JP2021154891A - Shock absorbing member and damping device - Google Patents

Abstract

To prevent degradation in the durability of a damper device.SOLUTION: A shock absorbing member 10 arranged between a flange-like part 84 with an annular surface overhanging from an outer-peripheral surface of a shaft 40 moving in the axial direction and an annular receiving part 98 overhanging to the shaft 40 side from an outer-peripheral surface of a cylindrical housing 34 housing the shaft 40, includes: an annular elastic body 12 surrounding the shaft 40 between an annular surface 84a and the receiving part 98 and facing the inner-peripheral surface of the housing 34; and an annular body 11 installed on the elastic body 12 and facing the annular surface 84a and has higher rigidity than the elastic body 12. The annular body 11 has a supporting part 111 facing the annular surface 84a and a protrusion part 112 invading into the elastic body 12 from an opposing surface to the elastic body 12 in the support part 111.SELECTED DRAWING: Figure 2

Description

The present invention relates to a shock absorbing member and a damper device.

For example, a damper device is provided in a steering device installed in various vehicles such as an automobile. For example, in Patent Document 1, a rack end mounted on an end portion of a shaft and having an outer diameter larger than the outer diameter of the shaft, a stopper portion axially opposed to the axial end surface of the rack end, and a shaft. A damper device including a shock absorbing member arranged between a rack end and a stopper portion in the axial direction of the above is disclosed.

Japanese Unexamined Patent Publication No. 2018-96410

In the damper device described in Patent Document 1, when the elastic body is compressed to the rack end via the holding plate, the compressed elastic body is compressed in the space surrounded by the large-diameter accommodating portion, the holding plate, and the ring plate. Is full. As a result, an excessive load is applied to various parts defining the space, which may reduce the durability of the damper device.

In view of the above circumstances, an object of the present invention is to suppress a decrease in the durability of the damper device.

The shock absorbing member according to one aspect of the present invention includes a flange-shaped portion having an annular surface protruding from the outer peripheral surface of the shaft that moves in the axial direction, and the shaft from the inner peripheral surface of the tubular housing that accommodates the shaft. An annular shock absorbing member arranged between an annular receiving portion that projects to the side, that surrounds the shaft between the annular surface and the receiving portion, and faces the inner peripheral surface of the housing. An elastic body and an annular body provided on the elastic body and facing the annular surface and having a higher rigidity than the elastic body are provided, and the annular body faces the annular surface. It has a support portion and a protrusion that enters the elastic body from a surface of the support portion that faces the elastic body.

The damper device according to one aspect of the present invention has a flange-shaped portion having an annular surface protruding from the outer peripheral surface of the shaft that moves in the axial direction, and the shaft side from the inner peripheral surface of the cylindrical housing that accommodates the shaft. It includes an annular receiving portion that projects to the surface and a shock absorbing member that is arranged between the flange-shaped portion and the receiving portion, and the shock absorbing member is provided between the annular surface and the receiving portion. An annular body that surrounds the shaft and faces the inner peripheral surface of the housing, and an annular body that is provided on the elastic body and faces the annular surface and has higher rigidity than the elastic body. The annular body has a support portion facing the annular surface and a protrusion portion of the support portion that enters the elastic body from the surface facing the elastic body.

According to the present invention, the decrease in durability of the damper device is suppressed.

It is sectional drawing which shows the structural example of the steering apparatus which concerns on 1st Embodiment. It is sectional drawing which shows the area E1 of FIG. 1 enlarged. It is a perspective view which shows the structural example of a shock absorbing member. It is sectional drawing which shows the structural example of the shock absorbing member. It is sectional drawing which shows how the shock absorbing member of a conventional damper device absorbs a shock. It is sectional drawing which shows how the shock absorbing member of a conventional damper device absorbs a shock. It is sectional drawing which shows how the shock absorbing member of this embodiment absorbs a shock. It is a graph which shows the relationship between the displacement and the reaction force of the shock absorbing member of this embodiment and the conventional shock absorbing member. It is sectional drawing which shows the structural example of the shock absorbing member which concerns on 2nd Embodiment. It is sectional drawing which shows the structural example of the shock absorbing member which concerns on 2nd Embodiment. It is sectional drawing which shows the structural example of the shock absorbing member which concerns on 2nd Embodiment. It is a graph which shows the relationship between the displacement of the shock absorbing member and the spring constant which concerns on 2nd Embodiment. It is sectional drawing which shows the structural example of the shock absorbing member which concerns on the modification.

