JP5429232B2 - Torque transmission device for steering device - Google Patents

Torque transmission device for steering device Download PDF

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JP5429232B2
JP5429232B2 JP2011148219A JP2011148219A JP5429232B2 JP 5429232 B2 JP5429232 B2 JP 5429232B2 JP 2011148219 A JP2011148219 A JP 2011148219A JP 2011148219 A JP2011148219 A JP 2011148219A JP 5429232 B2 JP5429232 B2 JP 5429232B2
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torque transmission
torque
shaft
steering
steering wheel
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JP2013014220A (en
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祥史 黒川
拓真 仲村
知幸 金井
奨 稲木
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NSK Ltd
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NSK Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/26—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected
    • F16D3/38—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected with a single intermediate member with trunnions or bearings arranged on two axes perpendicular to one another
    • F16D3/382—Hooke's joints or other joints with an equivalent intermediate member to which each coupling part is pivotally or slidably connected with a single intermediate member with trunnions or bearings arranged on two axes perpendicular to one another constructional details of other than the intermediate member
    • F16D3/387—Fork construction; Mounting of fork on shaft; Adapting shaft for mounting of fork
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
    • F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
    • F16D7/021—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with radially applied torque-limiting friction surfaces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D9/00—Couplings with safety member for disconnecting, e.g. breaking or melting member
    • F16D9/06—Couplings with safety member for disconnecting, e.g. breaking or melting member by breaking due to shear stress
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/06—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end
    • F16D1/08—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with clamping hub; with hub and longitudinal key
    • F16D1/0829—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with clamping hub; with hub and longitudinal key with radial loading of both hub and shaft by an intermediate ring or sleeve
    • F16D1/0835—Couplings for rigidly connecting two coaxial shafts or other movable machine elements for attachment of a member on a shaft or on a shaft-end with clamping hub; with hub and longitudinal key with radial loading of both hub and shaft by an intermediate ring or sleeve due to the elasticity of the ring or sleeve

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Steering Controls (AREA)

Description

この発明は、車両（自動車）の操舵輪（フォークリフト等の特殊車両を除き、通常は前輪）に舵角を付与する為のステアリング装置を構成して、ステアリングホイールの動きをステアリングギヤユニットに伝達するトルク伝達装置の改良に関する。具体的には、衝突事故や、運転操作の誤りにより操舵輪を縁石に乗り上げる等により、前記ステアリングギヤユニットの側から、前記ステアリング装置の構成部品の損傷に結び付く様な衝撃が加わった場合に、運転操作を可能にしつつ、この様な衝撃が加わった事実を運転者に分かる様にするものである。   The present invention constitutes a steering device for imparting a steering angle to a steered wheel of a vehicle (automobile) (usually a front wheel, excluding special vehicles such as forklifts), and transmits the movement of the steering wheel to the steering gear unit. The present invention relates to an improvement of a torque transmission device. Specifically, when an impact is applied from the side of the steering gear unit due to a collision accident or an error in driving operation, resulting in damage to the components of the steering device. It enables the driver to understand the fact that such an impact has been applied while enabling the driving operation.

ステアリング装置として、例えば図９に示す様な構造が、広く知られている。このステアリング装置は、車体１に支持された円筒状のステアリングコラム２の内径側にステアリングシャフト３を、回転自在に支持している。そして、このステアリングコラム２の後端開口よりも後方に突出した、前記ステアリングシャフト３の後端部分に、ステアリングホイール４を固定している。このステアリングホイール４を回転させると、この回転が、前記ステアリングシャフト３、自在継手５ａ、中間シャフト６、自在継手５ｂを介して、ステアリングギヤユニット７の入力軸８に伝達される。この入力軸８が回転すると、このステアリングギヤユニット７の両側に配置された１対のタイロッド９、９が押し引きされて左右１対の操舵輪に、前記ステアリングホイール４の操作量に応じた舵角を付与する。尚、図９に示した構造の場合、このステアリングホイール４の前後位置の調節を可能にすべく、前記ステアリングコラム２及び前記ステアリングシャフト３として、伸縮式のものを使用している。   As a steering device, for example, a structure as shown in FIG. 9 is widely known. In this steering apparatus, a steering shaft 3 is rotatably supported on the inner diameter side of a cylindrical steering column 2 supported by a vehicle body 1. A steering wheel 4 is fixed to the rear end portion of the steering shaft 3 protruding rearward from the rear end opening of the steering column 2. When the steering wheel 4 is rotated, this rotation is transmitted to the input shaft 8 of the steering gear unit 7 via the steering shaft 3, the universal joint 5a, the intermediate shaft 6, and the universal joint 5b. When the input shaft 8 rotates, a pair of tie rods 9, 9 arranged on both sides of the steering gear unit 7 are pushed and pulled, and a steering wheel according to the operation amount of the steering wheel 4 is turned to a pair of left and right steering wheels. Give a corner. In the case of the structure shown in FIG. 9, telescopic types are used as the steering column 2 and the steering shaft 3 in order to enable adjustment of the front-rear position of the steering wheel 4.

上述の様なステアリング装置には、前記ステアリングホイール４から前記入力軸８までの間に、それぞれが操舵の為のトルクを伝達する部材同士の結合部が、複数箇所存在する。従来のステアリング装置の場合には、これら各結合部は、例えば特許文献１に記載されている様に、トルクの伝達方向に隣接する１対の部材同士を、回転方向の相対変位を完全に阻止した状態で結合している。例えば、前記ステアリングシャフト３を構成するインナシャフト１０の端部とアウタシャフト１１の端部とは、セレーション係合等により、トルク伝達可能に結合している。又、前記両自在継手５ａ、５ｂを構成するヨークの基端部と、これら両自在継手５ａ、５ｂにより結合されるシャフト端部（前記ステアリングシャフト３の前端部、前記中間シャフト６の両端部、前記入力軸８の基端部）とは、平坦面同士の係合、セレーション係合、溶接、これらの併用等により、トルク伝達可能に結合している。   In the steering apparatus as described above, there are a plurality of connecting portions between the steering wheel 4 and the input shaft 8, each of which transmits a steering torque. In the case of a conventional steering device, each of these coupling portions completely prevents relative displacement in the rotational direction between a pair of members adjacent to each other in the torque transmission direction, as described in Patent Document 1, for example. It is combined in the state. For example, the end portion of the inner shaft 10 and the end portion of the outer shaft 11 constituting the steering shaft 3 are coupled so as to transmit torque by serration engagement or the like. Further, the base end portion of the yoke constituting both the universal joints 5a and 5b, and the shaft end portion (the front end portion of the steering shaft 3 and the both end portions of the intermediate shaft 6) coupled by the universal joints 5a and 5b. The base end portion of the input shaft 8 is coupled so as to be able to transmit torque by engagement between flat surfaces, serration engagement, welding, a combination thereof, or the like.

