JP2014104862A - Position adjustment device for steering wheel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize, at low costs, a structure capable of reducing an operation torque for an adjustment lever in holding a steering wheel at a position after adjustment.SOLUTION: Continuous surfaces 24a and 24a connecting together to-be-driven side concave and convex surfaces 21a and 22a of a to-be-driven side cam surface 23a are composed of inner continuous surfaces 31 and 31 and outer continuous surfaces 32 and 32 outer in the radial direction relative to the inner continuous surfaces 31 and 31. The heights of the outer continuous surfaces 32 and 32 relative to the to-be-driven side concave surfaces 21a and 21a at positions matching the inner continuous surfaces 31 and 31 in the circumferential direction, respectively, are smaller than the heights of the inner continuous surfaces 31 and 31. The outer continuous surfaces 32 and 32 are connected smoothly to the to-be-driven side convex surfaces 22a and 22a, respectively, and the connection positions X are deviated, in one circumferential direction, from positions Y where the inner continuous surfaces 31 and 31 are connected to the to-be-driven side convex surfaces 22a and 22a, respectively.

Description

  The present invention relates to an improvement in a position adjustment device for a steering wheel that can adjust a height position, a front-rear position, and the like of a steering wheel for steering an automobile. Specifically, by devising the structure of the cam device for holding and releasing the position of the steering wheel, a steering wheel position adjusting device with good operational feeling is realized. It should be noted that the steering wheel position adjusting device that is the subject of the present invention includes a structure that allows only the height position of the steering wheel to be adjusted (tilt type steering device), and a structure that allows only the front and rear position to be adjusted (telescopic steering). Device) and a structure (tilt and telescopic steering device) that can adjust the front and rear positions in addition to the height position.

  As a device for adjusting the height position of the steering wheel in accordance with the driver's physique and driving posture, a steering wheel height position adjusting device called a tilt type steering device is described in, for example, Patent Documents 1 to 3 and the like. It is known from the past. 5 to 8 show the structure of the tilt type steering apparatus of the prior invention disclosed in Japanese Patent Application No. 2011-257340, which has not been disclosed. Rear end portion (right end portion in FIG. 5) In the present specification and claims, “rear” means “rear” with respect to the traveling direction of the automobile, and conversely, “front” refers to the traveling direction of the automobile. A steering shaft 1 that is rotated by an operation of a steering wheel (not shown) fixed to the front is inserted into the steering column 2 so as to be rotatable, and a front end portion of the steering column 2 (see FIG. 5). The left end portion is swingably supported by a tilt shaft 4 supported by a front vehicle body side bracket 3 fixed to a vehicle body (not shown). On the other hand, the intermediate portion of the steering column 2 supports the rear body side bracket 5 fixed to the vehicle body so that the height position can be adjusted.

  The rear vehicle body side bracket 5 is formed by bending a metal plate having sufficient rigidity. The mounting plate portion 6 provided at the upper portion and the mounting plate portion 6 hanging downward are parallel to each other. A pair of support plate portions 7 and 7 are provided. Further, at the positions where both the support plate portions 7 and 7 are aligned with each other, the elongated tilt holes 8 and 8 that are arc-shaped around the tilt shaft 4 and that are long in the vertical direction (in the vehicle body side through hole in the claims) Equivalent). Further, a displacement having a substantially U-shaped cross section is formed by bending a metal plate having sufficient rigidity at a portion sandwiched between the support plate portions 7 and 7 at an intermediate portion of the steering column 2. A bracket 9 (corresponding to a column side bracket in claims) is fixed by welding or the like. The displacement bracket 9 includes a pair of sandwiched portions 10 and 10 that overlap with the support plate portions 7 and 7 and are parallel to each other. 8 and 8, concentric through holes 11 and 11 (corresponding to the column side through holes in the claims) are formed, respectively. A flange-shaped member 12 is inserted through each of the through holes 11 and 11 and the long slots for tilt 8 and 8.

  Further, the pressing member 13 is arranged at one axial end portion (right end portion in FIG. 6), the adjusting lever 14 is arranged at the other axial end portion (left end portion in FIG. 6), and the axial intermediate portion. A cam device 15 is provided near the other end, and a tilt lock mechanism is configured to expand and contract the distance between the inner side surfaces of the support plate portions 7 and 7 based on the swing of the adjusting lever 14. In the illustrated example, the pressing member 13 is constituted by a nut engaged with one end portion of the flange-shaped member 12.

  The cam device 15 is formed by combining a driving cam 16 and a driven cam 17. Of these, the drive cam 16 has a center hole through which the flange-shaped member 12 is inserted, and has a ring shape as a whole. Further, on the inner side surface in the width direction in the assembled state (the right side surface in FIG. 6), a plurality of driving side concave surfaces 18, 18 and the inner side in the width direction (the right side in FIG. 6) than the respective driving side concave surfaces 18, 18 , A drive side cam surface 20 is provided in which a plurality of drive side convex surfaces 19, 19 provided in a protruding state on the front side in FIG. 8 are alternately arranged in the circumferential direction. Such a driving cam 16 is coupled and fixed to the base end portion of the adjusting lever 14 so as to reciprocate around the flange-shaped member 12 as the adjusting lever 14 reciprocally swings. The drive cam 16 can be provided in either a state capable of rotating relative to the hook-shaped member 12 or a state capable of rotating in synchronization with the hook-shaped member 12.

