JP2016147515A - Expansion/contraction device and position adjusting device of steering wheel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a structure of an expansion/contraction device which can effectively prevent the generation of noise by smoothly decelerating rotational speeds of an adjustment lever and a drive-side cam when switched to an unlock state from a lock state.SOLUTION: An elastic metal-plate made leaf spring 49 is relatively non-rotatably supported to a driven-side cam. Then, a tip of a deceleration arm 57 constituting the leaf spring 49 is located at a front side with respect to a lock release direction out of a periphery of an adjustment lever 25a which is relatively non-rotatably supported to a drive-side cam 29a. In a lock state of a cam device, a peripheral clearance 67 is formed in advance between a front side portion of the deceleration arm 57 and a front side face 68 of the adjustment lever 25a, the peripheral clearance 67 is set at zero in the middle of the switching to an unlock state from the lock state, the front side face 68 of the adjustment lever 25a is made to abut on the a tip side portion of the deceleration arm 57, and the deceleration arm 57 is warped and deformed.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an improvement of an expansion / contraction device that is incorporated in and used in a position adjustment device for a steering wheel, for example, which can adjust the height position of a steering wheel for steering an automobile.

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

  In the illustrated example, an electric power steering device is incorporated. For this purpose, an electric motor 10 serving as a power source for applying auxiliary force is provided at the front end of the steering column 6 by supporting it on a housing 11 fixed to the front end of the steering column 6. The output torque (auxiliary force) of the electric motor 10 is applied to the steering shaft 5 through a gear unit or the like provided in the housing 11.

  A tilt mechanism for adjusting the vertical position of the steering wheel 1 and a telescopic mechanism for adjusting the front-rear position according to the driver's physique and driving posture have been widely known. (See, for example, Patent Document 1). In order to constitute the tilt mechanism, the upper front end portion of the housing 11 is in the width direction with respect to the vehicle body 12 (the width direction is the width direction of the vehicle body and coincides with the left-right direction. The same is applied to the entire scope of the claims. A displacement bracket 14 is provided on the lower surface of the intermediate portion of the steering column 6 in the axial direction. The support bracket 15 is provided with the displacement bracket 14 being sandwiched from both sides in the width direction. The support bracket 15 includes a mounting plate portion 16 provided at an upper portion and a pair of left and right support plate portions 17 depending on the mounting plate portion 16. It is supported by.

  Further, the tilting long holes 18 that are arc-shaped around the tilt shaft 13 and that are long in the vertical direction are formed in both the support plate portions 17 in a part of the two tilting long holes 18 in the displacement bracket 14. Through holes 19 are respectively formed in the matching portions. The structure shown in FIG. 7 incorporates a tilt / telescopic mechanism that can adjust the front / rear position in addition to the vertical position of the steering wheel 1, so that the through-hole 19 is connected to the steering shaft 5 and the steering column 6. The long hole is in the axial direction. In accordance with this, the steering shaft 5 and the steering column 6 have a structure that can be expanded and contracted. A more specific structure of the tilt type steering apparatus incorporating such a telescopic mechanism will be described with reference to FIGS.

  The steering column 6 is slidably fitted to the front part of the outer column 20 arranged on the rear side and the rear part of the inner column 21 arranged on the front side, so that the entire length can be expanded and contracted. Among these, for example, a slit 22 is provided in the front part of the outer column 20 made by die-casting a light alloy so that the inner diameter of the front part can be elastically expanded and reduced. Further, a pair of left and right sandwiched plate portions 23, 23 are provided at a portion sandwiching the slit 22 from both the left and right sides, and the displacement bracket 14 is configured by the both sandwiched plate portions 23, 23. Through-holes 19 and 19 that are long in the front-rear direction are formed in both the sandwiched plate portions 23 and 23. In addition, a pair of left and right support plate portions 17 and 17 provided on the support bracket 15 are disposed in a portion where the displacement bracket 14 is sandwiched from both the left and right sides, and the tilt shaft 13 ( Tilt oblong holes 18 and 18 are formed in a partial arc shape centering on FIG. A flange-shaped member 24 is inserted in the width direction into the long holes for tilt 18 and 18 and the through holes 19 and 19.

  Further, an adjustment lever 25 is provided at one end portion (left end portion in FIG. 9) in the axial direction of the flange-shaped member 24, and one of the adjustment lever 25 and the support support plate portions 17 and 17 (left side in FIG. 9). A cam device 27 whose axial dimension can be expanded and contracted by the adjustment lever 25 is provided between the outer plate and the outer surface of the support plate portion 17, and the expansion and contraction device 51 is configured by the adjustment lever 25 and the cam device 27. . An anchor portion 26 is provided at the other axial end portion (the right end portion in FIG. 9) of the flange-shaped member 24. The anchor portion 26 has a shape like a head portion of a bolt provided at the other axial end of the flange-like member 24, and the first engaging convex portions 28 formed on the inner surface are connected to the both ends. Among the support plate portions 17, 17, the tilt long hole 18 formed in the other support plate portion 17 facing the inner surface of the anchor portion 26 (right side in FIG. 9) Only the displacement along is possible. And by such a structure, the space | interval of the inner surface of both the said support plate parts 17 and 17 can be expanded / contracted by expanding / contracting the axial direction dimension of the said cam apparatus 27 based on the rocking | fluctuation of the said adjustment lever 25. It is said.

  The tilt type steering device as described above incorporates a cam device 27 having a conventional structure configured by combining a driving side cam 29 and a driven side cam 30 as shown in FIG. The driving side cam 29 and the driven side cam 30 have center holes 31 and 32 for inserting the flange-shaped member 24, respectively, and the whole is formed into an annular plate shape. Further, a driving cam surface 33 and a driven cam surface 34, each of which is an uneven surface in the circumferential direction, are formed on the surfaces of the cams 29 and 30 facing each other. Of these, the drive-side cam surface 33 includes a flat drive-side reference surface 35 and drive-side convex portions 36 protruding inward in the width direction from a plurality of circumferentially equidistant portions of the drive-side reference surface 35. 36. The driven cam surface 34 includes a flat driven side reference surface 37 and a driven side projecting outward in the width direction from a plurality of circumferentially equidistant portions of the driven side reference surface 37. Convex portions 38 and 38 are provided. Further, a second engagement convex portion 39 is formed on the inner side surface of the driven cam 30.

  The driven cam 30 has the second engagement convex portion 39 on one of the support plate portions 17 and 17 facing the inner surface of the driven cam 30 (left side in FIG. 9). Only the displacement along the tilt long hole 18 is engaged with the tilt long hole 18 formed in the support plate portion 17. Therefore, the driven cam 30 can also move up and down along the tilting slot 18 but does not rotate around its own axis. Further, by connecting and fixing the base end portion of the adjustment lever 25 to the drive side cam 29, the drive side cam 29 is moved around the flange-shaped member 24 as the adjustment lever 25 reciprocally swings. It is designed to reciprocate. In addition, a thrust bearing 41 is provided between the nut 40 screwed to one axial end portion of the bowl-shaped member 24 and the outer surface of the base end portion of the adjusting lever 25, so that the thrust load acting on the drive side cam 29 is provided. The drive-side cam 29 can be reciprocally swung. The nut 40 is prevented from loosening by caulking or the like.