上述の様なステアリング装置を搭載した車両が衝突事故を起こしたり、運転操作の誤りにより操舵輪を縁石に乗り上げる等した場合、前記ステアリングギヤユニット７の側から前記ステアリング装置の構成部材に、衝撃的なトルクが加わる場合がある。そして、この様な衝撃的トルクに基づいて、この構成部材の全部又は一部が損傷し、継続的な安全運行に支障をきたす可能性がある。この様な場合に、使用者が当該車両を修理工場に持ち込んで、直ちに検査、修理を受ければ良いが、一部の使用者は、特に異常を感じないで、そのまま車両の使用を継続する可能性がある。   When a vehicle equipped with the steering device as described above causes a collision accident or when a steering wheel is climbed on a curb due to an error in driving operation, the steering gear unit 7 side is shocked by the components of the steering device. Torque may be applied. And based on such a shocking torque, all or a part of the constituent members may be damaged, which may hinder continuous safe operation. In such a case, the user may bring the vehicle into a repair shop and immediately receive inspection and repair. However, some users can continue to use the vehicle without feeling any abnormality. There is sex.

実公昭６２−２５５４０号公報Japanese Utility Model Publication No. 62-25540

本発明は、上述の様な事情に鑑みて、構成部材に衝撃的なトルクが加わった場合に、加わった事実を運転者が容易且つ確実に認識できるステアリング装置を得られるステアリング装置用トルク伝達装置を実現すべく発明したものである。   In view of the circumstances as described above, the present invention provides a torque transmission device for a steering device that can obtain a steering device that allows a driver to easily and reliably recognize the applied fact when a shocking torque is applied to a component. Invented to realize the above.

本発明のステアリング装置用トルク伝達装置は、互いに同心に配置されてトルクの伝達方向に関して互いに直列に接続された、第一、第二両トルク伝達部材を備える。そして、ステアリングホイールの動きをステアリングギヤユニットの入力軸に伝達するトルク伝達機構の途中に設けられて、前記ステアリングホイールとこの入力軸との間でのトルク伝達に供される。   The torque transmission device for a steering device according to the present invention includes first and second torque transmission members that are concentrically arranged and connected in series with respect to a torque transmission direction. And it is provided in the middle of the torque transmission mechanism which transmits the motion of a steering wheel to the input shaft of a steering gear unit, and is used for the torque transmission between the said steering wheel and this input shaft.

特に、本発明のステアリング装置用トルク伝達装置に於いては、前記第一のトルク伝達部材の一部に形成された、内周面を円筒面とした結合孔と、前記第二のトルク伝達部材の一部に形成された、外周面を円筒面とした結合杆部と、これら結合孔の内周面と結合杆部の外周面との間に挟持された摩擦部材とを備える。そして、この摩擦部材を介して前記第一、第二のトルク伝達部材同士の間でのトルク伝達を可能としている。且つ、前記摩擦部材を介して前記第一、第二のトルク伝達部材同士の間で伝達可能なトルクの大きさを、車両が停止した状態で前記ステアリングホイールを操作した場合にこのステアリングホイールから前記入力軸に伝達される、平常時最大伝達トルク以上で、且つ、衝突事故等による衝撃荷重に基づいて加わるトルク未満としている。 In particular, in the torque transmission device for a steering device according to the present invention, a coupling hole formed in a part of the first torque transmission member and having an inner peripheral surface as a cylindrical surface, and the second torque transmission member And a friction member sandwiched between the inner peripheral surface of the coupling hole and the outer peripheral surface of the coupling flange. And torque transmission between said 1st, 2nd torque transmission members is enabled via this friction member. In addition, when the steering wheel is operated with the vehicle stopped, the magnitude of torque that can be transmitted between the first and second torque transmitting members via the friction member is determined from the steering wheel. The torque transmitted to the input shaft is equal to or greater than the maximum normal transmission torque and less than the torque applied based on the impact load due to a collision accident or the like.

又、上述の様な本発明を実施する場合に、例えば請求項１に記載した発明の様に、前記第一トルク伝達部材と前記第二トルク伝達部材とのうちの一方のトルク伝達部材を自在継手のヨークとし、前記結合孔をこのヨークの基端部に形成する。同じく他方の部材をシャフトとし、前記結合杆部をこのシャフトの端部に設ける。そして、前記摩擦部材を介してのみ、前記第一、第二のトルク伝達部材同士の間でのトルク伝達を可能とする。When implementing the present invention as described above, for example, as in the first aspect of the present invention, one of the first torque transmission member and the second torque transmission member can be freely set. A joint yoke is formed, and the coupling hole is formed at the base end of the yoke. Similarly, the other member is a shaft, and the coupling flange is provided at the end of the shaft. And torque transmission between said 1st, 2nd torque transmission members is enabled only through the said friction member.

或いは、請求項２に記載した発明の様に、前記第一、第二のトルク伝達部材を何れもシャフトとする。そして、前記結合孔を一方のシャフトの端部に、この一方のシャフトの端面に開口する状態で設ける。又、前記結合杆部を、他方のシャフトの端部に設けられた、この他方のシャフトの中間寄り部分よりも外径が小さくなった小径部とする。そして、前記結合杆部の外周面と前記結合孔の内周面との間で、前記小径部の先端部に形成された外向フランジ状の鍔部と前記中間寄り部分との間に前記摩擦部材を設置する。そして、この摩擦部材を介してのみ、前記第一、第二のトルク伝達部材同士の間でのトルク伝達を可能とする。Alternatively, as in the invention described in claim 2, the first and second torque transmission members are both shafts. The coupling hole is provided at the end of one shaft so as to open to the end surface of the one shaft. Further, the coupling flange portion is a small-diameter portion provided at the end of the other shaft and having an outer diameter smaller than that of an intermediate portion of the other shaft. And between the outer peripheral surface of the joint flange and the inner peripheral surface of the joint hole, the friction member is formed between an outward flange-like flange formed at the tip of the small diameter portion and the intermediate portion. Is installed. Then, torque transmission between the first and second torque transmission members can be performed only through the friction member.