  Similarly to the drive cam 16, the driven cam 17 has a center hole through which the flange-like member 12 is inserted, and has a ring shape as a whole. Further, on the outer side surface in the width direction in the assembled state (the left side surface in FIG. 6), a plurality of driven side concave surfaces 21 and 21 and outward in the width direction from these driven side concave surfaces 21 and 21 (FIG. 6). A driven-side cam surface 23 is provided in which a plurality of driven-side convex surfaces 22, 22 provided in a protruding state on the left side are alternately arranged in the circumferential direction. One end in the circumferential direction of each driven-side concave surface 21, 21 (in the direction in which the driving cam 16 rotates based on the operation of the adjusting lever 14 for holding the steering wheel at the adjusted height position). Then, the counterclockwise end of FIG. 7 and the other circumferential end of each of the driven-side convex surfaces 22 and 22 (clockwise end of FIG. 7) are circled by the driven-side continuous surfaces 24 and 24. Continuous in the circumferential direction. Further, an engaging convex portion 25 is formed on the inner surface in the width direction of the driven cam 17.

  Such a driven cam 17 is externally fitted to the hook-shaped member 12 so as to be capable of relative rotation with respect to the hook-shaped member 12 and relative displacement in the axial direction of the hook-shaped member 12, and the engagement convex portion. 25 is engaged with the long slot 8 for tilting of the other support plate 7 (to the left in FIG. 6) so that only displacement along the long slot 8 for tilting is possible. Therefore, the driven cam 17 can move up and down along the long slot 8 for tilting, but does not rotate around its own axis.

  When the height position of the steering wheel is made adjustable, the adjustment lever 14 is swung in a predetermined direction (generally downward). Then, as shown in FIG. 6, the driving side cam surface 20 and the driven side cam surface 23 are respectively connected to the driving side, driven side convex surfaces 19, 22 and the driving side, driven side concave surface 18, 21 is made to face each other, the axial dimension of the cam device 15 is reduced, and the distance between the driven cam 17 and the pressing member 13 is increased. As a result, the surface pressure of the contact portion between the inner side surfaces of the support plate portions 7 and 7 and the outer side surfaces of the sandwiched plate portions 10 and 10 is reduced or lost. In this state, the vertical position of the steering wheel can be adjusted within a range in which the flange-shaped member 12 can move within the long slots 8 and 8 for both tilts.

  When holding the steering wheel at the adjusted height position, the steering wheel is moved to a desired height position, and then the adjustment lever 14 is swung in the reverse direction (generally upward). Then, by setting the driving cam surface 20 and the driven cam surface 23 to a state in which the driving-side and driven-side convex surfaces 19 and 22 are in contact with each other (abut), the cam device The dimension of 15 axial direction is expanded and the space | interval of the inner surface of both the said support plate parts 7 and 7 is shortened. In this state, the surface pressure of the abutting portion between the inner side surfaces of the support plate portions 7 and 7 and the outer side surfaces of the sandwiched plate portions 10 and 10 is increased, and the height position after the steering wheel is adjusted is adjusted. Can be retained.

  By the way, as described above, the operation for making the height position of the steering wheel adjustable or the operation for holding the steering wheel at the height position after adjustment is performed by manually operating the adjustment lever 14. And do it. Of these operations, the operation torque applied to the adjustment lever 14 to hold the steering wheel at the adjusted height position is the same as that applied to the adjustment lever 14 to make the height position adjustable. It tends to be larger than the torque. Further, the operation torque applied to the adjustment lever to hold the steering wheel at the adjusted height position is determined by the drive-side convex surfaces 19 and 19 of the drive-side cam surface 20 and the drive-side cam surface 23. As the driven-side convex surfaces 22 and 22 come into contact with each other (i.e., come into contact with each other) (as the second half of the operation of the adjusting lever 14), they tend to increase. Therefore, it is required to improve the operability by reducing such an operation torque.

  In order to meet such a demand, in the case of the structure of the above-described prior invention, the structures of the driven cam surface 23 of the driven cam 17 and the driving cam surface 20 of the drive shaft cam 16 constituting the cam device 15 are as follows. Devised. Specifically, the driven-side continuous surfaces 24, 24 of the driven-side cam surface 23 are inclined surfaces 26a, 26a provided on the driven-side convex surfaces 22, 22 portions (one side in the circumferential direction), These inclined surfaces 26a and 26a are constituted by inclined surfaces 26b and 26b provided on the other circumferential direction. The inclination angle of each of the inclined surfaces 26a, 26a with respect to a virtual plane existing in a direction perpendicular to the central axis of the driven cam 17 is smaller than the inclination angle of each of the inclined surfaces 26b, 26b with respect to this virtual plane. . In this way, the operating torque applied to the adjusting lever 14 in the latter half of the operation of the adjusting lever 14 is reduced.

  Further, a part of the driven side cam surface 23, a flat surface 27, 27 existing on the same plane as each of the driven side concave surfaces 21, 21 with the radially outer portion from the inclined surfaces 26b, 26b. It is said. For this reason, the dimension regarding the radial direction of each said inclined surface 26b, 26b is smaller than the dimension regarding the radial direction of each said inclined surface 26a, 26a. Further, one end in the circumferential direction of each of the flat surfaces 27 and 27 is continuous with the other end in the circumferential direction of each of the inclined surfaces 26a and 26a via the step portions 28 and 28. In this way, the radially outward portion of the continuous portion of each drive-side convex surface 19, 19 of the drive-side cam surface 20 and the drive-side continuous surface 29, 29 described later is the flat surface 27, 27 portion. In addition, the driven cam 17 is reduced in weight while preventing it from coming into contact with the driven cam 17.