  When adjusting the position of the steering wheel 1, the adjusting lever 25 is swung in a predetermined direction (generally downward), and the drive cam 29 is rotated in the unlocking direction. Then, as shown in FIG. 11C, the drive-side convex portions 36, 36 and the driven-side convex portions 38, 38 are alternately arranged in the circumferential direction (unlocked state). As a result, the axial dimension of the cam device 27 is reduced, and the distance between the driven cam 30 and the anchor portion 26 corresponding to the pressing portion described in the claims is widened. As a result, the surface pressure of the contact portion between the inner side surfaces of the both support plate portions 17 and 17 and the outer side surfaces of the both sandwiched plate portions 23 and 23 is reduced or lost, and at the same time, the front end portion of the outer column 20 The inner diameter of the outer column 20 is elastically expanded, and the contact pressure between the inner peripheral surface of the front end portion of the outer column 20 and the outer peripheral surface of the rear end portion of the inner column 21 is reduced. In this state, the vertical position and the front / rear position of the steering wheel 1 can be adjusted within a range in which the flange-shaped member 24 can move within the long holes for tilt 18 and 18 and the through holes 19 and 19.

  In order to hold the steering wheel 1 in a desired position, after the steering wheel 1 is moved to the desired position, the adjusting lever 25 is swung in the reverse direction (generally upward). And as shown to (A) of FIG. 11, the state which the front end surface of each said drive side convex part 36,36 and the front end surface of each said driven side convex part 38,38 face each other (lock state) ), The axial dimension of the cam device 27 is expanded, and the distance between the inner surfaces of the support plate portions 17 and 17 is reduced. In this state, the surface pressure of the abutting portion between the inner side surfaces of the two support plate portions 17 and 17 and the outer side surfaces of the both sandwiched plate portions 23 and 23 rises, and at the same time, the inner diameter of the front end portion of the outer column 20 Is elastically contracted, and the surface pressure of the abutting portion between the inner peripheral surface of the front end portion of the outer column 20 and the outer peripheral surface of the rear end portion of the inner column 21 rises to bring the steering wheel 1 to the adjusted position. Can hold.

In the case of a steering apparatus incorporating a cam device having a conventional structure having the above-described configuration, when the adjustment lever 25 is operated to adjust the position of the steering wheel 1, the adjustment lever 25 rotates vigorously. There is a possibility that problems such as generating abnormal noise (metal hitting sound) may occur.
That is, in order to adjust the position of the steering wheel 1, as shown in FIGS. 11A to 11B, when the adjusting lever 25 is rotated to some extent from the locked state, the driving cam surface Of the circumferential side surfaces of the drive-side convex portion 36 formed on the drive-side convex portion 36, a drive-side guide slope 42 located on the rear side in the unlocking direction is formed on the driven-side cam surface 34. Of the both side surfaces in the circumferential direction of the portion 38, the guided side is guided by the driven-side guide slope 43 positioned on the front side in the unlocking direction. At this time, not only an inertial force acts on the drive side cam 29, but also the elastic restoring force of the both sandwiched plate portions 23 and 23 and the own weight of the adjusting lever 25 act on the drive side cam 29 to apply it in the rotational direction. It will be in a state of power. For this reason, the driving cam 29 rotates vigorously, the leading end surface of each driving side convex portion 36 collides with the driven side reference surface 37, and the leading end surface of each driven side convex portion 38 It collides with the drive side reference plane 35. Further, among the circumferential side surfaces of each drive-side convex portion 36, the drive-side stopper surfaces 44 positioned on the front side with respect to the unlocking direction are the circumferential side surfaces of each driven-side convex portion 38. Then, it collides with the driven stopper surface 45 located on the rear side with respect to the unlocking direction. As a result, an abnormal noise based on a collision between metals may be generated, which may cause discomfort to a passenger such as a driver.

  Further, when the adjusting lever 25 is rotated to some extent from the locked state, the adjusting lever 25 is biased in the rotational direction, so that the adjusting lever 25 is faster than the speed intended by the driver. There is a possibility that 25 will rotate and give the driver a sense of incongruity.

  Other prior art documents related to the present invention include the invention described in Patent Document 2 in addition to Patent Document 1 described above. In Patent Document 2, a protrusion having a constricted portion is provided on a part of the adjustment lever for the purpose of preventing the adjustment lever from inadvertently moving when the height position of the steering wheel is adjusted. There is described an invention in which a substantially Ω-shaped leaf spring is provided on a part of an elevating plate externally fitted to a shaped member, and the protrusion is engaged with the leaf spring when unlocked. According to such an invention, when the projecting portion is engaged with the leaf spring, the elastic deformation portion of the leaf spring is deformed so as to be elastically expanded so that the rotation speed of the adjusting lever can be reduced. Can be obtained. However, immediately after the largest diameter portion of the protruding portion passes through the elastically deforming portion (in a state immediately before unlocking), the adjusting lever is urged in the unlocking direction through this protruding portion. There is a possibility that the driver who operates the vehicle will feel uncomfortable (click feeling).

JP 2009-227181 A Japanese Patent Laid-Open No. 9-272446

  In view of the circumstances as described above, the present invention can smoothly reduce the rotation speed of the adjusting lever and the driving cam when switching from the locked state to the unlocked state, effectively generating abnormal noise. The present invention has been invented to realize a structure of an expansion / contraction device that can be prevented.

Of the expansion / contraction device and steering wheel position adjustment device of the present invention, the invention relating to the expansion / contraction device includes a cam device, an adjustment lever, and a speed reduction member.
Of these, the cam device is configured by combining a driving cam and a driven cam.
The drive side cam is, for example, in the shape of an annular plate, and is provided with a drive side cam surface that is an uneven surface in the circumferential direction on one side surface in the axial direction, and is rotatably supported by, for example, a hook-shaped member.
The driven cam is, for example, in the shape of an annular plate, and is provided with a driven cam surface that is an uneven surface in the circumferential direction on the other axial side surface facing the driving cam surface in the axial direction. It is supported in a non-rotatable manner by a mating member (for example, a support bracket) facing the opposite side of the drive cam with respect to the direction.
The drive-side cam surface includes a flat drive-side reference surface and a plurality of drives provided in a state of projecting toward one side in the axial direction from a plurality of circumferentially equidistant positions on the drive-side reference surface. It has a side convex part.
The driven cam surface is provided in a state of projecting toward the other side in the axial direction from a flat driven side reference surface and a plurality of circumferentially equidistant positions on the driven side reference surface. And a plurality of driven side convex portions (the same number as the driving side convex portions).
And the said cam apparatus arrange | positions each said drive side convex part and each said driven side convex part alternately in the circumferential direction by rotating the said drive side cam relatively with respect to the said driven side cam. It is possible to switch between the unlocked state and the locked state in which the front end surfaces of the respective drive side convex portions and the front end surfaces of the respective driven side convex portions are brought into contact with each other, and the axial dimension is enlarged or reduced.