或いは、請求項３に記載した発明の様に、前記第一トルク伝達部材と前記第二トルク伝達部材とのうちの一方のトルク伝達部材を自在継手のヨークとし、前記結合孔をこのヨークの基端部に形成する。同じく他方の部材をシャフトとし、前記結合杆部をこのシャフトの端部に設ける。又、前記第一、第二のトルク伝達部材同士を溶接し、この溶接の強度を、前記平常時最大伝達トルクでは破損せず、前記ステアリングギヤユニット側から前記第一、第二のトルク伝達部材同士の間に加わる衝撃荷重により破損する大きさに規制する。そして、これら第一、第二のトルク伝達部材同士の間に衝撃荷重が加わって、前記溶接が破損した状態では、前記摩擦部材を介してのみ、前記第一、第二のトルク伝達部材同士の間でのトルク伝達を可能とする。Alternatively, as in a third aspect of the invention, one torque transmission member of the first torque transmission member and the second torque transmission member is a yoke of a universal joint, and the coupling hole is a base of the yoke. Form at the end. Similarly, the other member is a shaft, and the coupling flange is provided at the end of the shaft. Further, the first and second torque transmission members are welded to each other, and the strength of the welding is not damaged by the normal maximum transmission torque, and the first and second torque transmission members from the steering gear unit side. The size is determined to be damaged by an impact load applied between them. And, when an impact load is applied between the first and second torque transmission members and the welding is damaged, the first and second torque transmission members are connected to each other only through the friction member. Torque transmission between them.

或いは、請求項４に記載した発明の様に、前記第一、第二のトルク伝達部材を何れもシャフトとする。そして、前記結合孔を一方のシャフトの端部に、この一方のシャフトの端面に開口する状態で、それぞれ設ける。又、前記結合杆部を、他方のシャフトの端部に設けられた、この他方のシャフトの中間寄り部分よりも外径が小さくなった小径部とする。そして、前記結合杆部の外周面と前記結合孔の内周面との間で、前記小径部の先端部に形成された外向フランジ状の鍔部と前記中間寄り部分との間に前記摩擦部材を設置する。又、前記第一、第二のトルク伝達部材同士を溶接し、この溶接の強度を、前記平常時最大伝達トルクでは破損せず、前記ステアリングギヤユニット側から前記第一、第二のトルク伝達部材同士の間に加わる衝撃荷重により破損する大きさに規制する。そして、これら第一、第二のトルク伝達部材同士の間に衝撃荷重が加わって、前記溶接が破損した状態では、前記摩擦部材を介してのみ、前記第一、第二のトルク伝達部材同士の間でのトルク伝達を可能とする。Alternatively, as in the invention described in claim 4, the first and second torque transmission members are both shafts. Then, the coupling hole is provided at the end of one shaft so as to open to the end surface of the one shaft. Further, the coupling flange portion is a small-diameter portion provided at the end of the other shaft and having an outer diameter smaller than that of an intermediate portion of the other shaft. And between the outer peripheral surface of the joint flange and the inner peripheral surface of the joint hole, the friction member is formed between an outward flange-like flange formed at the tip of the small diameter portion and the intermediate portion. Is installed. Further, the first and second torque transmission members are welded to each other, and the strength of the welding is not damaged by the normal maximum transmission torque, and the first and second torque transmission members from the steering gear unit side. The size is determined to be damaged by an impact load applied between them. And, when an impact load is applied between the first and second torque transmission members and the welding is damaged, the first and second torque transmission members are connected to each other only through the friction member. Torque transmission between them.

上述の様に構成する本発明のステアリング装置用トルク伝達装置によれば、ステアリング装置の構成部材に衝撃的なトルクが加わった場合に、加わった事実を運転者が容易且つ確実に認識できる。
即ち、前記衝撃的なトルクが加わると、第一、第二のトルク伝達部材同士が、このうちの第一のトルク伝達部材に設けた結合孔の内周面と、第二のトルク伝達部材に設けた結合杆部の外周面との間で、摩擦部材を滑らせつつ、回転方向（トルクの作用方向）に関して相対変位する。この結果、前記第一、第二のトルク伝達部材同士の回転方向に関する位相が、前記衝撃的なトルクが加わる前の状態から変化する。この結果、車両を直進状態とする為の、ステアリングホイールの中立状態の姿勢が変化する。この変化は、運転者にとって容易且つ確実に認識できるので、ステアリング装置の構成部材が損傷している可能性がある車両の運行を継続する事に対する、明りょうな警告を発する事ができる。 According to the torque transmission device for a steering device of the present invention configured as described above, when a shocking torque is applied to the constituent members of the steering device, the driver can easily and reliably recognize the applied fact.
That is, when the shocking torque is applied, the first and second torque transmission members are connected to the inner peripheral surface of the coupling hole provided in the first torque transmission member and the second torque transmission member. The friction member is slid between the outer peripheral surface of the provided coupling flange portion and is relatively displaced with respect to the rotation direction (the direction in which the torque is applied). As a result, the phase in the rotational direction between the first and second torque transmitting members changes from the state before the shocking torque is applied. As a result, the attitude of the steering wheel in a neutral state for changing the vehicle straight is changed. Since this change can be easily and reliably recognized by the driver, it is possible to issue a clear warning for continuing the operation of the vehicle in which a component of the steering device may be damaged.

本発明の実施の形態の第１例を示す、シャフトとヨークとの結合部の断面図。Sectional drawing of the coupling | bond part of a shaft and a yoke which shows the 1st example of embodiment of this invention. 図１のａ−ａ断面図。FIG. 2 is a cross-sectional view taken along the line aa in FIG. 1. 図２のｂ部拡大図。The b section enlarged view of FIG. ステアリングホイールの中立状態を、衝撃的なトルクが加わる前（Ａ）と加わった後（Ｂ）とで示す正面図。The front view which shows the neutral state of a steering wheel before (A) where shocking torque is applied, and after (B). 本発明の実施の形態の第２例を示す、図１の上部に相当する断面図。Sectional drawing equivalent to the upper part of FIG. 1 which shows the 2nd example of embodiment of this invention. 同第３例を示す、図５と同様の断面図。Sectional drawing similar to FIG. 5 which shows the 3rd example. 同第４例を示す、図５と同様の図。The figure similar to FIG. 5 which shows the 4th example. 同第５例を示す断面図。Sectional drawing which shows the 5th example. 従来から知られているステアリング装置の１例を示す部分切断側面図。The partially cut side view which shows an example of the steering apparatus known conventionally.

