving force of the electric motor 61 can be transmitted to the output shaft 22 of the steering main shaft 20. The electric motor 61 is configured to be controlled by an electric control device (not shown) based on signals from a steering torque sensor and a vehicle speed sensor, and assists steering during steering.

  In the first embodiment configured as described above, when a rotational load of a predetermined value or more is not applied to the steering main shaft 20, the leaf springs 53 are arranged in the plate thickness direction (vertical direction) of both the brackets 51 and 52. Even if it is elastically deformed, it is not plastically deformed. For this reason, the backlash in the vertical direction does not occur in the backlash generating portion of the front support mechanism 50, and the lower bracket 33 of the column tube 30 is accurately supported by the front support mechanism 50. Therefore, no abnormal noise or vibration is generated in the play generating portion of the front support mechanism 50.

  By the way, for example, when the steered wheel 75R or 75L collides with a curb or the like with the hand released from the steering wheel 10, the steered mechanism from the steered wheel 75R, 75L to the steering main shaft 20 operates at a high speed. As in the case where the operation is stopped by the steering stopper 76R or 76L, the inertia (rotation of the output rotating shaft) of the electric motor 61 is input to the output shaft 22 of the steering main shaft 20 via the reduction gear (above a predetermined value). ), An excessive rotational force (force in the rotational direction of the steering main shaft 20) acts on the connecting bracket 54 assembled to the lower bracket 33. Therefore, at this time, at least one of the leaf springs 53 is slightly plastically deformed, and a predetermined amount of play in the vertical direction is generated between the brackets 51 and 52.

  For this reason, during subsequent steering or traveling on a rough road, abnormal noise, vibration, or the like due to the predetermined amount of play is generated. Accordingly, it is possible to accurately notify the driver that the rotational load of a predetermined value or more has been applied to the steering main shaft 20 due to abnormal noise or vibration caused by the predetermined amount of play (that is, to give a warning). Yes, it is possible to encourage the driver to perform maintenance and inspection at the dealer.

  Further, when carrying out the first embodiment described above, the fatigue fracture strength of each leaf spring 53 is set as appropriate so that a moderate rotational load (a rotational load that is not as great as a rotational load greater than a predetermined value) is applied to the steering main shaft 20. ) Is repeatedly applied a predetermined number of times, each leaf spring 53 may be damaged (including the case where the spring function of the leaf spring 53 is impaired regardless of the occurrence of a crack or the like). In this case, it is possible to notify the driver that a moderate rotational load has been repeatedly applied to the steering main shaft 20 a predetermined number of times by the play generated in the play generating portion. It is possible to promote the necessity of inspection.

  5 to 8 show a second embodiment of a vehicle steering apparatus according to the present invention, which is a column assist type electric power steering apparatus. Further, as shown in FIG. 5, the vehicle steering apparatus includes a steering wheel 110 that is rotated by a driver, a steering main shaft 120 that integrally supports the steering wheel 110, and the steering main shaft 120. A column tube 130 for housing the column tube 130, a rear support mechanism 140 and a front support mechanism 150 for supporting the column tube 130 with respect to a part of the vehicle body (not shown), and a turning operation of the steering wheel 110. And an EPS (electric power steering) actuator 160 for applying a predetermined auxiliary force.

  The steering wheel 110 is connected to the driver side end portion of the upper shaft 121 in the steering main shaft 120 so that torque can be transmitted. The steering main shaft 120 includes an upper shaft 121 and a lower shaft (not shown), and is coupled to the lower shaft (not shown) via a torsion bar (not shown) so as to be able to transmit torque and not move in the column axis direction. The output shaft 122 is provided. The upper shaft 121 is the rear shaft of the present invention, and the lower shaft, the torsion bar, and the output shaft 122 are the front shaft of the present invention.

  The upper shaft 121 has a lower end inserted through an upper end of a lower shaft (not shown) so as to be slidable (extendable) and transmit torque. The output shaft 122 is connected to the tie rods 174R and 174L via an intermediate shaft 171, a pinion shaft 172, and a rack bar 173, and can steer the steered wheels 175R and 175L. Each steered wheel 175R, 175L is provided with a steering knuckle (not shown) connected to each tie rod 174R, 174L.