The adjusting lever has a long shape (eg, a strip plate shape or a rod shape) and supports a base end portion of the adjusting lever so as not to rotate relative to the driving side cam. The driving side cam is supported by the driven side cam. Relative rotation.
In addition, the said adjustment lever can also be made from the metal plate which press-molded the steel plate or the stainless steel plate etc., for example, can also be made from a metal bar (core metal), or a synthetic resin.

The deceleration member is made of an elastic metal plate (plate spring) and is supported so as not to rotate relative to the driven cam. The cam device is unlocked from the locked state around the adjustment lever. A speed reduction arm portion having a tip portion thereof is provided on the front side with respect to the unlocking direction which is the rotation direction of the adjusting lever when switching to the locked state.
And between the said adjustment lever and the front-end | tip part of this deceleration arm part, the circumferential direction clearance gap is provided in the locked state, and when switching from a locked state to an unlocked state, among the said adjustment levers, With respect to the unlocking direction, the side surface on the front side is brought into contact with the tip side portion of the speed reduction arm portion, and the speed reduction arm portion (a part or the whole) is bent and deformed. As a result, the urging force applied from the deceleration arm to the adjustment lever is gradually increased to reduce the rotation speed of the adjustment lever.
In the locked state, the size of the angle between the tip of the deceleration arm and the side surface of the adjustment lever (the size of the circumferential clearance) is changed from the locked state to the unlocked state. Set smaller than the rotation angle of the adjusting lever.

When implementing the expansion / contraction device of the present invention as described above, for example, as in the invention described in claim 2, the speed reduction arm portion is extended in a state straddling a virtual line passing through the rotation center of the adjustment lever, A base end portion is provided on one side (for example, the upper side) across the virtual line, and a distal end portion is provided on the other side (for example, the lower side).
Moreover, when implementing the expansion / contraction apparatus of this invention, the said deceleration member shall be made from spring steel like the invention described in Claim 3, for example.
When the expansion / contraction device of the present invention is implemented, as in the invention described in claim 4, for example, the unlocking portion of the adjusting lever is moved closer to the front end side of the speed reduction arm portion. The direction is inclined away from the front side surface.
Further, when the expansion / contraction apparatus of the present invention is implemented, for example, as in the invention described in claim 5, the plate spring is provided with a base plate portion and the reduction arm portion provided in a state continuous with the base plate portion. It shall be provided. Then, the engagement hole provided in the substrate portion is, with respect to the driven side engaging convex portion provided on the side surface of the driven side cam opposite to the driven side cam surface in the axial direction. Non-circular fitting is performed so that relative rotation is impossible.

On the other hand, the steering wheel position adjusting device of the present invention includes a steering column, a steering shaft, a displacement bracket, a support bracket, a tilting long hole, a through hole, a flange member, an anchor portion, A pressing part and an expansion / contraction device are provided.
Among these, the steering column is oscillated and displaced about a tilt axis arranged in the width direction.
The steering shaft is rotatably supported on the inside of the steering column, and fixes the steering wheel to a portion protruding from the end opening of the steering column.
The displacement bracket is provided at an intermediate portion in the axial direction of the steering column.
The support 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 support bracket portions sandwich the displacement bracket from both sides in the width direction. The mounting plate portion supports the vehicle body.
The long hole for tilt is, for example, a partial arc shape centered on the tilt axis or a straight line long in the tangential direction of such an arc and long in the vertical direction, and is provided in a portion where the both support plate portions are aligned with each other. It has been.
The through-hole is, for example, a circular hole or a long hole that is long in the front-rear direction, and is formed in a state of penetrating in the width direction in a portion of the displacement bracket that is aligned with a part of both the long holes for tilt. Yes.
The saddle-shaped member is inserted through both the long holes for tilting and the both through holes in the width direction.
The said press part is provided in the part protruded from the outer surface of one support plate part of the said both support plate parts in the one end part of the said hook-shaped member.
The anchor portion is provided at a portion protruding from the outer surface of the other support plate portion of the two support plate portions at the other end portion of the bowl-shaped member.
Furthermore, the said expansion / contraction apparatus expands / contracts the space | interval of the said anchor part and the said press part.

In particular, in the case of the steering wheel position adjusting device of the present invention, any of the expansion / contraction devices described in claims 1 to 5 is used as the expansion / contraction device.
The adjustment lever constituting the expansion / contraction device is provided at one end of the flange-shaped member, and the cam device constituting the expansion / contraction device is provided between the adjustment lever and the outer surface of the one support plate portion. Provide in the space. Further, the driven cam constituting the cam device functions as the pressing portion, the driving cam constituting the cam device can be rotated around the hook-shaped member, and It supports in the state which suppressed the displacement to the one end side of a shaped member.
The drive side cam may be fitted on the hook-like member so as to be rotatable relative to the hook-like member, or may be fitted on the hook-like member so as to be able to rotate in synchronization with the hook-like member.

According to the expansion / contraction device and the steering wheel position adjustment device of the present invention configured as described above, the rotation speed of the adjustment lever and the driving cam can be smoothly reduced when switching from the locked state to the unlocked state. Therefore, it is possible to effectively prevent the generation of abnormal noise.
That is, in the case of the present invention, when the adjustment lever is rotated in the unlocking direction, the side surface on the front side of the adjustment lever in the unlocking direction during the switching from the locked state to the unlocked state. Is brought into contact with the tip side portion of the speed reduction arm portion of the speed reduction member supported so as not to rotate relative to the driven cam, and the speed reduction arm portion is bent and deformed. As a result, the urging force (braking force) applied to the adjustment lever from the deceleration arm can be gradually increased, and the rotation speed of the adjustment lever and the driving cam can be reduced. Therefore, according to the present invention, when switching from the locked state to the unlocked state, the rotation speeds of the adjustment lever and the drive side cam can be reduced smoothly, and the generation of abnormal noise can be effectively prevented.

  Further, in the case of the present invention, the thickness of the speed reduction member is changed, or the shape (total length, width dimension, inclination angle) of the speed reduction arm portion is appropriately changed. The magnitude of the power and the timing for applying the power can be easily adjusted. Therefore, the degree of freedom of setting (tuning) related to the operability (operation feeling) of the adjusting lever can be increased.