［実施の形態の第１例］
図１〜４は、請求項１に対応する、本発明の実施の形態の第１例を示している。本例は、自在継手を構成するヨーク１２とシャフト１３（ステアリングシャフト又は中間シャフト）との結合部に本発明の構造を適用した場合に就いて示している。尚、前記ヨーク１２を含む自在継手の構造及び作用に就いては、従来から周知であるから、図示並びに説明は、省略若しくは簡略にし、以下、本例の特徴部分を中心に説明する。 [First example of embodiment]
1 to 4 show a first example of an embodiment of the present invention corresponding to claim 1 . This example shows a case where the structure of the present invention is applied to the joint between the yoke 12 and the shaft 13 (steering shaft or intermediate shaft) constituting the universal joint. Since the structure and operation of the universal joint including the yoke 12 are well known in the art, the illustration and description will be omitted or simplified, and the following description will focus on the features of this example.

第一のトルク伝達部材である、前記ヨーク１２の基部１４に、結合孔１５を形成している。この結合孔１５の内周面は円筒面であり、内径は軸方向（図１の左右方向）に亙り一定である。一方、第二のトルク伝達部材である、前記シャフト１３の先端部に、基端寄り部分に比べて外径が小さくなった、結合杆部１６を形成している。この結合杆部１６の外周面は円筒面であり、段差面１７を介して前記基端寄り部分と連続している。又、この結合杆部１６の先端寄り（図１の右端寄り）部分に突条１８を、全周に亙り形成している。この突条１８の外径は、前記結合孔１５の内径と一致若しくはほぼ一致させて、この突条１８をこの結合孔１５内に、ほぼ隙間なく、乃至は軽い締り嵌めで内嵌できる様にしている。   A coupling hole 15 is formed in the base portion 14 of the yoke 12, which is a first torque transmission member. The inner peripheral surface of the coupling hole 15 is a cylindrical surface, and the inner diameter is constant over the axial direction (left-right direction in FIG. 1). On the other hand, a coupling flange portion 16 having an outer diameter smaller than that of the proximal end portion is formed at the distal end portion of the shaft 13 which is the second torque transmission member. The outer peripheral surface of the coupling flange portion 16 is a cylindrical surface, and is continuous with the proximal end portion via the step surface 17. Further, a ridge 18 is formed over the entire circumference near the tip (near the right end in FIG. 1) of the coupling flange 16. The outer diameter of the protrusion 18 matches or substantially coincides with the inner diameter of the coupling hole 15 so that the protrusion 18 can be fitted in the coupling hole 15 with almost no clearance or with a light interference fit. ing.

そして、前記結合杆部１６の外周面で、前記段差面１７と前記突条１８との間部分に、摩擦部材１９を挟持している。この摩擦部材１９は、ステンレスのばね鋼の如き弾性金属板を、断面波形で全体を円筒状に形成したもので、前記結合杆部１６を前記係止孔１５に押し込んだ状態で、これら結合杆部１６の外周面と係止孔１５の内周面との間で弾性的に挟持されている。前記摩擦部材１９の、自由状態での径方向に関する厚さは、前記結合孔１５の内周面と、前記係合杆部１６のうちで前記突条１８から外れた部分の外周面との間に存在する円筒状隙間２０の径方向厚さ｛（前記結合孔１５の内径−前記係合杆部１６のうちで前記突条１８から外れた部分の外径）／２｝よりも十分に大きくしている。又、前記摩擦部材１９の軸方向長さは、前記段差面１７と前記突条１８との間隔よりも短くしている。   A friction member 19 is sandwiched between the stepped surface 17 and the protrusion 18 on the outer peripheral surface of the coupling flange 16. The friction member 19 is formed of an elastic metal plate such as stainless steel spring in the form of a cylinder with a corrugated cross section, and in the state where the coupling flange 16 is pushed into the locking hole 15, It is elastically sandwiched between the outer peripheral surface of the part 16 and the inner peripheral surface of the locking hole 15. The thickness of the friction member 19 in the radial direction in the free state is between the inner peripheral surface of the coupling hole 15 and the outer peripheral surface of the portion of the engagement flange 16 that is out of the protrusion 18. Is sufficiently larger than the radial thickness {(the inner diameter of the coupling hole 15−the outer diameter of the portion of the engagement flange 16 that is detached from the protrusion 18) / 2}. doing. The axial length of the friction member 19 is shorter than the distance between the step surface 17 and the protrusion 18.

この様な摩擦部材１９は、予め前記係合杆部１６のうちで前記突条１８から外れた部分に外嵌した後、径方向に関する厚さ寸法を縮めつつ、前記結合孔１５内に押し込んで、図１〜３に示した状態に組み立てる。この様に組み立てた状態で、前記摩擦部材１９の外周面と前記結合孔１５の内周面と、この摩擦部材１９の内周面と前記係合杆部１６の外周面とは、それぞれ高い面圧で当接し、両当接部に、それぞれ大きな摩擦力が作用する。これら両当接部に作用する摩擦力は、通常状態で前記ヨーク１２と前記シャフト１３との間で伝達する可能性のあるトルクよりも少しだけ大きくしている。即ち、車両が停止した状態でステアリングホイール４（図４、９参照）を操作する、所謂据え切り操作（生ハンドル）を行った場合にも、このステアリングホイール４からステアリングギヤユニット７の入力軸８（図９参照）に、前記両当接部を全く滑らせる事なく、前記据え切り操作に基づく大きなトルク（平常時最大伝達トルク）を伝達できる様にしている。従って、前記ステアリングホイール４の操作に基づいて前記ヨーク１２と前記シャフト１３との回転方向（トルクの作用方向）の位相がずれる事はない。この為、車両が直線状態にある場合には、前記ステアリングホイール４の姿勢は、図４の（Ａ）に示した、初期状態のままに維持される。   Such a friction member 19 is fitted into a portion of the engagement flange 16 that is detached from the protrusion 18 in advance, and is then pushed into the coupling hole 15 while reducing the thickness in the radial direction. Assemble in the state shown in FIGS. In this assembled state, the outer peripheral surface of the friction member 19, the inner peripheral surface of the coupling hole 15, the inner peripheral surface of the friction member 19, and the outer peripheral surface of the engagement flange 16 are respectively high surfaces. Abutting by pressure, a large frictional force acts on both abutting portions. The frictional force acting on both contact portions is slightly larger than the torque that may be transmitted between the yoke 12 and the shaft 13 in a normal state. That is, even when a so-called stationary operation (raw handle) is performed in which the steering wheel 4 (see FIGS. 4 and 9) is operated in a state where the vehicle is stopped, the input shaft 8 of the steering gear unit 7 is output from the steering wheel 4. (See FIG. 9), it is possible to transmit a large torque (normal maximum transmission torque) based on the stationary operation without sliding both the abutting portions at all. Therefore, based on the operation of the steering wheel 4, the rotation direction (torque direction) of the yoke 12 and the shaft 13 does not shift. Therefore, when the vehicle is in a straight line state, the attitude of the steering wheel 4 is maintained in the initial state shown in FIG.