  The amount of movement (steering amount) of the steering mechanism from the steered wheels 175R and 175L to the steering main shaft 120 (specifically, the output shaft 122) is defined by the steering stoppers 176R and 176L. Each of the steering stoppers 176R and 176L is provided in a rack housing (not shown) that supports the rack bar 173 so as to be movable in the rack axis direction, and regulates the movement amount of the rack bar 173 in the rack axis direction to a predetermined amount.

  The column tube 130 is for rotatably supporting the steering main shaft 120, and includes an upper tube 131, a lower tube 132 disposed in front of the vehicle from the upper tube 131, and a vehicle front from the lower tube 132. Is provided with a lower bracket 133 (which is also a housing of the EPS actuator 160). The upper tube 131 is the rear column of the present invention, and the lower tube 132 and the lower bracket 133 are the front column of the present invention.

  The upper tube 131 is assembled so as to be slidable (extendable) in the column axial direction with respect to the lower tube 132. The upper tube 131 is supported via a rear support mechanism 140 so that the position of the upper tube 131 can be adjusted in the vertical direction and the column axis direction with respect to a part of the vehicle body and can be detached with a predetermined separation load toward the front of the vehicle. Further, the upper tube 131 is rotatable and integrally supports the upper shaft 121 through a bearing (not shown) provided on the inner periphery of the upper end (vehicle rear end). .

  The lower tube 132 is integrally connected to the lower bracket 133. The lower bracket 133 is supported via a front support mechanism 150 so that it can tilt in the vertical direction with respect to a part of the vehicle body and cannot be detached toward the front of the vehicle. Further, the lower bracket 133 supports the output shaft 122 rotatably and integrally in the column axial direction via a bearing (not shown) assembled in the lower bracket 133.

  The rear support mechanism 140 includes a breakaway bracket 141, a column side bracket 142, a lock operation lever 143, and a tilt up balance spring 144. The breakaway bracket 141 is assembled to a part of the vehicle body, and when a column axial load of a predetermined value or more acts toward the front of the vehicle at the time of a secondary collision in a vehicle collision, It is configured to move away from the front.

  The column side bracket 142 is integrally fixed to the upper tube 131, and is configured to be lockable / unlockable with respect to the breakaway bracket 141 by a lock operation lever 143. The lock operation lever 143 can lock / unlock the column side bracket 142 with respect to the breakaway bracket 141, and the lock operation lever 143 is in the unlock position (position where the lead line of the reference numeral 143 in FIG. 5 is an imaginary line). 5, the column side bracket 142 can be moved with respect to the breakaway bracket 141, the steering wheel 110 can be tilted and telescopically adjusted, and the lock operating lever 143 is in the locked position (the lead wire of the reference numeral 143 in FIG. 5). Is a solid line), the column side bracket 142 cannot move with respect to the breakaway bracket 141, and the steering wheel 110 cannot be tilted and telescopically adjusted.

  As shown in FIGS. 5 to 8, the front support mechanism 150 includes a vehicle body side bracket 151, a column side bracket 152, and a pair of left and right connection shafts 153, a connection bracket 154, bolts 155, nuts 156, washers 157, A sleeve 158 and a pair of left and right bushes 159 are provided. The vehicle body side bracket 151 is integrally fixed to a part of the vehicle body. The column side bracket 152 is assembled to the vehicle body side bracket 151 using a pair of left and right connecting shafts 153.

  A plate 152a (see FIG. 8) that can be in contact with the rear end surface of the vehicle body side bracket 151 is fixed to the upper surface of the rear end portion of the column side bracket 152 by welding, and a column axial load acts on the steering column. When this is done, the column axial load is transmitted from the column side bracket 152 to the vehicle body side bracket 151 via the plate 152a (the column axial direction load is received by the vehicle body side bracket 151). For this reason, in the event of a secondary collision at the time of a vehicle collision, the forward movement of the column side bracket 152 is accurately regulated.

  Each connecting shaft 153 is a connecting shaft (for example, a rivet or a resin pin) that can hold the vehicle body side bracket 151 and the column side bracket 152 in a superposed state without play, and a rotational load of a predetermined value or more is applied to the steering main shaft 120. When this occurs, it is damaged (specifically, plastically deformed or broken), and a predetermined amount of play is generated between the vehicle body side bracket 151 and the column side bracket 152.