  Further, in the case of the invention described in claim 2, the speed reduction arm portion is extended in a state straddling a virtual line passing through the rotation center of the adjustment lever, and the base end portion and the tip end portion of the speed reduction arm portion are formed. Since this is arranged on one side and the other side across this imaginary line, this reduction arm part (when only a part is bent and deformed while preventing the installation space of this reduction arm part from increasing) Can secure the entire length of the part). For this reason, the spring constant of this deceleration arm part (when only a part is bent and deformed) can be kept low. Therefore, it is possible to effectively prevent the biasing force applied to the adjustment lever from becoming excessive. For this reason, while rotating the adjusting lever in the unlocking direction, the rotating speed of the adjusting lever suddenly decreases (the force required to rotate the adjusting lever increases suddenly) Even if the adjustment lever is released to the foremost position in the unlocking direction, it is possible to effectively prevent the adjustment lever from rotating (reverse) in the locking direction. In addition, since the tip side portion of the deceleration arm can be brought into contact with a portion of the adjustment lever that is far from the rotation center of the adjustment lever, the thickness of the reduction member can be reduced. However, since the spring constant can be kept low, it is possible to easily secure the strength of the portion other than the deceleration arm portion (for example, the substrate portion in the case of the invention described in claim 4).

According to a fourth aspect of the present invention, when the cam device is switched from the locked state to the unlocked state, the speed reduction arm portion of the adjusting lever is opposed to the front side surface in the unlocking direction. It can prevent that the front-end edge part contacts. Therefore, the smooth operation of the adjusting lever can be ensured.
Furthermore, according to the invention described in claim 5, the speed reduction member can be constituted by a single elastic metal plate. For this reason, the manufacturing cost of this deceleration member can be held down.

The side view of the steering column apparatus which shows one example of embodiment of this invention. Similarly AA sectional drawing of FIG. The perspective view which similarly takes out and shows an expansion / contraction apparatus. Similarly, a schematic diagram (A) of the driving cam viewed from the front, a schematic diagram (B) of the driving cam viewed from the back, a schematic diagram (C) of the driven cam viewed from the front, and a schematic diagram viewed from the rear (D ). It is the figure which similarly took out the expansion / contraction apparatus and was seen from the outer surface side, (A) has shown the locked state, (B) has each shown the unlocked state. It is a figure shown in order to demonstrate the operation | movement at the time of similarly switching the expansion / contraction apparatus between a locked state and an unlocked state, (A) is a locked state, (B) is the state immediately before unlocking, (C ) Shows the unlocked state, (a) shows the view from the outer side, (b) shows the view from the inner side, (c) shows the right side view of (b). , (D) shows BB cross-sectional views of (a), respectively. 1 is a partially cutaway side view showing an example of an automobile steering apparatus incorporating a steering apparatus that is an object of the present invention. The partial side view which shows the more specific structure of a steering device similarly. CC sectional drawing of FIG. The schematic diagram (A) which looked at the drive side cam which comprises the cam apparatus of conventional structure from the front, the schematic diagram (B) which looked at the driven cam, and the schematic diagram (C) which looked from the back. The cross-sectional schematic diagram shown in order to demonstrate the change of the contact state of the cam surfaces at the time of switching from a locked state to an unlocked state similarly.

[Example of Embodiment]
An example of an embodiment of the present invention will be described with reference to FIGS. Also in the case of the steering device of this example, a tilt mechanism for adjusting the vertical position of the steering wheel 1 (see FIG. 7) and a telescopic for adjusting the front-rear position according to the physique and driving posture of the driver. Each mechanism is provided.

  And in order to comprise a telescopic mechanism, the steering column 6a is arranged on the rear side, for example, the front part of the outer column 20a made by die-casting light alloy, and the inner column 21a arranged on the front side. The rear part is slidably fitted so that the entire length can be expanded and contracted. Of these, the outer column 20a is supported so as to be movable in the front-rear direction with respect to the support bracket 15a. A steering shaft 5a, which is rotatably supported inside the steering column 6a and has the steering wheel 1 at one end in the axial direction (rear end, right end in FIG. 1), an outer shaft 46 and an inner shaft 47. Are combined so that torque can be transmitted and expanded and contracted by spline engagement or the like.

  Further, in order to constitute a tilt mechanism, the steering column 6a is supported with respect to the vehicle body 12 (see FIG. 7) so as to be capable of swinging about a tilt shaft 13a installed in the width direction and the outer column. The column 20a is supported so as to be movable in the vertical direction with respect to the support bracket 15a.

  Further, in order to support the outer column 20a so as to be movable in the front-rear direction and the vertical direction with respect to the support bracket 15a, a slit 22a is formed in an axially extending state on the upper surface of the front end portion of the outer column 20a. Thus, the inner diameter of the front end portion of the outer column 20a can be elastically expanded / contracted. A pair of left and right sandwiched plate portions 23a and 23a is provided on the upper surface of the front end portion of the outer column 20a at a portion sandwiching the slit 22a from both the left and right sides, and the displacement bracket 14a is formed by the both sandwiched plate portions 23a and 23a. Is configured. Further, through holes 19a and 19a that are long in the axial direction (front-rear direction) of the outer column 20a are formed in both of the sandwiched plate portions 23a and 23a.

  On the other hand, the support bracket 15a is made of a metal plate having sufficient rigidity, such as steel or an aluminum alloy, and includes a mounting plate portion 16a and a pair of support plate portions 17a and 17a. The mounting plate portion 16a is a flat plate and is normally supported with respect to the vehicle body 12. However, in the event of a collision accident, the mounting plate portion 16a is detached forward based on the impact of a secondary collision, and the outer column 20a. Is allowed to move forward. For this purpose, a pair of locking notches are formed in an open state at the rear edge of the mounting plate portion 16a. The locking capsules 48 and 48 fixed to the vehicle body 12 are locked to the both locking notches by fixing members such as bolts or studs. Both the locking capsules 48, 48 are provided with locking grooves for engaging the left and right side edges of the locking notches on the left and right side surfaces, respectively, and the fixing members are inserted through the center portion. Each through hole is formed.

The support plate portions 17a and 17a are provided in parallel to each other in a state of hanging from the mounting plate portion 16a. Of these two support plate portions 17a, 17a, the upper and lower portions are respectively positioned at positions facing each other in the width direction (positions aligned with each other) and with a portion in the front-rear direction of both the through holes 19a, 19a. Tilt slots 18a, 18a that are long in the direction are formed. A flange-shaped member 24a is inserted in the width direction through the through holes 19a and 19a and the long holes 18a and 18a for both tilts.
In the case of the steering device of this example, since the telescopic mechanism for adjusting the front-rear position of the steering wheel 1 is provided, the both support plate portions 17a, 17a have long through holes 19a, 19a. However, if the telescopic mechanism is not provided, a simple circular hole is used.