上述の様に構成する本例のステアリング装置用トルク伝達装置を搭載した車両が衝突事故を起こしたり、或いは運転操作の誤りにより操舵輪を縁石に乗り上げたりする事で、前記ヨーク１２と前記シャフト１３との結合部に衝撃的なトルクが加わると、これらヨーク１２とシャフト１３との、トルク伝達方向に関する位相がずれる。即ち、この様な場合には、前記衝撃的なトルクに基づいて、前記ヨーク１２と前記シャフト１３とが、前記結合孔１５の内周面と前記結合杆部１６の外周面との間で前記摩擦部材１９を滑らせつつ、回転方向（トルクの作用方向）に関して相対変位する。この結果、前記ヨーク１２と前記シャフト１３との回転方向に関する位相が、前記衝撃的なトルクが加わる前の状態から変化する。この結果、車両が直線状態にある場合であっても、前記ステアリングホイール４の姿勢が、図４の（Ｂ）に示した様に、同図の（Ａ）に示した初期状態とは異なる状態となる。この様な状態への変化は、運転者にとって容易且つ確実に認識できる。この為、運転者に、修理を促す事ができて、損傷した車両の運行を継続する事に伴う危険を回避できる。 When the vehicle equipped with the torque transmission device for a steering device of the present example configured as described above causes a collision accident or climbs the steering wheel on the curb due to an error in driving operation, the yoke 12 and the shaft 13 When a shocking torque is applied to the connecting portion, the phases of the yoke 12 and the shaft 13 in the torque transmission direction are shifted. That is, in such a case, based on the shocking torque, the yoke 12 and the shaft 13 are moved between the inner peripheral surface of the coupling hole 15 and the outer peripheral surface of the coupling flange portion 16. While sliding the friction member 19, the friction member 19 is relatively displaced with respect to the rotation direction (the direction in which the torque is applied). As a result, the phase in the rotational direction of the yoke 12 and the shaft 13 changes from the state before the shocking torque is applied. As a result, different states even when the vehicle is in a straight state, the posture of the steering wheel 4, as shown in FIG. 4 (B), the initial state shown in the figure (A) It becomes. Such a change to the state can be easily and reliably recognized by the driver. For this reason, the driver can be urged to repair, and the danger associated with continuing operation of the damaged vehicle can be avoided.

［実施の形態の第２例］
図５は、請求項３に対応する、本発明の実施の形態の第２例を示している。本例の場合も、上述した実施の形態の第１例と同様に、ヨーク１２とシャフト１３とを摩擦部材１９により、据え切り操作時にこれらヨーク１２とシャフト１３と間に加わる平常時最大伝達トルクを伝達可能に結合している。更に本例の場合には、前記ヨーク１２と前記シャフト１３とを前記摩擦部材１９により結合する事に加えて、これらヨーク１２とシャフト１３とを、溶接２１によっても結合している。この溶接２１による、これらヨーク１２とシャフト１３との結合強度は、前記平常時最大伝達トルクでは破損せず、衝突事故や操舵輪の縁石乗り上げに伴ってステアリングギヤユニット７側から前記ヨーク１２と前記シャフト１３との間に加わる衝撃荷重により破損する大きさとしている。 [Second Example of Embodiment]
FIG. 5 shows a second example of the embodiment of the invention corresponding to claim 3 . Also in this example, as in the first example of the above-described embodiment, the normal maximum transmission torque applied between the yoke 12 and the shaft 13 by the friction member 19 between the yoke 12 and the shaft 13 by the friction member 19. Are communicably coupled. Furthermore, in the case of this example, in addition to the yoke 12 and the shaft 13 being connected by the friction member 19, the yoke 12 and the shaft 13 are also connected by welding 21. The coupling strength between the yoke 12 and the shaft 13 by the welding 21 is not damaged by the normal maximum transmission torque, and the yoke 12 and the shaft are connected from the steering gear unit 7 side in accordance with a collision accident or a curb ride on the steering wheel. The size is such that it is damaged by an impact load applied to the shaft 13.

上述の様に構成する本例の構造の場合には、据え切り操作時を含めて、平常運転時には、前記ヨーク１２と前記シャフト１３との間でのトルク伝達を、主として前記溶接２１部分で行う。これに対して、衝突事故や操舵輪の縁石乗り上げに伴う衝撃荷重が加わった場合には、この溶接２１部分が破損すると共に、前記ヨーク１２と前記シャフト１３とが、前記摩擦部材１９を滑らせつつ、回転方向に関して相対変位する結果、車両が直線状態にある場合であっても、前記ステアリングホイール４の姿勢が、図４の（Ｂ）に示した様に、同図の（Ａ）に示した初期状態とは異なる状態となる。
前記溶接２１を設けた以外の部分の構成及び作用・効果は、上述した実施の形態の第１例と同様であるから、同等部分には同一符号を付して、重複する説明は省略する。 In the case of the structure of the present example configured as described above, torque transmission between the yoke 12 and the shaft 13 is performed mainly at the weld 21 portion during normal operation including during stationary operation. . On the other hand, when an impact load is applied due to a collision accident or climbing on the curb of the steered wheel, the weld 21 portion is damaged, and the yoke 12 and the shaft 13 slide the friction member 19. while, as a result of relative displacement with respect to the rotational direction, even if the vehicle is in a straight state, the posture of the steering wheel 4, as shown in (B) in FIG. 4, shown in the same figure (a) This is different from the initial state.
Since the configuration, operation, and effects of the portion other than the weld 21 are the same as those in the first example of the above-described embodiment, the same reference numerals are given to the equivalent portions, and duplicate descriptions are omitted.