A: First Embodiment FIG. 1 is a cross-sectional view showing a configuration example of the steering device 22 according to the first embodiment. The steering device 22 is an electric power steering device that assists the driver in steering in a vehicle such as an automobile. The steering device 22 includes a damper device 20, a steering mechanism 24, a steering mechanism 26, a housing 34, and a steering assist device 28. The damper device 20 will be described later. The steering device 22 is a device that steers the steering wheel 48 by moving the steering shaft 40 in the axial direction. The above-mentioned "steering" means that the traveling direction of the vehicle changes as the steering shaft 40 moves in the axial direction. Further, the "axial direction" is the extending direction of the steering shaft 40. The definitions of "steering" and "axial direction" described above are the same in the following description.

The steering mechanism 24 includes a steering wheel 30 and a steering shaft 32. The steering wheel 30 is a steering wheel that is rotated by the driving operation of the driver, and is rotatably supported by the steering shaft 32. The steering wheel 30 transmits torque (rotational force by which the driver turns the steering wheel 30) applied by the driver's driving operation to the steering shaft 32.

The steering shaft 32 is configured to be rotatable while being held by the housing 34. The steering shaft 32 rotates following the rotation of the steering wheel 30. As shown in FIG. 1, a steering wheel 30 is connected to one end of the steering shaft 32. A pinion gear 36 is formed at the other end of the steering shaft 32.

The steering mechanism 26 has a steering shaft 40. Steering wheels 48 are connected to both ends of the steering shaft 40. As shown in FIG. 1, the steering shaft 40 is provided with a rack gear 38 along the axial direction. The steering shaft is an example of a "shaft". The rack gear 38 meshes with the pinion gear 36. That is, the rack gear 38 and the pinion gear 36 form a rack and pinion mechanism. As a result, the steering shaft 40 moves in the axial direction following the rotation of the steering shaft 32.

As shown in FIG. 1, ball joints 42 are provided at both ends of the steering shaft 40. The ball joint 42 has a ball stud 92 (see FIG. 2), which will be described later. A tie rod 44 is swingably connected to the ball joint 42. A steering wheel 48 is connected to the tie rod 44 via a knuckle arm 46. The steering wheel 48 is a wheel that is steered by the axial movement of the steering shaft 40.

The housing 34 is a cylindrical housing and accommodates the steering shaft 40. The housing 34 is fixed to a vehicle body (not shown). As shown in FIG. 1, the housing 34 has a first housing portion 64 and a second housing portion 66. The inner diameter of the first housing portion 64 is slightly larger than the diameter of the steering shaft 40. As shown in FIG. 1, an insertion portion 68 is integrally formed in the first housing portion 64. The second housing portion 66 is integrally formed with the first housing portion 64. The inner diameter of the second housing portion 66 is sufficiently larger than the diameter of the steering shaft 40. The ball screw mechanism 50 and the transmission mechanism 54 are housed in the second housing portion 66.

The steering assist device 28 includes a ball screw mechanism 50, an electric motor 52, a transmission mechanism 54, a torque sensor 70, and an ECU (Engine Control Unit) 72.

The torque sensor 70 is provided on the steering shaft 32. The torque sensor 70 is electrically connected to the ECU 72 via the wiring 76. The wiring 76 is, for example, a wire harness. The torque sensor 70 outputs a signal to the ECU 72 according to the amount of rotation of the steering shaft 32. The ECU 72 and the electric motor 52 are housed in the case 74. As shown in FIG. 1, the case 74 is arranged at a position near the second housing portion 66 and is fixed to the housing 34.