  An adjustment lever 25a is provided at one axial end portion (left end portion in FIG. 2) of the flange-shaped member 24a, and one of the adjustment lever 25a and the support plate portions 17a and 17a (left side in FIG. 2). A cam device 27a whose axial dimension can be expanded and contracted by the adjusting lever 25a and a leaf spring 49 corresponding to the speed reduction member described in the claims are provided between the outer surface of the support plate portion 17a. . A nut 40a is screwed to the other axial end of the flange-shaped member 24a. The inner surface of the nut 40a and the inner surface of the nut 40a among the support plate portions 17a and 17a. A thrust bearing 41a is disposed between the outer surface of the other (right side in FIG. 2) support plate portion 17a. In the case of this example, the nut 40a functions as the anchor portion 26a. Cylindrical telescopic spacers 50 and 50 are disposed around the flange-shaped member 24a and in portions located inside the through holes 19a and 19a, respectively. In the case of this example, with such a configuration, the cam device 27a is expanded or contracted in the axial direction based on the swing of the adjustment lever 25a. The interval can be enlarged or reduced.

  Although the detailed illustration of the thrust bearing 41a is omitted, a pair of ring-shaped race rings and a plurality of needles (cylindrical rollers) arranged radially between the race rings. It is a thrust needle bearing provided with. In the thrust bearing 41a, the dimensions of each part are set so that there is a gap inside the cam device 27a in the unlocked state. For this reason, the thrust bearing 41a gradually reduces the internal clearance at the stage where the cam device 27a is switched from the unlocked state to the locked state (the stage where the driving side guide slope 42a and the driven side guide slope 43a are in sliding contact). At the same time, the needles start to roll and continue to roll until the needles are locked. Therefore, by providing the thrust bearing 41a, the frictional force generated when the cam device 27a is switched from the unlocked state to the locked state can be reduced, and the rotating operation of the adjusting lever 25a can be smoothed. .

  In the case of this example, the expansion / contraction device 51a is constituted by the adjusting lever 25a, the cam device 27a, and the leaf spring 49, which are arranged at one end portion in the axial direction of the flange-shaped member 24a. Of these, the adjustment lever 25a is operated to swing when the driver adjusts the vertical position or the front-rear position of the steering wheel 1. The adjusting lever 25a having such a function is made of a metal plate obtained by press-molding a steel plate or a stainless steel plate, and is formed in a long shape (a strip plate shape) that is bent into a substantially crank shape. Accordingly, it is arranged on the rear side (driver's seat side) in the front-rear direction and in a state of extending downward. Further, a straight base 52 is provided in the front end portion (upper end portion) of the adjusting lever 25a. The base 52 has a substantially rectangular shape penetrating in the thickness direction. A mounting hole 53 is provided. The adjusting lever 25a having such a configuration is fixed to a driving cam 29a, which will be described later, constituting the cam device 27a by using the mounting hole 53 so as not to be relatively rotatable. Thus, by swinging the adjusting lever 25a, the driving cam 29a can be rotated relative to a driven cam 30a, which will be described later, constituting the cam device 27a. In the case of this example, with the adjustment lever 25a in the state shown in FIG. 1, the cam device 27a is locked, and the adjustment lever 25a is swung in the unlocking direction (clockwise in FIGS. 1 and 5). When the position of the tip of the adjusting lever 25a is moved downward from the position shown in FIG. 1, the cam device 27a is switched to the unlocked state.

The cam device 27a is configured by combining a drive side cam 29a and a driven side cam 30a, and is disposed around a portion near one end of the flange-shaped member 24a in the axial direction.
Of these, the drive side cam 29a is made of sintered metal, has a center hole 31a through which the flange-shaped member 24a is inserted, and has a circular plate shape as a whole. Further, on the inner side surface of the drive side cam 29a (the right side surface in FIG. 2, the surface in FIG. 4A), a drive side cam surface 33a, which is an uneven surface in the circumferential direction, is formed. On the other hand, on the outer side surface of the drive side cam 29a (the left side surface in FIG. 2, the surface in FIG. 4B), the base end portion of the adjustment lever 25a is fitted and fixed outside. A drive-side engagement convex portion 54 having a substantially rectangular shape when viewed from the front is provided.

  The drive-side cam surface 33a is directed inward in the width direction from a flat drive-side reference surface 35a and a plurality of equally spaced circumferential positions (four in the illustrated example) of the drive-side reference surface 35a. Protruding drive side convex portions 36a and 36a having a substantially trapezoidal cross section are provided. Of the both circumferential side surfaces of each drive-side convex portion 36a, on the front side with respect to the unlocking direction, which is the rotational direction of the drive-side cam 29a when switching to the unlocked state, a drive-side stopper surface 44a is provided. Similarly, drive-side guide slopes 42a are formed on the rear side. The drive-side guide slope 42a and the drive-side stopper face 44a have opposite inclination directions with respect to the circumferential direction, and the drive-side guide slope 42a has a tilt angle of 30 to 50 degrees with respect to the drive-side reference face 35a. The drive-side stopper surface 44a is about 70 to 85 degrees. The inclination angle of the drive side stopper surface 44a corresponds to the draft required for taking out the drive side cam 29a from the mold.

  Such a drive-side cam 29a is coupled and fixed to the base end portion of the adjusting lever 25a so as to reciprocate as the adjusting lever 25a reciprocates. For this purpose, the mounting hole 53 formed in the base end portion (base portion 52) of the adjustment lever 25a is fitted into the drive side engagement convex portion 54 provided on the outer surface of the drive side cam 29a. It is combined. Further, in the case of this example, the base end portion of the adjusting lever 25a and the one axial end portion of the flange-like member 24a are engaged with each other so as not to rotate relative to each other by an uneven fitting or the like (not shown). Thereby, in the case of this example, the said drive side cam 29a is comprised so that rotation synchronizing with the said hook-shaped member 24a is possible. However, when carrying out the present invention, it is possible to adopt a configuration in which the drive side cam is externally fitted to the flange-like member so as to be rotatable relative to the structure shown in FIG. 9 described above.

  The driven cam 30a is made of sintered metal and has a center hole 32a through which the flange-shaped member 24a is inserted, like the driving cam 29a, and has a circular plate shape as a whole. . Further, on the outer side surface of the driven side cam 30a (the left side surface in FIG. 2, the surface in FIG. 4C), a driven cam surface 34a that is an uneven surface in the circumferential direction is formed. On the other hand, on the inner side surface of the driven cam 30a (the right side surface in FIG. 2 and the surface in FIG. 4D), an elliptical driven surface having a pair of linear portions protruding inward in the width direction. A side engagement convex portion 55 is provided. The outer side surface in the front-rear direction of the driven side engaging convex portion 55 is a tilt elongated hole 18a formed in one support plate portion 17a (left side in FIG. 2) facing the inner side surface of the driven side cam 30a. It has a shape along the inner side surface in the front-rear direction.