  Further, one end in the circumferential direction of each drive-side convex surface 19, 19 of the drive-side cam surface 20 (based on the operation of the adjusting lever 14 for holding the steering wheel at the adjusted height position, the drive cam 16 8 and the other circumferential end of each drive-side concave surface 18, 18 (the adjusting lever 14 for holding the steering wheel at the adjusted height position). On the basis of the above operation, the drive-side continuous surfaces 29, 29 that are continuous in the direction in which the drive cam 16 rotates and counterclockwise in FIG. The amount of protrusion inward in the width direction (right side in FIG. 6, front direction in FIG. 8) in the assembled state of the flat surfaces 27, 27 of the surface 23 in the radial direction is the portion closer to the inside in the radial direction (Inclined surfaces 26b, 26 of the driven cam surface 23) It is smaller than the projecting amount in the width direction inward portion) that matches the radial direction. For this reason, the radially outer portions of the drive side continuous surfaces 29, 29 are in contact with the inclined surfaces 26a, 26a while facing the inclined surfaces 26a, 26a of the driven cam surface 23. do not do.

According to such a steering wheel position adjusting device of the prior invention, the operating torque applied to the adjusting lever 14 in order to hold the steering wheel at the adjusted height position can be reduced. That is, when the drive cam 16 is rotated based on the operation of the adjustment lever 14 for holding the steering wheel at the adjusted height position, the drive-side convex surfaces 19 and 19 of the drive-side cam surface 20 are rotated. Each driven-side continuous surface of the driven-side cam surface 23 from a state where the driven-side cam surface 23 faces the driven-side concave surfaces 21, 21 (a state in which the height position of the steering wheel can be adjusted). 24 and 24 are displaced to a state where they contact (abut) each driven-side convex surface 22 (a state where the steering wheel can be held at the height position after adjustment). In the case of the structure of the above-described prior invention, at the time of this displacement, only the drive side cam surface 20, the inclined surfaces 26b and 26b, and the radially inner portions of the inclined surfaces 26a and 26a are in sliding contact. For this reason, the distance (rotation radius) of the contact portion (friction portion) between the drive cam surface 20 and the driven cam surface 23 from the rotation center of the drive cam 16 is reduced to reduce friction resistance and friction. The moment represented by the product of the turning radius of the part can be kept small. As a result, the operation torque applied to the adjustment lever 14 during the operation can be reduced.
However, in the case of the structure of the above-described prior invention, not only the structure of the driven side cam surface 23 (the structure of the driven side continuous surfaces 24, 24) but also the structure of the driving side cam surface 20 (the driving side). The structure of the continuous surfaces 29, 29 must also be regulated as described above. For this reason, manufacturing cost may increase.

JP 2009-227181 A JP 2010-254159 A JP 2011-121443 A

  In view of the circumstances as described above, the present invention was invented to realize a steering wheel position adjusting device that can reduce the operation torque applied to the adjusting lever to hold the steering wheel in the adjusted position at low cost. is there.

A steering wheel position adjusting device according to the present invention includes a steering shaft, a steering column, a column side bracket, a vehicle body side bracket, a pair of vehicle body side through holes, a pair of column side through holes, and a bowl-shaped member. A pressing member, a driven cam, a driving cam, and an adjustment lever.
Among these, a steering shaft fixes a steering wheel to a rear-end part.
The steering column is provided around the steering shaft and rotatably supports the steering shaft.
The column side bracket is fixed to an intermediate portion in the axial direction of the steering column.
Further, the vehicle body side bracket has a mounting plate portion provided at an upper portion and a pair of support plate portions hanging downward from the mounting plate portion, and the column side brackets are arranged on both sides in the width direction by the both support plate portions. The mounting plate portion supports the vehicle body in a state of being sandwiched from the vehicle body.
Further, the both vehicle body side through holes are provided in portions where the both support plate portions are aligned with each other. When the steering wheel position adjusting device has a tilt function for adjusting the height position of the steering wheel, the vehicle body side through holes are elongated holes that are long in the vertical direction.
Further, both the column side through holes are formed in a state of penetrating in the width direction in a part of the column side bracket that is aligned with the both vehicle body side through holes. When the steering wheel position adjusting device has a telescopic function for adjusting the front-rear position of the steering wheel, the column side through holes are elongated holes in the front-rear direction.
The flange-like member is inserted through the vehicle body side through holes and the column side through holes in the width direction.
Further, the pressing member is provided at a portion protruding from the outer surface of one of the support plate portions at one end portion of the bowl-shaped member.
Further, the driven cam has a shaft with respect to the hook-like member at a portion protruding from the widthwise outer surface of the other support plate portion of the two support plate portions at a portion near the other end of the intermediate portion of the hook-like member. It is externally fitted to allow relative displacement in the direction, and has a driven cam surface on the outer side surface in the width direction.
The drive cam is externally fitted to the other end portion of the flange-like member in a state of preventing displacement in the direction away from the other support plate, and is formed on the inner surface in the width direction. And the driven cam surface are engaged with each other. The drive cam can be externally fitted with respect to the hook-shaped member so that it can rotate relative to the hook-shaped member or can rotate in synchronization with the hook-shaped member.
The adjustment lever has a base end coupled to the drive cam.
Further, when any one of the driven cam surface and the driving cam surface is a first cam surface and the other is a second cam surface, a plurality of the first cam surfaces are provided. The first concave surface and the first concave surface are provided in a portion between the first concave surfaces in the circumferential direction, and are provided in a state protruding from the first concave surfaces toward the second cam surface side. It has a convex surface, each 1st concave surface, and the 1st continuous surface which continues each said 1st convex surface in the circumferential direction.
On the other hand, the second cam surface is provided at a portion between the plurality of second concave surfaces and the circumferential direction of the second concave surfaces, and the first cam surface is more than the second concave surfaces. And a second convex surface provided so as to protrude to the side.