The ECU 72 detects the torque (rotational force by which the driver turns the steering wheel 30) applied to the steering wheel 30 by the driver based on the signal acquired from the torque sensor 70. The ECU 72 controls the rotation speed of the electric motor 52 based on the torque. The torque of the electric motor 52 is transmitted to the transmission mechanism 54.

The steering assist device 28 transmits the torque of the electric motor 52 to the ball screw mechanism 50 via the transmission mechanism 54. The ball screw mechanism 50 converts the torque into a force that moves the steering shaft 40 in the axial direction. As a result, the steering mechanism 26 is provided with an auxiliary force for steering the steering wheel 48. Therefore, the load when the driver operates the steering wheel 30 to steer the vehicle is reduced.

Next, the damper device 20 of this embodiment will be described. FIG. 2 is an enlarged cross-sectional view showing the region E1 of FIG. The damper device 20 has a flange-shaped portion 84, a receiving portion 98, and a shock absorbing member 10. The damper device 20 is provided at both ends of the steering shaft 40, but in the following description, the damper device 20 provided at one end of the steering shaft 40 will be described as a representative.

The flange-shaped portion 84 is a stud end attached to one end of the steering shaft 40. As shown in FIG. 2, the outer diameter of the flange-shaped portion 84 is larger than the diameter of the steering shaft 40. The flange-shaped portion 84 has an annular surface 84a that projects outward from the outer peripheral surface of the steering shaft 40. The “outer diameter” is a direction orthogonal to the central axis C of the steering shaft 40 and away from the central axis C. Further, in the following description, the direction orthogonal to the central axis C of the steering shaft 40 and toward the central axis C from the housing 34 side is defined as "inward diameter". Further, in the following description, the direction orthogonal to the central axis C of the steering shaft 40 is referred to as the "diameter direction".

As shown in FIG. 2, a cylindrical recess 86 is provided at one end of the steering shaft 40. A female screw (not shown) is formed on the inner peripheral surface of the recess 86. Further, the brim-shaped portion 84 has a convex portion 88 protruding from the annular surface 84a. The convex portion 88 is formed in a columnar shape. A male screw (not shown) is formed on the outer peripheral surface of the convex portion 88. The male screw formed on the outer peripheral surface of the convex portion 88 meshes with the female screw formed on the inner peripheral surface of the concave portion 86. That is, the convex portion 88 is screwed into the concave portion 86. As a result, the flange-shaped portion 84 is connected to one end of the steering shaft 40.

The brim-shaped portion 84 has an opening 90 as shown in FIG. The opening 90 is a bottomed hole that opens on the ball stud 92 side. The opening 90 is provided on the side of the collar-shaped portion 84 opposite to the convex portion 88. The opening 90 accommodates a spherical portion 92a provided at one end of the ball stud 92. As shown in FIG. 2, the spherical portion 92a is accommodated in the opening 90 via the cushioning material 94. The ball stud 92 can swing about the central axis C.

The receiving portion 98 is an annular structure that projects inward in diameter from the inner peripheral surface of the housing 34, and is integrally formed with the housing 34. The receiving portion 98 surrounds the outer peripheral surface of the steering shaft 40. The inner diameter of the receiving portion 98 is slightly larger than the diameter of the steering shaft 40. The receiving portion 98 has an annular surface 98a. The annular surface 98a is an end surface of the receiving portion 98 located on the flange-shaped portion 84 side.

As shown in FIG. 2, the housing 34 is provided with a housing portion 96. The accommodating portion 96 is a cylindrical space defined by an annular surface 98a and an inner peripheral surface of the housing 34. The accommodating portion 96 accommodates the collar-shaped portion 84. The inner diameter of the accommodating portion 96 is larger than the outer diameter of the flange-shaped portion 84.

FIG. 3 is a perspective view showing a configuration example of the shock absorbing member 10, and FIG. 4 is a cross-sectional view showing a configuration example of the shock absorbing member 10. As shown in FIG. 3, the shock absorbing member 10 is an annular structure centered on the central axis C. The shock absorbing member 10 is arranged between the annular surface 84a of the flange-shaped portion 84 and the annular surface 98a of the receiving portion 98 in the axial direction. The shock absorbing member 10 of the present embodiment is a member that prevents the annular surface 84a of the flange-shaped portion 84 from directly contacting the annular surface 98a of the receiving portion 98 as the steering shaft 40 moves in the axial direction. ..