  The driven-side cam surface 34a is a flat surface-like driven-side reference surface 37a and a cross section protruding outward in the width direction from a plurality of circumferentially equidistant portions of the driven-side reference surface 37a. It has a substantially trapezoidal shape and has the same number of driven side convex portions 38a and 38a as the respective driving side convex portions 36a and 36a. Of the two circumferential side surfaces of each driven-side convex portion 38a, a driven-side guide slope 43a is formed on the front side with respect to the unlocking direction, and a driven-side stopper surface 45a is formed on the rear side. Has been. The driven-side guide slope 43a and the driven-side stopper face 45a have opposite inclination angles with respect to the circumferential direction, and the magnitude of the inclination angle with respect to the driven-side reference face 37a is determined by the driven-side guide slope 43a. It is about 30 to 50 degrees, and the driven-side stopper surface 45a is about 70 to 85 degrees. In addition, the inclination angles of the driven side guide slope 43a and the driven side stopper face 45a are substantially the same as the inclination angles of the drive side guide slope 42a and the drive side stopper face 44a except for manufacturing errors. . As in the case of the driving side stopper surface 44a, the inclination angle of the driven side stopper surface 45a corresponds to the draft required for taking out the driven side cam 30a from the mold.

  Such a driven cam 30a is externally fitted to the hook-like member 24a so as to be capable of relative rotation with respect to the hook-like member 24a and relative displacement in the axial direction of the hook-like member 24a. The side engaging convex portion 55 is engaged with the tilt long hole 18a of the one support plate portion 17a so that only displacement along the tilt long hole 18a is possible. Therefore, the driven cam 30a can be moved up and down along the long slot 18a for tilting, but the inner side surface in the front-rear direction of the long slot 18a for tilting the one support plate 17a and the driven side engagement Except for the rotation of the gap existing between the convex portion 55 and the outer surface in the front-rear direction, it does not rotate about its own axis.

  In the case of this example, the leaf spring 49, which is a speed reducing member, is combined with the cam device 27a having the above-described configuration. The plate spring 49 is manufactured by pressing one elastic metal plate such as a spring steel plate or a stainless steel plate, and has a substantially rectangular plate-like substrate portion 56 and a base end portion of the substrate portion 56. Are provided in a continuous state, and a single cantilever-like deceleration arm portion 57 is provided.

  An oblong engagement hole 58 having a pair of straight portions penetrating in the plate thickness direction (axial direction) is formed in the intermediate portion in the vertical direction of the substrate portion 56. On the other hand, the driven side engaging convex portion 55 formed on the inner side surface of the driven side cam 30a is press-fitted (non-circular fitting) without rattling. In the case of this example, with such a configuration, the leaf spring 49 (substrate portion 56) is supported so as not to rotate relative to the driven cam 30a. The substrate portion 56 is sandwiched in the width direction between the inner surface of the driven cam 30a and the outer surface of the one support plate 17a.

  The speed reduction arm portion 57 has a base end portion, which is an upper end portion, continued to an upper end portion of the base plate portion 56 located above the cam device 27a, and serves as a center of rotation of the adjustment lever 25a. The imaginary line L (see FIGS. 3 and 5) passing through the central axis of the member 24a extends downward in the vertical direction, and the distal end, which is the lower end, is positioned below the cam device 27a. . For this reason, the deceleration arm portion 57 is provided with a base end portion on the upper side with the virtual line L in between and a tip portion on the lower side. The deceleration arm portion 57 is substantially L-shaped, and is provided in a state in which it is bent at a right angle with respect to the take-out portion 59 provided in a state continuous to the substrate portion 56. Arm body 60 is provided.

  The take-out portion 59 is substantially trapezoidal plate-like, and is disposed in front of the substrate portion 56 on the same virtual plane as the substrate portion 56 and is continuous with the upper end portion of the substrate portion 57. Yes. Further, the rear side surface of the intermediate portion or the lower end portion of the take-out portion 59 is inclined in the forward direction as it goes downward, so that the rear side surface of the take-out portion 59 and the front side surface of the substrate portion 56 A wedge-shaped gap 61 is provided between them.

  On the other hand, the arm main body 60 is provided in a state of being bent at a right angle outward in the width direction from the front end edge portion of the take-out portion 59 and extending downward. Of the arm main body 60, the continuous portion 62 whose width direction inner end portion is continuous with the take-out portion 59 has a width direction dimension that is substantially constant over the entire length, whereas the width direction inner end portion is the holding portion. The discontinuous part 63 that is not continuous with the protruding part 59 (located below the take-out part 59) has a smaller width dimension as it goes downward. The width of the arm main body 60 is such that the outer end of the arm main body 60 and the outer surface of the adjusting lever 25a are in a width state when the cam device 27a is in a locked state (a state in which the axial dimension is expanded). It is restricted so that it exists at almost the same position with respect to the direction. Therefore, the arm main body 60 is arranged so as to cover the front side surface 68 of the upper end portion or the intermediate portion of the base portion 52 constituting the adjusting lever 25a from the front. Here, in the case of the structure of this example, the front side of the adjustment lever 25a in the front-rear direction and the front side of the adjustment lever 25a in the unlocking direction coincide with each other, It can be said that it is located on the front side with respect to the unlocking direction in the periphery of the adjusting lever 25a.

  Further, the discontinuous portion 63 constituting the arm main body 60 is a first inclined portion that is gently inclined (for example, about 5 to 15 degrees) in a direction approaching the front side surface 68 of the base portion 52 toward the lower side (tip side). 64, a second inclined portion 65 inclined in a direction away from the front side surface 68 of the base portion 52 as it goes downward (for example, about 30 to 50 degrees), and between the first and second inclined portions 64 and 65. And a bent portion 66 provided in the portion. The bent portion 66 is located on the rearmost side (position close to the front side surface 68 of the base portion 52) among the discontinuous portions 63.

In the case of this example, the position (vertical direction position and front-rear direction position) of the bent portion 66 provided at the distal end portion of the deceleration arm portion 57 is regulated as follows. First, as shown in FIGS. 5A and 6A, the operating position of the adjusting lever 25a is set so that the tip end surface of the driving convex portion 36a of the driving side cam 29a and the driven side cam. A circumferential clearance 67 is formed between the bent portion 66 and the front side surface 68 of the base portion 52 in a state where it is positioned at a lock position where it abuts against the front end surface of the driven side convex portion 38a of 30a. Further, the position of the bent portion 66 is restricted. In addition, as shown in FIG. 6B, the adjustment lever 25a is swung downward to switch the cam device 27a from the locked state to the unlocked state (for example, the state immediately before unlocking). The position of the bent portion 66 is regulated so that the circumferential gap 67 becomes zero and the bent portion 66 and the front side surface 68 of the base 52 come into contact with each other.
In addition, the size of the included angle between the bent portion 66 and the front side surface 68 of the base 52, which corresponds to the size of the circumferential gap 67 in the locked state, determines that the cam device 27a is in the locked state. It is set smaller than the rotation angle of the adjusting lever 25a when switching to the unlocked state.