In particular, in the steering wheel position adjusting apparatus of the present invention, each of the first continuous surfaces includes an inner continuous surface provided on the radially inner side and an outer continuous surface provided on the radially outer side. .
Each of the inner continuous surfaces is an inclined surface that continues one circumferential edge of each first concave surface and the other circumferential edge of each first convex surface, and the position of the steering wheel Is shifted from the adjustable state to a state in which this position can be maintained, it is in sliding contact with the other cam surface.
Further, each outer continuous surface has a portion close to each first convex surface smoothly continuous with the other circumferential edge of each first convex surface, and in a circumferential direction with each inner continuous surface. The amount of protrusion of the aligned position from the first concave surface to the other cam surface is smaller than the amount of protrusion of the inner continuous surface to the other cam surface at the position, and the steering. When shifting from a state in which the position of the wheel can be adjusted to a state in which this position can be maintained, it does not slide into contact with the other cam surface.
When the driven cam surface is the first cam surface, based on the operation of the adjusting lever for holding the steering wheel at the adjusted height position in the circumferential direction, The direction in which the drive cam rotates is one circumferential direction, and the opposite direction is the other circumferential direction. On the other hand, when the drive cam is the first cam surface, the drive cam is operated based on the operation of the adjustment lever for holding the steering wheel at the adjusted height position in the circumferential direction. Is the other circumferential direction, and the opposite direction is one circumferential direction.

When the present invention as described above is implemented, preferably, as in the invention described in claim 2, the phase in the circumferential direction at the position where the inclined surface of each outer continuous surface is continuous with each first convex surface. Is shifted to the same phase as the circumferential direction at a position where each of the inner continuous surfaces is continuous with each of the first convex surfaces, or to one of the circumferential directions.
Further, when implementing the present invention as described above, preferably, as in the invention described in claim 3, by engaging each first convex surface with a part of the other cam surface, An anti-rotation projection is provided for preventing the drive cam from further rotating in one circumferential direction relative to the driven cam.
When the present invention as described above is carried out, for example, as in the invention described in claim 4, each of the inner continuous surfaces is composed of a plurality of inclined surfaces, and each of these inclined surfaces is inclined. An inclination angle with respect to a virtual plane existing in a direction perpendicular to the central axis of the cam that forms the surface is made smaller as the inclined surface is closer to each driven-side convex surface.

According to the steering wheel position adjusting device of the present invention configured as described above, a structure that can reduce the operating torque applied to the adjusting lever in order to hold the steering wheel in the adjusted position can be realized at low cost.
First, the reason why the operating torque applied to the adjusting lever for holding the steering wheel in the adjusted position can be reduced is that the other cam is based on the operation of the adjusting lever for holding the steering wheel in the adjusted position. From the state where each second convex surface of the surface is opposed to each first concave surface of one cam surface (the state in which the position of the steering wheel can be adjusted), among the first continuous surfaces of the one cam surface In a state where the inner continuous surfaces are raised in contact with only the inner continuous surfaces of the first cam surface, the first convex surface of the one cam surface is abutted (abutted) (the steering wheel is adjusted). This is because it is displaced to a state where it can be held at the position. That is, during the operation, the portion (friction portion) where the other cam surface and the one cam surface are in contact with each other is limited to each inner continuous surface, so that the rotation of the drive cam of the friction portion is limited. The moment represented by the product of the frictional resistance and the rotation radius of the friction part can be suppressed to a small value by reducing the distance (rotation radius) from the center. For this reason, the operation torque applied to the adjustment lever during the operation can be reduced.

  Further, the reason why it can be realized at low cost is that, in the case of the present invention, only the structure of one of the drive cam and the driven shaft cam is restricted as described above. That is, in the case of the present invention, if the first cam surface of the one cam satisfies the above-mentioned condition in relation to the second cam surface of the other cam, the second cam surface of the other cam is It is not necessary to have a special structure as in the prior invention. For this reason, with respect to the second cam surface, a general cam structure can be adopted to reduce the manufacturing cost.

  According to the second aspect of the present invention, it is possible to prevent a person who operates the adjusting lever from feeling uncomfortable when operating the adjusting lever for holding the steering wheel at the adjusted position. That is, each outer continuous surface of each first continuous surface of the first cam surface and each first convex surface are smoothly continuous, and the phase in the circumferential direction of the continuous position is determined by The inner continuous surface is the same as the phase in the circumferential direction at a position continuous with each first convex surface, or shifted in one circumferential direction. For this reason, when each said 2nd convex surface rides on each said 1st convex surface based on operation of the said adjustment lever, the part facing each said internal continuous surface of these each 2nd convex surface is The first convex surface and the second convex surface are on the same plane before (or at the same time) the portion facing each outer continuous surface. ). As a result, each of the second convex surfaces does not get caught in the continuous portion between each of the outer continuous surfaces and each of the first convex surfaces, and is smoothly ridden to give an uncomfortable feeling to the person who operates the adjusting lever. Nor.