［実施の形態の第３例］
図６は、請求項１に対応する、本発明の実施の形態の第３例を示している。本例の場合には、ヨーク１２ａの基部１４ａに形成した結合孔１５ａを、この基部１４ａの基端面（図６の左端面）寄り部分の小径部２２と先端寄り（図６の右寄り）部分の大径部２３とを、段差部２４により連続させた、段付形状としている。そして、シャフト１３の結合杆部１６を前記結合孔１５ａに内嵌した状態で、この結合杆部１６の先端部を径方向外方に塑性変形させてかしめ部２５を形成している。前記結合孔１５ａのうちの小径部２２部分は、このかしめ部２５と段差面１７との間で、軸方向両側から挟持された状態となっている。従って、前記結合孔１５ａからの前記結合杆部１６の抜け止めは、摩擦部材１９の内外両周面と相手周面との摩擦力だけでなく、前記かしめ部２５と前記段差部２４との機械的係合によっても図られる。
その他の部分の構成及び作用・効果は、前述した実施の形態の第１例と同様であるから、同等部分には同一符号を付して、重複する説明は省略する。尚、本例の構造で、前記ヨーク１２ａと前記シャフト１３とを溶接しても良い（請求項３に対応する発明）。 [Third example of embodiment]
FIG. 6 shows a third example of the embodiment of the present invention corresponding to the first aspect. In the case of this example, the coupling hole 15a formed in the base portion 14a of the yoke 12a is connected to the small-diameter portion 22 near the base end surface (left end surface in FIG. 6) and the tip portion (right side in FIG. 6) of the base portion 14a. The large-diameter portion 23 has a stepped shape in which the step portion 24 is continuous. Then, in a state where the coupling flange portion 16 of the shaft 13 is fitted in the coupling hole 15a, the end portion of the coupling flange portion 16 is plastically deformed radially outward to form a caulking portion 25. The small-diameter portion 22 of the coupling hole 15a is sandwiched between the caulking portion 25 and the stepped surface 17 from both sides in the axial direction. Accordingly, not only the frictional force between the inner and outer peripheral surfaces of the friction member 19 and the mating peripheral surface, but also the caulking portion 25 and the stepped portion 24 are prevented from coming off from the coupling hole 15a. This is also achieved by mechanical engagement.
Since the configuration, operation, and effect of the other parts are the same as those of the first example of the above-described embodiment, the same parts are denoted by the same reference numerals, and redundant description is omitted. The yoke 12a and the shaft 13 may be welded with the structure of this example (the invention corresponding to claim 3) .

［実施の形態の第４例］
図７も、請求項１に対応する、本発明の実施の形態の第４例を示している。本例の場合には、ヨーク１２ｂの基部１４ｂに形成した結合孔１５ｂの内周面の基端寄り部分に、径方向内方に突出する内向突条２６を形成している。そして、摩擦部材１９を、この内向突条２６と、結合杆部１６の先端部外周面に形成した突条１８との間で、軸方向両側から挟む状態としている。この突条１８は、前記結合杆部１６を、前記結合孔１５ｂ及び前記摩擦部材１９の内径側に押し込んだ後、この結合杆部１６の先端部を塑性変形させる事により造る。この様な本例の構造の場合には、前記結合孔１５ｂからの前記結合杆部１６の抜け止めを、摩擦部材１９の内外両周面と相手周面との摩擦力だけでなく、この摩擦部材１９の軸方向両端縁と、前記内向突条２６及び前記突条１８との機械的係合によっても図られる。
その他の部分の構成及び作用・効果は、前述した実施の形態の第１例と同様であるから、同等部分には同一符号を付して、重複する説明は省略する。尚、本例の構造に関しても、請求項３に対応する発明として、前記ヨーク１２ｂとシャフト１３とを溶接しても良い。 [Fourth Example of Embodiment]
FIG. 7 also shows a fourth example of the embodiment of the invention corresponding to claim 1 . In the case of this example, an inward ridge 26 projecting inward in the radial direction is formed at a portion near the base end of the inner peripheral surface of the coupling hole 15b formed in the base portion 14b of the yoke 12b. The friction member 19 is sandwiched between the inwardly extending ridge 26 and the ridge 18 formed on the outer peripheral surface of the distal end portion of the coupling flange 16 from both sides in the axial direction. The protrusion 18 is formed by pressing the connecting flange 16 toward the inner diameter side of the connecting hole 15b and the friction member 19 and then plastically deforming the tip of the connecting flange 16. In the case of the structure of this example, not only the frictional force between the inner and outer peripheral surfaces of the friction member 19 and the other peripheral surface is used to prevent the coupling flange 16 from coming off from the coupling hole 15b. This is also achieved by mechanical engagement between both axial edges of the member 19 and the inward protrusion 26 and the protrusion 18.
Since the configuration, operation, and effect of the other parts are the same as those of the first example of the above-described embodiment, the same parts are denoted by the same reference numerals, and redundant description is omitted. As for the structure of this example, the yoke 12b and the shaft 13 may be welded as an invention corresponding to claim 3 .