  Also in the case of this example having the above-described configuration, in order to make the height position and the front-rear position of the steering wheel 1 adjustable, the adjustment lever 25a is moved downward (clockwise in FIGS. 1 and 5). And the drive cam 29a is rotated in the unlocking direction. Then, as shown in FIG. 6C, the drive-side convex portions 36a, 36a and the driven-side convex portions 38a, 38a are alternately arranged in the circumferential direction (unlocked state). Thus, the axial dimension of the cam device 27a is shortened, and the distance between the driven cam 30a and the anchor portion 26a (nut 40a) corresponding to the pressing portion described in the claims is widened. As a result, the surface pressure of the abutting portion between the inner side surfaces of the support plate portions 17a and 17a and the outer side surfaces of the sandwiched plate portions 23a and 23a, the inner peripheral surface of the front end portion of the outer column 20a, and the inner The contact pressure with the outer peripheral surface of the rear end of the column 21a is reduced or lost. In this state, the vertical position of the steering wheel 1 can be adjusted within a range in which the flange-shaped member 24a can move within the long tilt holes 18a and 18a. Further, the front-rear position of the steering wheel 1 can be adjusted within a range in which the hook-shaped member 24a can move within the through holes 19a, 19a.

  On the other hand, in order to hold the steering wheel 1 at the adjusted height position and the front-rear position, the steering wheel 1 is moved to the desired height position and the front-rear position, and then the adjustment lever 25a is moved upward ( Swing in the counterclockwise direction in FIGS. Then, as shown in FIG. 6A, the front end surfaces of the drive side convex portions 36a and 36a and the front end surfaces of the driven side convex portions 38a and 38a are in contact with each other (locked state). ), The axial dimension of the cam device 27a is expanded, and the distance between the inner surfaces of the support plate portions 17a, 17a is reduced. In this state, the surface pressure of the contact portion between the inner side surfaces of the both support plate portions 17a and 17a and the outer side surfaces of the sandwiched plate portions 23a and 23a, the inner peripheral surface of the front end portion of the outer column 20a, and the The contact pressure with the outer peripheral surface of the rear end portion of the inner column 21a is increased, and the steering wheel 1 can be held at the adjusted height position and front-rear position.

In particular, according to the steering device of this example, as shown in FIGS. 5A to 5B and FIGS. 6A to 6C, when the cam device 27a is switched from the locked state to the unlocked state. In addition, the rotational speeds of the adjusting lever 25a and the driving cam 29a can be reduced smoothly, and the generation of abnormal noise can be effectively prevented.
That is, in the case of this example, when the adjusting lever 25a is rotated in the unlocking direction, the driving side stopper surface 44a of each driving side convex portion 36a provided on the driving side cam 29a and the covered surface Prior to the contact (collision) with the driven-side stopper surface 45a of the driving-side cam 30a, the front side surface of the base portion 52 constituting the adjusting lever 25a is provided at the distal end side portion of the speed reduction arm portion 57. Further, the first inclined portion 64 of the deceleration arm portion 57 is bent and deformed by being brought into contact with the bent portion 66. As a result, the urging force (braking force) applied to the adjusting lever 25a from the deceleration arm 57 (first inclined portion 64) is gradually increased, and the rotational speeds of the adjusting lever 25a and the driving cam 29a are reduced. You can make it. Therefore, according to the structure of this example, when switching from the locked state to the unlocked state, the rotational speeds of the adjustment lever 25a and the drive side cam 29a can be reduced smoothly. Accordingly, it is possible to prevent the front end surface of each drive-side convex portion 36a from colliding with the driven-side reference surface 37 vigorously and the front end surface of each driven-side convex portion 38 to the drive-side reference surface 35. It is possible to prevent a collision with the momentum. Further, it is possible to prevent the driving side stopper surface 44a from colliding with the driven side stopper surface 45a vigorously. As a result, it is possible to effectively prevent the generation of abnormal noise (metal hitting sound). In the case of this example, since the leaf spring 49 provided with the speed reducing arm 57 is supported with respect to the driven cam 30a, the vertical and vertical positions of the steering wheel 1 are adjusted. Regardless of this, the positional relationship between the bent portion 66 and the front side surface 68 of the base portion 52 can be made constant. Therefore, a constant urging force can be applied to the adjustment lever 25a regardless of the vertical position and the front-rear position of the steering wheel 1.

  In the case of this example, the deceleration arm portion 57 is extended in a state straddling a virtual line L passing through the rotation center of the adjustment lever 25a, and the base end portion and the distal end portion of the deceleration arm portion 57 are Since the imaginary line L is disposed on the upper side and the lower side, respectively, it is possible to secure a long overall length of the speed reduction arm portion 57 while preventing the installation space of the speed reduction arm portion 57 from increasing. For this reason, the length dimension of the said 1st inclination part 64 which is a part which carries out a deformation | transformation substantially among this deceleration arm part 57 can be ensured, and the spring constant of the said part can be restrained low. . Therefore, it is possible to effectively prevent the biasing force applied to the adjustment lever 25a from becoming excessive. For this reason, while the adjustment lever 25a is being switched from the locked state to the unlocked state, the rotation speed of the adjustment lever 25a decreases rapidly (the force required to rotate the adjustment lever 25a increases rapidly). It is possible to effectively prevent the adjusting lever 25a from rotating (reversing) in the locking direction even if the hand is released with the adjusting lever 25a rotated to the lowest position. Further, the bent portion 66 can be brought into contact with a portion of the adjustment lever 25a far from the rotation center (L) of the adjustment lever 25a. Even if the thickness is not reduced, the spring constant can be kept low, so that the strength of the substrate portion 56 can be easily secured.

  Further, in the case of the present example, the second inclined portion inclined in the direction away from the front side surface 68 of the base portion 52 of the adjusting lever 25a at the tip end side portion of the bent portion 66 of the deceleration arm portion 57. Since 65 is provided, the bent portion 66 can be reliably brought into contact with the front side surface 68 of the base portion 52 when the cam device 27a is switched from the locked state to the unlocked state. For this reason, even when the surface roughness of the shear surface and fractured surface when the front side surface 68 of the base portion 52 is press-molded deteriorates, when the speed reducing arm portion 57 contacts the front side surface 68, It can prevent that the front-end edge part of this deceleration arm part 57 strikes (it catches). Therefore, the smooth operation of the adjusting lever 25a can be ensured.

  In the case of this example, the thickness of the elastic metal plate constituting the leaf spring 49 is changed, or the shape (full length, width dimension, inclination angle) of the speed reduction arm portion 57 is changed as appropriate. The magnitude of the urging force applied to the adjusting lever 25a and the timing for applying the urging force can be easily adjusted. Therefore, the degree of freedom of setting (tuning) related to the operability (operation feeling) of the adjusting lever 25a can be increased. Furthermore, since the leaf spring 49 is composed of a single elastic metal plate, the manufacturing cost of the leaf spring 49 can be reduced.