The perspective view which looked at the driven cam which shows an example of embodiment of this invention from the width direction outer side in the assembly | attachment state. Similarly, the perspective view which looked at the drive cam from the width direction inner side. Similarly, a schematic diagram (a) corresponding to the AA cross section of FIG. 1 and a schematic diagram (b) corresponding to the BB cross section. Similarly, it is a schematic view corresponding to the BB cross section of FIG. 1 in the assembled state for explaining the operation of the cam device based on the operation of the adjusting lever, and shows a state in which the position of the steering wheel can be adjusted. (A), (b) showing a state in which each drive-side convex surface of the drive-side cam surface is raised, and a state in which each driven-side continuous surface of the driven-side cam surface can be held at an adjusted position FIG. The side view which shows an example of the position adjustment apparatus of the steering wheel of prior invention. CC sectional drawing of FIG. The figure which looked at the driven cam integrated in the position adjustment apparatus of the steering wheel of a prior invention from the width direction outer side in the assembly | attachment state. Similarly, the figure which looked at the drive cam from the width direction inner side in the assembly | attachment state.

  1 to 4 show an example of an embodiment of the present invention. A feature of the present invention is that any one of the drive constituting the cam device for holding and releasing the position of the steering wheel, the drive side of the driven cams 16a and 17a, and the driven cam surfaces 20a and 23a. It is in the point which devised the structure of one cam surface. In this example, the structure of the present invention is applied to the driven cam surface 23a. Since the structure and operation of the other parts are the same as those of the steering wheel position adjusting apparatus of the prior invention shown in FIGS. 5 to 8 described above, the explanation of the equivalent parts is omitted or simplified. The explanation will be focused on.

The steering wheel position adjusting device of this example is implemented as a tilt type steering device capable of adjusting only the height position of the steering wheel, for example, as in the above-described invention. The driven cam 17a constituting the tilt type steering device has a circumferential direction on the outer side surface in the width direction (upper side surface in FIG. 1, left side surface in FIG. 6) in the assembled state, as in the structure of the above-described invention. A driven cam surface 23a (corresponding to a first cam surface in claims) is formed on the inner side surface in the width direction, and an engagement convex portion 25 (see FIG. 6) is formed. .
In particular, in the case of the steering wheel position adjusting device of this example, the driven cam surfaces 23a are driven-side concave surfaces 21a and 21a provided at a plurality of locations in the circumferential direction (four locations in this example). Equivalent to the first concave surface in the range), and driven-side convex surfaces 22a and 22a (corresponding to the first convex surface in the claims) provided at a plurality of locations in the circumferential direction (four locations in this example), Driven side continuous surfaces 24a and 24a (corresponding to the first continuous surface in the claims) provided at a plurality of locations in the circumferential direction (four locations in this example). Note that the number of the driven-side concave and convex surfaces 21a and 22a is not limited to the structure of this example.

Of these, the driven-side concave surfaces 21a, 21a are formed at four circumferentially spaced positions on the outer side surface in the width direction of the driven cam 17a. This is a substantially fan-shaped flat surface with a large width.
The driven-side convex surfaces 22a, 22a are formed in a portion between the driven-side concave surfaces 21a, 21a adjacent to each other in the circumferential direction, and the driven-side convex surfaces 22a, 22a are respectively formed from the driven-side concave surfaces 21a, 21a. In the state of projecting outward in the width direction {on the drive cam surface 20a (corresponding to the second cam surface in the claims) side of the drive cam 16a in the assembled state} on the upper side in FIG. It is a substantially fan-shaped flat surface whose width in the circumferential direction increases toward the outer side in the radial direction. Further, one end in the circumferential direction near the radially outer end of each driven-side convex surface 22a, 22a {the operation of the adjusting lever 14 (see FIGS. 5 and 6) for holding the steering wheel at the adjusted height position 1 in the direction in which the drive cam 16a rotates, in the counterclockwise direction in FIG. 1, the clockwise direction in FIG. 2, and the left direction in FIGS. 3 and 4}, the width of each driven-side convex surface 22a, 22a. Anti-rotation convex portions 30 and 30 are formed in a state protruding outward in the direction. Such anti-rotation projections 30 and 30 are a drive that continuously connects the other circumferential end of each drive-side concave surface 18a and 18a of the drive cam 16a and the one end in the circumferential direction of each drive-side convex surface 19a and 19a. By abutting (engaging) the side continuous surfaces 29a and 29a, the drive cam 16a is prevented from further rotating relative to the driven cam 17a in one circumferential direction {FIG. 4 (c). reference}.