［実施の形態の第５例］
図８は、請求項２に対応する、本発明の実施の形態の第５例を示している。本例の構造の場合には、第一のトルク伝達部材である第一シャフト２７と、第二のトルク伝達部材である第二シャフト２８とを、先に述べた実施の形態の第１〜４例の場合と同様の摩擦部材１９により、平常時最大伝達トルクを伝達可能に結合している。この為に、前記第一シャフト２７を円管状とするか、若しくは、図示の様に、端部に、先端面に開口する有底の結合孔１５ｃを形成している。又、前記第二シャフト２８の先端部に結合杆部１６ａを、この第二シャフト２８の中間寄り部分よりも外径が小さい小径部として形成している。又、前記結合杆部１６ａの先端部外周面に、外向フランジ状の鍔部である突条１８ａを形成している。そして、この結合杆部１６ａのうちでこの突条１８ａよりも基端寄り部分に前記摩擦部材１９を外嵌した状態で、この結合杆部１６ａを前記結合孔１５ｃ内に、この摩擦部材１９を径方向に押し潰しつつ圧入している。
第一トルク伝達部材が、ヨークから第一シャフト２７に変わった点以外の構成及び作用は、前述の実施の形態の第１例と同様であるから、重複する説明は省略する。尚、本例の構造に関しても、請求項４に対応する発明として、前記第一、第二両シャフト２７、２８同士を溶接しても良い。 [Fifth Example of Embodiment]
FIG. 8 shows a fifth example of an embodiment of the present invention corresponding to claim 2 . In the case of the structure of this example, the first shaft 27 that is the first torque transmission member and the second shaft 28 that is the second torque transmission member are the first to fourth of the embodiment described above. A friction member 19 similar to that in the example is coupled so that the maximum transmission torque can be transmitted during normal times. For this purpose, the first shaft 27 is formed in a circular tube shape, or, as shown in the drawing, a bottomed coupling hole 15c that opens to the tip surface is formed at the end. Further, the connecting flange portion 16 a is formed at the distal end portion of the second shaft 28 as a small diameter portion whose outer diameter is smaller than the intermediate portion of the second shaft 28. Further, a protrusion 18a, which is an outward flange-shaped flange, is formed on the outer peripheral surface of the distal end of the coupling flange 16a. In the state where the friction member 19 is externally fitted to a portion closer to the base end than the protrusion 18a in the coupling flange portion 16a, the coupling flange portion 16a is inserted into the coupling hole 15c. Press-fitting while squeezing in the radial direction.
Since the configuration and operation other than the point that the first torque transmission member is changed from the yoke to the first shaft 27 are the same as those in the first example of the above-described embodiment, redundant description is omitted. As for the structure of this example, the first and second shafts 27 and 28 may be welded together as an invention corresponding to claim 4 .

本発明は、ステアリング装置を構成して、ステアリングホイールに加えられたトルクをステアリングギヤユニットの入力軸に伝達する部分であれば、何れの部分でも実施できる。例えば、上述の図８に示した実施の形態の第５例は、ステアリングシャフト或いは中間シャフトを構成するインナシャフトとして実施できる。   The present invention can be implemented in any part as long as it constitutes the steering device and transmits the torque applied to the steering wheel to the input shaft of the steering gear unit. For example, the fifth example of the embodiment shown in FIG. 8 described above can be implemented as an inner shaft constituting a steering shaft or an intermediate shaft.

１ 車体
２ ステアリングコラム
３ ステアリングシャフト
４ ステアリングホイール
５ａ、５ｂ 自在継手
６ 中間シャフト
７ ステアリングギヤユニット
８ 入力軸
９ タイロッド
１０ インナシャフト
１１ アウタシャフト
１２、１２ａ、１２ｂ ヨーク
１３ シャフト
１４、１４ａ、１４ｂ 基部
１５、１５ａ、１５ｂ、１５ｃ 結合孔
１６、１６ａ 結合杆部
１７ 段差面
１８、１８ａ 突条
１９ 摩擦部材
２０ 円筒状隙間
２１ 溶接
２２ 小径部
２３ 大径部
２４ 段差部
２５ かしめ部
２６ 内向突条
２７ 第一シャフト
２８ 第二シャフト DESCRIPTION OF SYMBOLS 1 Car body 2 Steering column 3 Steering shaft 4 Steering wheel 5a, 5b Universal joint 6 Intermediate shaft 7 Steering gear unit 8 Input shaft 9 Tie rod 10 Inner shaft 11 Outer shaft 12, 12a, 12b Yoke 13 Shafts 14, 14a, 14b Base 15, 15a, 15b, 15c Coupling hole 16, 16a Coupling flange part 17 Stepped surface 18, 18a Projection 19 Friction member 20 Cylindrical gap 21 Welding 22 Small diameter part 23 Large diameter part 24 Step part 25 Caulking part 26 Inward projection ridge 27 First Shaft 28 Second shaft

Claims (4)