As shown in FIGS. 2 and 4, the shock absorbing member 10 has an elastic body 12 and an annular body 11. The elastic body 12 is an annular member that surrounds the outer peripheral surface of the steering shaft 40. The elastic body 12 is pushed into the accommodating portion 96 along the axial direction and abuts on the annular surface 98a of the receiving portion 98. The elastic body 12 faces the inner peripheral surface of the housing 34 in a state of being in contact with the annular surface 98a. The outer diameter of the elastic body 12 is equivalent to the inner diameter of the accommodating portion 96. The elastic body 12 is, for example, a rubber made of a thermosetting or thermoplastic elastomer. Alternatively, the elastic body 12 may be vulcanized rubber.

As shown in FIG. 2, the annular body 11 is provided on the elastic body 12 and surrounds the outer peripheral surface of the steering shaft 40. The annular body 11 is exposed from the elastic body 12. The annular body 11 faces the annular surface 84a of the flange-shaped portion 84 in the axial direction.

The annular body 11 is a plate material embedded in the elastic body 12. The annular body 11 is fixed to the elastic body 12 by being adhered to the elastic body 12. The shock absorbing member 10 is formed by vulcanizing and adhering an elastic body 12 and an annular body 11. Alternatively, the method for manufacturing the shock absorbing member 10 in which the annular body 11 is fixed to the elastic body 12 is not particularly limited, but for example, an insert molding method is used. The annular body 11 is made of a material having a higher rigidity than the elastic body 12. The material is not particularly limited, but is typically a metal material such as iron.

As shown in FIG. 4, the annular body 11 has a support portion 111 and a protrusion 112. The support portion 111 is an annular body that is parallel to the annular surface 84a of the flange-shaped portion 84 and is flat along the radial direction. As shown in FIG. 2, the support portion 111 faces the annular surface 84a in the axial direction.

As shown in FIG. 4, the protrusion 112 is a protrusion of the support 111 that enters the elastic body 12 from the surface 10S facing the elastic body 12. The protrusion 112 is formed in an annular shape about the central axis C of the steering shaft 40. The "entry" means that the protrusion 112 presses the elastic body 12 to deform the elastic body 12 and bite into the elastic body 12. The definition of "entering" is the same in the following description. The protrusion 112 is a portion of the annular body 11 that enters the elastic body 12 from the surface of the support portion 111. As shown in FIG. 4, the protruding portion 112 has a tip portion 112a and an R portion 112b. The tip portion 112a is a region including a curved surface that enters the most elastic body 12 of the annular body 11. The R portion 112b is a region between the tip portion 112a and the support portion 111 of the annular body 11, and has a curved surface. When the annular body 11 is a metal plate, the protrusion 112 is a portion that projects and bends from the surface of the metal plate, as shown in FIG. The protrusion 112 is formed, for example, by press-molding a metal plate. As a result, the annular body 11 can be produced at low cost. Therefore, the manufacturing cost for manufacturing the shock absorbing member 10 can be suppressed.

5 and 6 are cross-sectional views showing how the shock absorbing member 101 of the conventional damper device 201 absorbs the shock. FIG. 7 is a cross-sectional view showing how the shock absorbing member 10 of the damper device 20 of the present embodiment absorbs a shock. The conventional damper device 201 has a flange-shaped portion 841, a receiving portion 981, and a shock absorbing member 101. The damper device 201 has the same configuration as the damper device 20 except for the shock absorbing member 101. As shown in FIGS. 5 and 6, the conventional shock absorbing member 101 has an annular body 110 and an elastic body 121. The annular body 110 is an annular flat plate member that surrounds the outer peripheral surface of the steering shaft 401. As shown in FIGS. 5 and 6, the annular body 110 has no protrusions that enter the elastic body 121. This point is different from the annular body 11 of the present embodiment.