  Each of the driven side continuous surfaces 24a and 24a includes inner continuous surfaces 31 and 31 provided on the radially inner side and outer continuous surfaces 32 and 32 provided on the radially outer side. Each of the inner continuous surfaces 31 and 31 is a portion closer to the outer end of the radially intermediate portion from the radially inner end of the driven-side concave surfaces 21a and 21a (each driven-side concave surface 21a. , A portion extending from the radially inner end of 21a to a portion of about 2/3 of the length in the radial direction) and the radially inner end of the driven-side convex surfaces 22a, 22a Inclination that continuously extends from the end to the portion near the outer end of the radial intermediate portion (the portion extending from the radial inner end of each driven-side convex surface 22a, 22a to about 2/3 of the length in the radial direction) It consists of surfaces 33 and 33. Each of the inclined surfaces 33 and 33 is composed of a plurality of (four in this example) inclined portions, and the inclined portions adjacent to each other in the circumferential direction are smoothly continuous. Further, the inclination angle of each of these inclined portions with respect to the virtual plane existing in the direction orthogonal to the central axis of the driven cam 17a is the inclination on the side close to the driven-side convex surfaces 22a, 22a (one side in the circumferential direction). The department is small.

  Each of the outer continuous surfaces 32, 32 is a portion closer to the outer end of the radially intermediate portion of one end in the circumferential direction of each driven-side concave surface 21a, 21a (the radial direction of each driven-side concave surface 21a, 21a). The portion extending from the inner end to the outer end in the radial direction (about 2/3 of the length in the radial direction) and the intermediate in the radial direction among the other circumferential ends of the driven-side convex surfaces 22a, 22a Smoothly continues from the portion near the outer end (the portion about 2/3 of the length in the radial direction from the radially inner end of each driven-side convex surface 22a, 22a) to the radially outer end. doing. Further, each outer continuous surface 32, 32 has a portion near the other end in the circumferential direction as a flat surface 34, 34 existing on the same plane as each of the driven-side concave surfaces 21a, 21a. The first inclined surfaces 35, 35 are arranged near the one end in the circumferential direction, and the inclination angle with respect to the virtual plane is smaller than the inclination angle of each of the first inclined surfaces 35, 35 with respect to the virtual plane. The second inclined surfaces 36 and 36 are used.

  Each of the second inclined surfaces 36 and 36 is smoothly connected at one end in the circumferential direction to the other circumferential end of each of the driven-side convex portions 22a and 22a. As shown in FIGS. 1 and 3, the phase in the circumferential direction of the position X where the second inclined surfaces 36 and 36 and the driven-side convex portions 22a and 22a are continuous is the inner continuous state. The surfaces 31, 31 and the driven-side convex portions 22a, 22a are shifted in one circumferential direction from the phase in the circumferential direction at a position Y where the surfaces Y, 22a are continuous. In addition, the phase regarding the circumferential direction of the said position X and the said position Y can also be made the same.

  Further, the protruding amount of each outer continuous surface 32, 32 from the driven concave surfaces 21a, 21a to the outer side in the width direction at a position aligned with the inner continuous surfaces 31, 31 in the circumferential direction. The (height) is smaller than the protruding amount (height) of the inner continuous surfaces 31 and 31 from the driven concave surfaces 21a and 21a to the outer side in the width direction at the position. The inner continuous surfaces 31, 31 have a structure in which one end in the circumferential direction and the other end in the circumferential direction of each driven-side convex portion 22a, 22a are smoothly continuous. What is necessary is just to determine suitably the structure of another part in the range with which the relationship with each said inner continuous surface 31 and 31 as mentioned above is satisfy | filled. For example, the first inclined surfaces 35 and 35 may be omitted. By adopting such a structure, it is easy to reduce the weight of the driven cam 17a. The other circumferential end of each driven-side concave surface 21a, 21a and the one circumferential end of each driven-side convex surface 22a, 22a are continuous via a step portion. Is not related to the gist of the present invention. The structure of the other driven cam 17a is the same as the structure of the driven cam 17 constituting the steering wheel position adjusting device of the above-described invention.

Further, the drive cam 16a constituting the steering wheel position adjusting device of this example is the same as the above-described drive cam 16 constituting the steering wheel position adjusting device in the width direction inner side surface in the assembled state ( A driving cam surface 20a that is uneven in the circumferential direction is formed on the front side surface in FIG. 2 and the right side surface in FIG.
The drive-side cam surface 20a includes drive-side concave surfaces 18a and 18a (corresponding to the second concave surface in the claims) provided at a plurality of locations in the circumferential direction (four locations in this example). Drive-side convex surface 19a projecting inward in the width direction in the assembled state than the drive-side concave surfaces 18a, 18a {on the driven-side cam surface 23a side of the driven cam 17a in the assembled state, on the upper side in FIG. 2}. , 19a (corresponding to the second convex surface of the claims) are alternately formed in the circumferential direction. The number of the drive-side concave and convex surfaces 18a and 19a may be the same as the number of the driven-side concave and convex surfaces 21a and 22a, and is not limited to this example.

  The other circumferential end of each drive-side concave surface 18a, 18a and the one circumferential end of each drive-side convex surface 19a, 19a are continuous via drive-side continuous surfaces 29a, 29a. On the other hand, one circumferential end of each drive-side concave surface 18a, 18a and the other circumferential end of each drive-side convex surface 19a, 19a are smoothly continuous via drive-side continuous surfaces 29b, 29b. . The drive-side concave and convex surfaces 18a and 19a are substantially fan-shaped flat surfaces whose width in the circumferential direction increases toward the outer side in the radial direction. That is, the drive-side concave surfaces 18a, 18a are engageable with the driven-side convex surfaces 22a, 22a, and the drive-side convex surfaces 19a, 19a are engageable with the driven-side concave surfaces 21a, 21a, respectively. have.