  The connecting bracket 154 is integrally connected to the front end portion of the lower bracket 133 using a pair of left and right bolts. The bolt 155 is a hexagon socket head cap bolt and is assembled to the column side bracket 152 and the connecting bracket 154 together with the nut 156 and the washer 157, and penetrates the sleeve 158 and the pair of left and right bushes 59, and the column side. The mounting hole of the bracket 152 and the mounting hole of the connection bracket 154 are penetrated. The sleeve 158 is coaxially assembled to the outer periphery of the shaft portion of the bolt 155 and regulates the length of the column side bracket 152 in the bolt axial direction to a set value. Each bush 159 is made of resin, is rotatably assembled to the outer periphery of the sleeve 158, and is fitted in the mounting hole of the connection bracket 154.

  The EPS actuator 160 includes an electric motor 161 assembled to the lower bracket 133 and a speed reducer (not shown) assembled to the lower bracket 133. The reduction gear includes a worm shaft (not shown) that is connected to the output rotation shaft of the electric motor 161 so as to be integrally rotatable, and a worm wheel (not shown) that is connected to the output shaft 122 so as to be integrally rotatable and meshes with the worm of the worm shaft. The rotational driving force of the electric motor 161 can be transmitted to the output shaft 122 of the steering main shaft 120. The electric motor 161 is configured to be controlled by an electric control device (not shown) based on signals from a steering torque sensor and a vehicle speed sensor, and assists steering during steering.

  In the second embodiment configured as described above, when a rotational load of a predetermined value or more is not applied to the steering main shaft 120, the connecting shafts 153 are arranged in the plate thickness direction (vertical direction) of the brackets 151 and 152. Even if it is elastically deformed, it is not plastically deformed or broken (damaged). For this reason, the backlash in the vertical direction does not occur in the backlash generating portion of the front support mechanism 150, and the lower bracket 133 of the column tube 130 is accurately supported by the front support mechanism 150. Therefore, no abnormal noise or vibration is generated in the play generating portion of the front support mechanism 150.

  By the way, for example, when the steered wheels 175R or 175L collide with a curb or the like with the hands released from the steering wheel 110, the steered mechanism from the steered wheels 175R and 175L to the steering main shaft 120 operates at a high speed. As in the case where the operation is stopped by the steering stopper 176R or 176L, the inertia (rotation of the output rotation shaft) of the electric motor 161 is input to the output shaft 122 of the steering main shaft 120 via the reduction gear (above a predetermined value). ), An excessive rotational force (force in the rotational direction of the steering main shaft 120) acts on the connecting bracket 154 assembled to the lower bracket 133. Therefore, at this time, at least one of the connecting shafts 153 is damaged, and a predetermined amount of play in the vertical direction is generated between the brackets 151 and 152.

  For this reason, during subsequent steering or traveling on a rough road, abnormal noise, vibration, or the like due to the predetermined amount of play is generated. Therefore, it is possible to accurately notify the driver that a rotational load of a predetermined value or more has been applied to the steering main shaft 120 (ie, to give a warning) due to abnormal noise or vibration caused by the predetermined amount of play. Yes, it is possible to encourage the driver to perform maintenance and inspection at the dealer.

  In addition, when the second embodiment described above is implemented, the fatigue fracture strength of each connecting shaft 153 is set appropriately, and a moderate rotational load (a rotational load that is not as great as a rotational load greater than a predetermined value) is applied to the steering main shaft 120. It is also possible to configure so that each connecting shaft 153 is damaged when the) is repeatedly added a predetermined number of times. In this case, it is possible to notify the driver that a moderate rotational load has been repeatedly applied to the steering main shaft 120 a predetermined number of times by the backlash generated in the backlash generation unit. It is possible to promote the necessity of inspection.

  In the second embodiment described above, a pair of left and right connecting shafts 153 is employed as a connecting member for connecting both brackets 151 and 152. However, as in the modified embodiment of the second embodiment shown in FIG. In addition, it is also possible to employ one connecting shaft 153. The number and arrangement of the connecting shafts 153 can be changed as appropriate.

  In each of the above-described embodiments, the leaf spring 53 and the connecting shaft 153 are employed as connecting members that are damaged when a rotational load of a predetermined value or more is applied to the steering main shaft and generate a predetermined amount of play. It is also possible to employ a connecting member other than the above member.