In the conventional shock absorbing member 101, when the steering shaft 401 moves in the axial direction, the flange-shaped portion 841 comes into contact with the annular body 110 as shown in FIG. Then, when the steering shaft 40 further moves in the axial direction, the flange-shaped portion 841 presses the annular body 110 in the axial direction. The annular body 110 presses the elastic body 121 in the axial direction while being pressed axially from the flange-shaped portion 841. As a result, as shown in FIG. 6, the elastic body 121 is deformed by being sandwiched between the annular body 110 and the receiving portion 981. At this time, the compressed elastic body is filled in the space S1 surrounded by the inner peripheral surface of the flange-shaped portion 841 and the housing 341 and the receiving portion 981, and the reaction force exerted by the elastic body 121 on various parts defining the space S1. Rise sharply. As a result, the durability of the damper device 201 is lowered by applying an excessive load from the compressed elastic body 121 to various parts (such as the collar-shaped portion 841 and the receiving portion 981) that define the space S1. There is a risk.

On the other hand, in the shock absorbing member 10 of the present embodiment, as shown in FIG. 7, the protrusion 112 of the annular body 11 has entered the elastic body 12. As a result, when the flange-shaped portion 84 presses the elastic body 12 in the axial direction via the annular body 11, the portion 12b of the elastic body 12 between the protrusion 112 and the housing 34 and the protrusion of the elastic body 12 By locally compressing the portion 12a between the 112 and the outer peripheral surface of the steering shaft 40, the rigidity of the portion 12a and the portion 12b becomes the rigidity of the portion of the elastic body 12 excluding the portion 12a and the portion 12b. The reaction force of the elastic body 12 pushing back the flange-shaped portion 84 is improved. Therefore, even if pressed by the flange-shaped portion 84, the flange-shaped portion 84 is sufficiently pushed back without being excessively deformed in the space S2 defined by the flange-shaped portion 84, the inner peripheral surface of the housing 34, and the receiving portion 98. A reaction force is generated in the elastic body 12. As a result, it is possible to prevent an excessive load from being applied from the compressed elastic body 12 to various parts (such as the collar-shaped portion 84 and the receiving portion 98) that define the space S2. Therefore, it is suppressed that the durability of the damper device 20 is lowered.

FIG. 8 is a graph showing the relationship between the displacement and the reaction force of the shock absorbing member 10 of the present embodiment and the conventional shock absorbing member 101. Here, the "reaction force" shown in FIG. 8 is the pressing force of the shock absorbing member pressing the collar-shaped portion, and the "displacement" is the amount of movement of the steering shaft 40 with respect to the housing 34. With reference to FIG. 8, it can be seen that the shock absorbing member 10 has a higher reaction force than the shock absorbing member 101 in the non-linear region E2. That is, it can be seen that the shock absorbing member 10 and the shock absorbing member 101 have a higher reaction force to push back the flange-shaped portion in the non-linear region E2 even if the displacements are the same. In other words, when comparing the displacements of the shock absorbing member 10 and the shock absorbing member 101 that generate the same reaction force in the non-linear region E2, the shock absorbing member 10 has a smaller displacement than the shock absorbing member 101. This means that the elastic body 12 generates the same reaction force as the elastic body 121 without being deformed from the elastic body 121. Therefore, the elastic body 12 can obtain the same reaction force as the elastic body 121 without being significantly deformed in the space S2. Therefore, the damper device 20 of the present embodiment has the above-mentioned effect of suppressing a decrease in durability as compared with the conventional damper device 201.

B: Second Embodiment FIGS. 9 to 11 are cross-sectional views showing a configuration example of the shock absorbing member 102 according to the second embodiment. In the second embodiment, the same components as those in the first embodiment are designated by the same reference numerals, and the description thereof will be omitted or simplified.

In FIGS. 9 to 11, the range represented by the thick black line in the boundary line between the annular body 11 and the elastic body 12 means the range in which the annular body 11 and the elastic body 12 are adhered to each other, and is represented by a solid line. The range is the range in which the annular body 11 and the elastic body 12 are not adhered to each other.