  Further, at the one end in the circumferential direction near the radially outer end of each of the drive-side concave surfaces 18a, 18a, the width of the drive-side concave surfaces 18a, 18a is more outward (back side in FIG. 2) in the assembled state. In the recessed state, concave portions 37 and 37 having shapes that can be engaged with the respective rotation preventing convex portions 30 and 30 of the driven cam 17a are formed. These concave portions 37 and 37 and the respective rotation preventing convex portions 30 and 30 are in a state in which the height position of the steering wheel can be adjusted (the respective driving-side concave surfaces 18a and 18a and the driven-side convex surfaces 22a and 22a are In the state of being opposed to each other, engagement (prevention of interference between the convex portions 30 and 30 and the driving-side concave surfaces 18a and 18a) is performed. The other structure of the drive cam 16a is the same as the structure of the drive cam 16 constituting the steering wheel position adjusting device of the above-described invention.

  The driving cam 16a and the driven cam 17a as described above are assembled to the portion near the other end of the intermediate portion in the axial direction of the flange-shaped member 12 (see FIG. 6), similarly to the structure of the above-described invention. The apparatus 15 (refer FIG. 6) is comprised. The structure of the cam device 15 other than the structure of the driving side cam surface 20a and the driven side cam surface 23a is the same as the structure of the previous invention.

According to the steering wheel position adjusting device of this example, a structure that can reduce the operating torque applied to the adjusting lever 14 in order to hold the steering wheel at the adjusted height position can be realized at low cost.
First, the reason why the operating torque applied to the adjusting lever 14 to hold the steering wheel at the adjusted height position can be reduced is that the adjusting lever 14 is operated to hold the steering wheel at the adjusted height position. 4a, the drive-side convex surfaces 19a and 19a of the drive-side cam surface 20a face the driven-side concave surfaces 21a and 21a of the driven-side cam surfaces 23a, respectively. From the state (the state in which the height position of the steering wheel can be adjusted), as shown in FIG. 4B, only the inner continuous surfaces 31 and 31 of the driven-side continuous surfaces 24a and 24a are in sliding contact with each other. In this state, the inner continuous surfaces 31 and 31 are raised so that they are in contact with the driven-side convex surfaces 22a and 22a as shown in FIG. Because displaced to a state) that can be held in the height position of the postganglionic.
That is, by limiting the portion (friction portion) where the driving cam surface 20a and the driven cam surface 23a are in contact with each other to the inner continuous surfaces 31 and 31 during the operation, the friction portion By reducing the distance (rotation radius) from the rotation center of the drive cam 16a, the moment represented by the product of the frictional resistance and the rotation radius of the friction portion can be kept small. For this reason, the operating torque applied to the adjusting lever 14 during the operation can be reduced.

  The reason why this can be realized at low cost is that, in the case of this example, only the structure of the driven cam 17a of the drive cam 16a and the driven cam 17a is restricted as described above. That is, in the case of the present invention, if the driven cam surface 23a of the driven cam 17a satisfies the above-described conditions in relation to the driving cam surface 20a of the driving cam 16a, the driving cam surface 20a is There is no need for a special structure as in the prior invention. For this reason, with respect to the drive side cam surface 20a, it is possible to reduce the manufacturing cost by adopting a general cam structure.

  Further, in the case of this example, the outer continuous surfaces 32, 32 of the driven side continuous surfaces 24a, 24a and the driven side convex surfaces 22a, 22a are smoothly continuous, and the continuous positions. The phase in the circumferential direction of X (see FIGS. 1 and 3) is the circumferential direction of the position Y (see FIGS. 1 and 3) where the inner continuous surfaces 31 and 31 are continuous with the driven convex surfaces 22a and 22a. The phase is shifted to one side in the circumferential direction from the phase. Therefore, when the drive-side convex surfaces 19a and 19a ride on the driven-side convex surfaces 22a and 22a based on the operation of the adjusting lever 14, the drive-side convex surfaces 19a and 19a are each of the drive-side convex surfaces 19a and 19a. The portions facing the inner continuous surfaces 31 and 31 run on the driven-side convex surfaces 22a and 22a before the portions facing the outer continuous surfaces 32 and 32, respectively (the driven-side convex surfaces 22a and 22a and Each drive side convex surface 19a, 19a is on the same plane). As a result, the drive-side convex surfaces 19a, 19a can be smoothly run without being caught by the continuous portions of the outer continuous surfaces 32, 32 and the driven-side convex surfaces 22a, 22a. The person who operates 14 will not be uncomfortable.

The present invention has a structure in which only the height position of the steering wheel can be adjusted (tilt type steering device), a structure in which only the front and rear position can be adjusted (telescopic type steering device), and the front and rear positions in addition to the height position. It can be applied to a structure that can be adjusted (tilt and telescopic steering device).
When implementing a structure with a telescopic function, the steering column is configured by combining the inner column and the outer column so that they can be expanded and contracted, and the displacement bracket is disposed on the rear side of the inner column and the outer column. Then, it is fixed to a column that is displaced in the front-rear direction as the steering wheel front-rear position is adjusted. And let the through-hole formed in the displacement bracket be a long hole long in an axial direction.