DESCRIPTION OF SYMBOLS 10 ... Steering wheel, 20 ... Steering main shaft, 21 ... Upper shaft, 22 ... Output shaft, 30 ... Column tube, 31 ... Upper tube, 32 ... Lower tube, 33 ... Lower bracket, 40 ... Back support mechanism, 41 ... Break Outer bracket, 42 ... Column side bracket, 43 ... Lock operation lever, 44 ... Tilt-up balance spring, 50 ... Front support mechanism, 51 ... Body side bracket, 52 ... Column side bracket, 53 ... Plate spring, 54 ... Connection bracket, 55 ... Bolt, 56 ... Nut, 57 ... Washer, 58 ... Sleeve, 59 ... Bush, 60 ... EPS actuator, 61 ... Electric motor, 71 ... Intermediate shaft, 72 ... Pinion shaft, 73 ... Rack bar, 74R, 74L ... Irod, 75R, 75L ... steered wheels, 76R, 76L ... steering stopper, 110 ... steering wheel, 120 ... steering main shaft, 121 ... upper shaft, 122 ... output shaft, 130 ... column tube, 131 ... upper tube, 132 ... lower Tube, 133 ... Lower bracket, 140 ... Back support mechanism, 141 ... Breakaway bracket, 142 ... Column side bracket, 143 ... Lock operation lever, 144 ... Tilt-up balance spring, 150 ... Front support mechanism, 151 ... Body side bracket, 152 ... Column side bracket, 153 ... Connection shaft, 154 ... Connection bracket, 155 ... Bolt, 156 ... Nut, 157 ... Washer, 158 ... Sleeve, 159 ... Bush, 160 ... EPS Actuator Eta, 161 ... electric motor, 171 ... intermediate shaft, 172 ... pinion shaft, 173 ... rack bar, 174R, 174L ... tie rod, 175R, 175L ... steering wheel, 176R, 176L ... steering stopper

Claims (6)

A steering column having a steering main shaft coupled to the steered wheels and a column tube that rotatably supports the steering main shaft is assembled to a part of the vehicle body via a front support mechanism and a rear support mechanism. ,
In the vehicle steering device in which the amount of movement of the steering mechanism from the steered wheel to the steering main shaft is defined by a steering stopper,
A backlash generating portion provided with a connecting member that is damaged when a rotational load of a predetermined value or more is applied to the steering main shaft and generates a predetermined amount of backlash is set in the front support mechanism. Steering device. The vehicle steering device according to claim 1,
The play generating portion includes a vehicle body side bracket assembled to a part of the vehicle body, a column side bracket assembled to the column tube, and the connecting member that connects these brackets. A vehicle steering device. The vehicle steering device according to claim 2,
The connecting member is a pair of left and right leaf springs which are formed in a U-shape and can sandwich the vehicle body side bracket and the column side bracket in a superposed state, and these leaf springs are the left and right center portions of the brackets. A vehicle steering apparatus, wherein the vehicle steering apparatus is assembled through a mounting hole provided in the left and right sides and spaced apart in the left-right direction. The vehicle steering device according to claim 2,
The connecting member is a pair of left and right shaft members that can sandwich the vehicle body side bracket and the column side bracket in a superposed state, and these shaft members are assembled through mounting holes provided in both brackets. A vehicle steering device. The vehicle steering device according to any one of claims 1 to 4,
An electric motor is assembled to the column tube, and the vehicle driving apparatus is configured such that the rotational driving force of the electric motor can be transmitted to the steering main shaft. The vehicle steering device according to claim 5,
The steering main shaft is connected to be able to transmit torque, and includes a front shaft and a rear shaft that can extend and contract in the column axis direction, and the column tube is connected to extend and retract in the column axis direction. The steering column is configured to include a front column that can rotate the front shaft and integrally support it in the column axial direction, and a rear column that can rotate and support the rear shaft integrally in the column axial direction. It can be expanded and contracted in the column axis direction.
The front support mechanism is configured to support the front column so that it can tilt in the vertical direction with respect to a part of the vehicle body and cannot be detached toward the front of the vehicle,
The rear support mechanism is configured to support the rear column so that the position of the rear column can be adjusted in the vertical direction and the column axis direction with respect to a part of the vehicle body and can be detached with a predetermined separation load toward the front of the vehicle.
A steering apparatus for a vehicle, wherein the electric motor is assembled to the front column so that power can be transmitted to the front shaft.

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