In the shock absorbing member 102 of the second embodiment, the surface of the tip portion 112a of the surface of the annular body 11 is not adhered to the elastic body 12, and the surface of the support portion 111 is adhered to the elastic body 12. Hereinafter, in the shock absorbing member 102, the surface of the tip portion 112a of the surface of the annular body 11 is not adhered to the elastic body 12, and the surface of the support portion 111 is adhered to the elastic body 12. I will explain.

(Specific example 1)
FIG. 9 is a cross-sectional view of the shock absorbing member 102 according to the first embodiment. As shown in FIG. 9, in the shock absorbing member 102 of the specific example 1, the entire surface of the support portion 111 and the surface of the R portion 112b are adhered to the elastic body 12 among the surfaces of the annular body 11, and the tip portion 112a The surface is not adhered to the elastic body 12.

(Specific example 2)
FIG. 10 is a cross-sectional view of the shock absorbing member 102 according to the second embodiment. In the shock absorbing member 102 of the specific example 2, as shown in FIG. 10, a part of the surface of the support portion 111 and the surface of the R portion 112b is adhered to the elastic body 12 among the surfaces of the annular body 11, and the R portion 112b The other part of the surface of the tip 112a and the surface of the tip 112a are not adhered to the elastic body 12.

(Specific example 3)
FIG. 11 is a cross-sectional view of the shock absorbing member 102 according to the third embodiment. As shown in FIG. 11, in the shock absorbing member 102 of the specific example 3, the surface of the support portion 111 of the surface of the annular body 11 is adhered to the elastic body 12, and the entire surface of the R portion and the surface of the tip portion 112a are attached. Is not adhered to the elastic body 12. According to this configuration, the elastic body 12 swells in the radial direction when pressed axially from the flange-shaped portion 84 via the annular body 11. Then, between the receiving portion 98 and the supporting portion 111, a portion 12a of the elastic body 12 (a portion of the elastic body 12 between the protrusion 112 and the outer peripheral surface of the steering shaft 40) and a portion 12b (elastic body). The portion of 12 between the protrusion 112 and the housing 34) is locally compressed. As a result, the rigidity of the portion 12a and the portion 12b is improved, and the reaction force of the elastic body 12 pushing back the flange-shaped portion 84 is improved.

FIG. 12 is a graph showing the relationship between the displacement of the shock absorbing member 102 and the spring constant according to the second embodiment. Here, the "displacement" shown in FIG. 12 is the amount of movement of the steering shaft 40 with respect to the housing 34, and the "spring constant" is the pressing force of the shock absorbing member 102 pressing the flange-shaped portion 84. It is the value divided by the displacement. The "specified stroke amount" is the amount of movement of the steering shaft 40 with respect to the housing 34, which is a reference when measuring the spring constant of the impact absorbing member 102 according to the first to third examples.

With reference to FIG. 12, when the spring constants of Specific Examples 1 to 3 when the displacement reaches the specified stroke are compared, it can be seen that the spring constants are larger in the order of Specific Example 1 to Specific Example 3. That is, it can be seen that the smaller the area of the R portion 112b that is adhered to the elastic body 12, the larger the spring constant. In other words, as the area of the R portion 112b that is adhered to the elastic body 12 becomes smaller, it can be said that the reaction force that the elastic body 12 pushes back the flange-shaped portion 84 improves.

C: Modified Examples Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described aspects, and it goes without saying that various modifications can be made.

For example, in the above aspect, the steering device 22 has been described on the premise that it is an electric power steering device, but the present invention may be applied to, for example, a hydraulic power steering device.

Further, the circulation method of the ball screw mechanism 50 in the above-described embodiment is not limited to the end deflector type, and for example, a return tube type, an end gap type, a top type, or a return plate type circulation method is adopted. You may.