  In the structure of the embodiment, the example in which the present invention is applied to the structure having both the tilt adjusting mechanism and the telescopic adjusting mechanism is shown. However, the present invention is implemented with the structure having only the tilt adjusting mechanism. You can also do it. Further, according to the present invention, particularly when the outer column is made of an aluminum alloy die-cast as in the structure shown in FIGS. 1 and 2, the elastic restoring force by the pair of sandwiched plate portions constituting the displacement bracket is obtained. Since the rotation speed of the adjusting lever and the drive cam is likely to be increased, the effect when the expansion / contraction apparatus of the present invention is combined is increased.

  Further, in the above-described embodiment, the structure in which the cam device is switched from the locked state to the unlocked state by swinging the adjusting lever downward has been described as an example. The cam device can also be applied to a structure that switches from the locked state to the unlocked state by swinging upward. In addition, when such a configuration is adopted, the speed reduction arm portion constituting the speed reduction member is disposed on the rear side of the adjustment lever in the front-rear direction, contrary to the example of the embodiment.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Tie rod 5, 5a Steering shaft 6, 6a Steering column 7 Universal joint 8 Intermediate shaft 9 Universal joint 10 Electric motor 11 Housing 12 Car body 13, 13a Tilt shaft 14, 14a Displacement bracket 15, 15a Support bracket 16, 16a Mounting plate portion 17, 17a Support plate portion 18, 18a Tilt slot 19, 19a Through hole 20, 20a Outer column 21, 21a Inner column 22, 22a Slit 23, 23a Holding plate portion 24, 24a Hook-like member 25, 25a Adjusting lever 26, 26a Anchor part 27, 27a Cam device 28 First engagement convex part 29, 29a Drive side cam 30, 30a Driven side cam 31, 31a Center hole 32, 32a Center hole 33 , 33 a Drive side cam surface 34, 34a Driven side cam surface 35, 35a Drive side reference surface 36, 36a Drive side convex portion 37, 37a Drive side reference surface 38, 38a Drive side convex portion 39 Second engagement convex portion 40, 40a Nut 41, 41a Thrust bearing 42, 42a Drive-side guide slope 43, 43a Drive-side guide slope 44, 44a Drive-side stopper face 45, 45a Drive-side stopper face 46 Outer shaft 47 Inner shaft 48 Locking capsule 49 Leaf spring 50 Telescopic spacer 51 Enlarging / contracting device 52 Base 53 Mounting hole 54 Driving side engaging convex part 55 Driven side engaging convex part 56 Substrate part 57 Deceleration arm part 58 Engaging hole 59 Bringing part 60 Arm body 61 Gap 62 Continuous Part 63 Discontinuous part 64 First inclined part 65 Second inclined part 66 Bent part 67 Circumferential clearance 68 Front side surface

Claims (6)

An expansion / contraction device including a cam device, an adjustment lever, and a speed reduction member,
Of these, the cam device is provided with a driving cam surface which is an uneven surface in the circumferential direction on one side surface in the axial direction, and is opposed to the driving cam surface which is rotatably supported, and the driving cam surface in the axial direction. A driven cam surface that is an uneven surface in the circumferential direction is provided on the other side surface in the axial direction, and includes a driven cam that is supported so as not to rotate,
By rotating the driving cam relative to the driven cam, a plurality of driving protrusions provided on the driving cam surface and a plurality of driven provided on the driven cam surface It is possible to switch between an unlocked state in which side convex portions are alternately arranged in the circumferential direction and a locked state in which the front end surface of each driving side convex portion and the front end surface of each driven side convex portion are abutted. Is,
The adjusting lever supports the base end of the adjusting lever so as not to rotate relative to the driving cam, and rotates the driving cam relative to the driven cam;
The deceleration member is made of an elastic metal plate and is supported so as not to rotate relative to the driven cam, and when the cam device is switched from the locked state to the unlocked state around the adjustment lever. On the front side with respect to the unlocking direction, which is the rotation direction of this adjustment lever, a speed reduction arm portion having its tip portion disposed is provided,
A circumferential clearance is provided in the locked state between the adjusting lever and the tip of the speed reduction arm, and when the lock is switched from the locked state to the unlocked state, the lock of the adjusting lever With respect to the release direction, the front side surface abuts against the tip side portion of the speed reduction arm portion, and the speed reduction arm portion is bent and deformed to gradually increase the urging force applied from the speed reduction arm portion to the adjustment lever. An expansion / contraction device characterized by reducing the rotation speed of the adjusting lever.   The deceleration arm portion extends in a state straddling an imaginary line passing through the rotation center of the adjusting lever, a proximal end portion is provided on one side across the imaginary line, and a distal end portion is provided on the other side. The expansion / contraction apparatus according to claim 1.   The expansion / contraction apparatus according to claim 1, wherein the speed reduction member is made of spring steel.   4. The device according to claim 1, wherein a tip end portion of the deceleration arm portion is inclined in a direction away from a side surface on the front side with respect to the unlocking direction in the adjustment lever as the tip end side is approached. The expansion / contraction device described in the item.   The speed reduction member includes a base plate portion and the speed reduction arm portion provided in a state continuous with the base plate portion, and an engagement hole provided in the base plate portion includes the driven cam, 5. The method according to claim 1, wherein a non-circular fitting is performed on a driven side engaging convex portion provided on a side surface opposite to the driven side cam surface with respect to the axial direction. The described expansion / contraction device. A steering column that swings and displaces around a tilt axis arranged in the width direction;
A steering shaft that is rotatably supported inside the steering column and fixes a steering wheel to a portion protruding from the end opening of the steering column;
A displacement bracket provided at an axially intermediate portion of the steering column;
A mounting plate portion provided on the upper portion and a pair of support plate portions hanging downward from the mounting plate portion, the mounting plate portion being sandwiched from both sides in the width direction by the both support plate portions. A support bracket supported by the vehicle body by
A pair of long slots for tilt provided in the parts of the two support plates that are aligned with each other;
A through-hole formed in a state of penetrating in the width direction in a portion of the displacement bracket that is aligned with a part of the two elongated holes for tilting;
The two elongated holes for tilting, and a bowl-shaped member inserted through the two through holes in the width direction;
A pressing portion provided in a portion protruding from the outer surface of one of the support plate portions at one end portion of the hook-shaped member;
An anchor portion provided at a portion protruding from the outer surface of the other support plate portion of the two support plate portions at the other end portion of the flange-shaped member,
An expansion / contraction device that expands / contracts an interval between the anchor portion and the pressing portion,
In the steering wheel position adjustment device,
The said expansion / contraction apparatus is the expansion / contraction apparatus described in any one of Claims 1-5, The said adjustment lever which comprises this expansion / contraction apparatus is provided in the one end part of the said hook-shaped member, The cam device constituting the expansion / contraction device is provided in a portion between the adjusting lever and the outer surface of the one support plate portion, and the driven cam constituting the cam device functions as the pressing portion. The drive cam constituting the cam device is supported in a state that allows rotation around the hook-shaped member and suppresses displacement of the hook-shaped member toward one end. Steering wheel position adjustment device characterized by things.

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