The present invention can also be applied to the drive side cam surface of the drive cam. When the present invention is applied to the drive side cam surface, the drive cam rotates based on the operation of the adjustment lever for maintaining the positional relationship in the circumferential direction at the height position after adjustment of the steering wheel. The direction is the other circumferential direction, and the opposite direction is one circumferential direction.
Further, the position where the cam device 15 and the adjusting lever 14 constituting the steering wheel position adjusting device of the present invention are provided is not limited to the same position as the conventional structure shown in FIG. It can also be provided on the outer side in the width direction of the support plate portion 7 on the right side. When such a configuration is adopted, the pressing member is configured by a head portion 38 (see FIG. 6) provided at the other end portion of the flange-shaped member 12.

DESCRIPTION OF SYMBOLS 1 Steering shaft 2 Steering column 3 Front side vehicle body side bracket 4 Tilt shaft 5 Rear side vehicle body side bracket 6 Mounting plate part 7 Supporting plate part 8 Long hole for tilting 9 Displacement bracket 10 Clamping part 11 Through hole 12 Gutter-shaped member 13 Pressing member 14 adjusting lever 15 cam device 16, 16a driving cam 17, 17a driven cam 18, 18a driving side concave surface 19, 19a driving side convex surface 20, 20a driving side cam surface 21, 21a driven side concave surface 22, 22a driven side convex surface 23, 23a Drive-side cam surface 24, 24a Drive-side continuous surface 25 Engaging convex portion 26a, 26b Inclined surface 27 Flat surface 28 Step portion 29, 29a, 29b Drive-side continuous surface 30 Non-rotating convex portion 31 Inner continuous surface 32 outer continuous surface 33 inclined surface 34 flat surface 35 first inclined surface 36 second inclined surface 37 concave portion 38 Part

Claims (4)

A steering shaft that fixes the steering wheel to the end, and
A steering column provided around the steering shaft and rotatably supporting the steering shaft;
A column side bracket fixed to an intermediate portion of the steering column in the axial direction;
A mounting plate provided on the top and a pair of support plates hanging downward from the mounting plate, and the mounting plate is sandwiched from both sides in the width direction by the two support plates. A vehicle body side bracket that is supported to the vehicle body by the part,
A pair of vehicle body side through-holes provided at mutually matching portions of the two support plate portions;
A pair of column side through holes formed in a state of penetrating in the width direction in a portion of the column side bracket that is aligned with both the vehicle body side through holes;
The both vehicle body side through-holes and the flange-like members inserted through the both column side through-holes in the width direction;
A pressing member provided at a portion protruding from the outer surface of one of the support plate portions at one end of the bowl-shaped member;
The portion of the flange-like member that is close to the other end of the middle portion protrudes from the widthwise outer surface of the other support plate portion of the two support plate portions so that it can be displaced relative to the flange-like member in the axial direction. A driven side cam fitted with a driven side cam surface on the outer side surface in the width direction;
A driving-side cam surface that is externally fitted to the other end of the flange-like member in a state of preventing displacement in a direction away from the other support plate, and formed on the inner side surface in the width direction; and the driven-side cam surface; A drive cam engaged with,
An adjustment lever having a base end coupled to the drive cam;
When any one of the driven cam surface and the driving cam surface is a first cam surface and the other is a second cam surface, the first cam surface includes a plurality of first cam surfaces. One concave surface and a first convex surface provided in a portion between the first concave surfaces in the circumferential direction and provided in a state protruding from the first concave surface toward the second cam surface. And each first concave surface and each first convex surface has a first continuous surface continuous in the circumferential direction,
The second cam surface is provided at a portion between the plurality of second concave surfaces and the circumferential direction of each of the second concave surfaces, and closer to the first cam surface side than each of the second concave surfaces. In a steering wheel position adjusting device having a second convex surface provided in a protruding state,
Each of the first continuous surfaces consists of an inner continuous surface provided on the radially inner side and an outer continuous surface provided on the radially outer side,
Each of the inner continuous surfaces is an inclined surface that continues one circumferential edge of each first concave surface and the other circumferential edge of each first convex surface, and the position of the steering wheel When shifting from an adjustable state to a state where this position can be maintained, the sliding contact with the other cam surface,
Each outer continuous surface has a portion close to each first convex surface smoothly continuous with the other circumferential edge of each first convex surface, and is aligned with each inner continuous surface in the circumferential direction. The amount of protrusion of the position from the first concave surface toward the other cam surface is smaller than the amount of protrusion of the position toward the other cam surface of the inner continuous surface, and the steering wheel A steering wheel position adjusting device characterized in that, when shifting from a state in which the position can be adjusted to a state in which the position can be maintained, it does not slide in contact with the other cam surface.   The inclined surface of each of the outer continuous surfaces is related to the circumferential direction of the position that is continuous with each of the first convex surfaces, and the inner continuous surface is related to the circumferential direction of the position that is continuous with each of the first convex surfaces. The steering wheel position adjusting device according to claim 1, wherein the steering wheel position adjusting device is shifted to the same phase or one circumferential direction.   In order to prevent the drive cam from rotating further in one circumferential direction with respect to the driven cam by engaging each first convex surface with a part of the other cam surface. The steering wheel position adjusting device according to any one of claims 1 to 2, wherein the rotation preventing projection is provided.   Each of the inner continuous surfaces is composed of a plurality of inclined surfaces, and an inclination angle of each of the inclined surfaces with respect to a virtual plane existing in a direction perpendicular to the central axis of the cam forming each of the inclined surfaces is The position adjusting device for a steering wheel according to any one of claims 1 to 3, wherein the inclined surface closer to the first convex surface becomes smaller.

Images