FIG. 13 is a cross-sectional view showing a configuration example of the shock absorbing member 10 according to the modified example, and is a view showing the shock absorbing member 10 in an exploded manner. As shown in FIG. 13, the elastic body 12 included in the shock absorbing member 10 according to the modified example has a groove 12T. The groove 12T is formed in an annular shape about the central axis C of the steering shaft 40. The shape of the surface of the groove 12T is equivalent to the shape of the surface of the annular body 11 located on the elastic body 12 side. As shown in FIG. 13, the groove 12T has an opening 12Ta and a recess 12Tb. The opening 12Ta is a portion of the groove 12T that is flat along the radial direction. The radial dimension D1 of the opening 12Ta is equivalent to the radial dimension 111D of the support 111. The recess 12Tb communicates with the opening 12Ta and is formed along the axial direction from the opening 12Ta. The radial dimension D2 of the recess 12Tb is equivalent to the radial dimension 112D of the protrusion 112.
In the above-described embodiment, the protrusion 112 presses the elastic body 12 to deform the elastic body 12 and bite into the elastic body 12. However, in the shock absorbing member 10 according to the modified example, the support portion 111 is fitted into the opening portion 12Ta, and the protrusion portion 112 is fitted into the recessed portion 12Tb.

D: Supplement The shock absorbing members 10, 102 of the above-described embodiment are typically shock absorbing members for vehicles. However, the application of the present invention is not particularly limited, and the above-mentioned shock absorbing members 10, 102 may be applied to all industrial equipment that can be used.

In addition, the effects described herein are descriptive or exemplary and not limiting. That is, the present invention may exhibit other effects apparent to those skilled in the art from the description herein, with or in place of the above effects.

Although the preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, the present invention is not limited to such examples. It is clear that a person having ordinary knowledge in the technical field of the present invention can come up with various modifications or modifications within the scope of the technical idea described in the claims. Of course, it is understood that the above also belongs to the technical scope of the present invention.

Shock absorbing member ... 10,101,102, annular body ... 11,110, elastic body ... 12,121, steering shaft ... 40,401, housing ... 34,341, brim-shaped part ... 84,841, annular surface ... 84a , 98a, receiving part ... 98,981, support part ... 111, protrusion part ... 112, tip part ... 112a, R part ... 112b.

Claims (5)

Arranged between a collar-shaped portion having an annular surface protruding from the outer peripheral surface of the shaft moving in the axial direction and an annular receiving portion extending from the inner peripheral surface of the cylindrical housing accommodating the shaft toward the shaft side. It is a shock absorbing member that is used.
An annular elastic body that surrounds the shaft between the annular surface and the receiving portion and faces the inner peripheral surface of the housing.
An annular body provided on the elastic body and facing the annular surface and having a higher rigidity than the elastic body.
The ring is
A support portion facing the annular surface and a support portion
A shock absorbing member having a protrusion that enters the elastic body from a surface of the support portion that faces the elastic body. The protrusion has a tip and has a tip.
The shock absorbing member according to claim 1, wherein at least the surface of the tip portion of the surface of the annular body does not adhere to the elastic body. The protrusion further has an R portion, which is a region between the tip portion and the support portion.
The support portion is adhered to the elastic body and
The shock absorbing member according to claim 2, wherein the R portion and the tip portion do not adhere to the elastic body. The annular body is a metal plate and
The shock absorbing member according to any one of claims 1 to 3, wherein the protruding portion projects from the surface of the metal plate in the axial direction and is bent. A brim-shaped portion having an annular surface protruding from the outer peripheral surface of the shaft that moves in the axial direction,
An annular receiving portion protruding from the inner peripheral surface of the cylindrical housing accommodating the shaft toward the shaft side, and
A shock absorbing member arranged between the flange-shaped portion and the receiving portion is provided.
The shock absorbing member is
An annular elastic body that surrounds the shaft between the annular surface and the receiving portion and faces the inner peripheral surface of the housing.
An annular body provided on the elastic body and facing the annular surface and having a higher rigidity than the elastic body.
The ring is
A support portion facing the annular surface and a support portion
A damper device having a protrusion portion of the support portion that enters the elastic body from a surface facing the elastic body.

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