互いに同心に配置されてトルクの伝達方向に関して互いに直列に接続された、第一、第二両トルク伝達部材を備え、ステアリングホイールの動きをステアリングギヤユニットの入力軸に伝達するトルク伝達機構の途中に設けられて、前記ステアリングホイールとこの入力軸との間でのトルク伝達に供されるステアリング装置用トルク伝達装置に於いて、前記第一のトルク伝達部材である自在継手のヨークの基端部に形成された、内周面を円筒面とした結合孔と、前記第二のトルク伝達部材であるシャフトの端部に設けられた、外周面を円筒面とした結合杆部と、これら結合孔の内周面と結合杆部の外周面との間に挟持された摩擦部材とを備え、この摩擦部材を介してのみ、前記第一、第二のトルク伝達部材同士の間でのトルク伝達を可能としており、且つ、前記摩擦部材を介して前記第一、第二のトルク伝達部材同士の間で伝達可能なトルクの大きさを、車両が停止した状態で前記ステアリングホイールを操作した場合にこのステアリングホイールから前記入力軸に伝達される、平常時最大伝達トルク以上とした事を特徴とするステアリング装置用トルク伝達装置。 In the middle of the torque transmission mechanism that includes both first and second torque transmission members arranged concentrically and connected in series with each other in the torque transmission direction, and transmits the movement of the steering wheel to the input shaft of the steering gear unit In a torque transmission device for a steering device provided for torque transmission between the steering wheel and the input shaft, a base end portion of a yoke of a universal joint that is the first torque transmission member is provided. A formed coupling hole having an inner circumferential surface as a cylindrical surface, a coupling flange provided at an end of the shaft that is the second torque transmission member and having an outer circumferential surface as a cylindrical surface, and a coupling hole A friction member sandwiched between the inner peripheral surface and the outer peripheral surface of the coupling flange portion, and torque transmission between the first and second torque transmission members is possible only through this friction member. age And when the steering wheel is operated with the vehicle stopped, the magnitude of the torque that can be transmitted between the first and second torque transmitting members via the friction member. A torque transmission device for a steering device, wherein the torque transmission device is transmitted to the input shaft from a normal state and is equal to or greater than a normal maximum transmission torque. 互いに同心に配置されてトルクの伝達方向に関して互いに直列に接続された、それぞれが第一、第二両トルク伝達部材である一方のシャフト及び他方のシャフトを備え、ステアリングホイールの動きをステアリングギヤユニットの入力軸に伝達するトルク伝達機構の途中に設けられて、前記ステアリングホイールとこの入力軸との間でのトルク伝達に供されるステアリング装置用トルク伝達装置に於いて、前記第一のトルク伝達部材である一方のシャフトとの端部に形成された、内周面を円筒面とした結合孔と、前記第二のトルク伝達部材である他方のシャフトの端部に設けられた、この他方のシャフトの中間寄り部分よりも外径が小さくなった小径部でその外周面を円筒面とした結合杆部と、この結合杆部の外周面と前記結合孔の内周面との間で、前記小径部の先端部に形成された外向フランジ状の鍔部と前記中間寄り部分との間に設置された摩擦部材とを備え、この摩擦部材を介してのみ、前記第一、第二のトルク伝達部材同士の間でのトルク伝達を可能としており、且つ、前記摩擦部材を介して前記第一、第二のトルク伝達部材同士の間で伝達可能なトルクの大きさを、車両が停止した状態で前記ステアリングホイールを操作した場合にこのステアリングホイールから前記入力軸に伝達される、平常時最大伝達トルク以上とした事を特徴とするステアリング装置用トルク伝達装置。 Concentric to each other and connected in series with respect to the direction of torque transmission, each of which includes a first shaft and a second shaft, which are both first and second torque transmission members, and controls the movement of the steering wheel of the steering gear unit. In a torque transmission device for a steering device, provided in the middle of a torque transmission mechanism for transmitting to an input shaft and used for torque transmission between the steering wheel and the input shaft, the first torque transmission member The other shaft provided at the end of the other shaft that is the second torque transmission member, and the coupling hole with the inner peripheral surface formed as a cylindrical surface formed at the end of the one shaft a coupling rod part which is a cylindrical surface of the outer peripheral surface thereof at a small diameter portion whose outer diameter is smaller than the intermediate portion closer to an inner peripheral surface of the coupling hole and the outer peripheral surface of the coupling rod portion Between, and a installed friction member between the small-diameter portion outward flange-shaped collar portion formed at the tip portion of said intermediate portion closer, only through the friction member, said first, second The torque is transmitted between the two torque transmitting members, and the vehicle has a torque magnitude that can be transmitted between the first and second torque transmitting members via the friction member. A torque transmission device for a steering device, wherein when the steering wheel is operated in a stopped state, the torque is transmitted to the input shaft from the steering wheel to a normal maximum transmission torque or more. 互いに同心に配置されてトルクの伝達方向に関して互いに直列に接続された、第一、第二両トルク伝達部材を備え、ステアリングホイールの動きをステアリングギヤユニットの入力軸に伝達するトルク伝達機構の途中に設けられて、前記ステアリングホイールとこの入力軸との間でのトルク伝達に供されるステアリング装置用トルク伝達装置に於いて、前記第一のトルク伝達部材である自在継手のヨークの基端部に形成された、内周面を円筒面とした結合孔と、前記第二のトルク伝達部材であるシャフトの端部に設けられた、外周面を円筒面とした結合杆部と、これら結合孔の内周面と結合杆部の外周面との間に挟持された摩擦部材とを備え、前記第一、第二のトルク伝達部材同士を溶接しており、この溶接の強度を、車両が停止した状態で前記ステアリングホイールを操作した場合にこのステアリングホイールから前記入力軸に伝達される、平常時最大伝達トルクでは破損せず、前記ステアリングギヤユニット側から前記第一、第二のトルク伝達部材同士の間に加わる衝撃荷重により破損する大きさに規制しており、これら第一、第二のトルク伝達部材同士の間に衝撃荷重が加わって、前記溶接が破損した状態では、前記摩擦部材を介してのみ、前記第一、第二のトルク伝達部材同士の間でのトルク伝達を可能としており、且つ、前記摩擦部材を介して前記第一、第二のトルク伝達部材同士の間で伝達可能なトルクの大きさを、前記平常時最大伝達トルク以上で、且つ、前記衝撃荷重に基づいて加わるトルク未満とした事を特徴とするステアリング装置用トルク伝達装置。 In the middle of the torque transmission mechanism that includes both first and second torque transmission members arranged concentrically and connected in series with each other in the torque transmission direction, and transmits the movement of the steering wheel to the input shaft of the steering gear unit In a torque transmission device for a steering device provided for torque transmission between the steering wheel and the input shaft, a base end portion of a yoke of a universal joint that is the first torque transmission member is provided. A formed coupling hole having an inner circumferential surface as a cylindrical surface, a coupling flange provided at an end of the shaft that is the second torque transmission member and having an outer circumferential surface as a cylindrical surface, and a coupling hole A friction member sandwiched between the inner peripheral surface and the outer peripheral surface of the coupling flange, and the first and second torque transmission members are welded to each other, and the vehicle stops the strength of this welding. In state When the steering wheel is operated, it is not damaged by the normal maximum transmission torque transmitted from the steering wheel to the input shaft, and between the first and second torque transmission members from the steering gear unit side. In the state where the impact load is applied between the first and second torque transmission members and the weld is damaged, only through the friction member . Torque transmission between the first and second torque transmission members is possible, and the magnitude of torque that can be transmitted between the first and second torque transmission members via the friction member of the at the normal times the maximum transmission torque or more and a steering device for a torque transmission device, characterized in that was less than the torque applied on the basis of the impact load. 互いに同心に配置されてトルクの伝達方向に関して互いに直列に接続された、それぞれが第一、第二両トルク伝達部材である一方のシャフト及び他方のシャフトを備え、ステアリングホイールの動きをステアリングギヤユニットの入力軸に伝達するトルク伝達機構の途中に設けられて、前記ステアリングホイールとこの入力軸との間でのトルク伝達に供されるステアリング装置用トルク伝達装置に於いて、前記第一のトルク伝達部材である一方のシャフトとの端部に形成された、内周面を円筒面とした結合孔と、前記第二のトルク伝達部材である他方のシャフトの端部に設けられた、この他方のシャフトの中間寄り部分よりも外径が小さくなった小径部でその外周面を円筒面とした結合杆部と、この結合杆部の外周面と前記結合孔の内周面との間で、前記小径部の先端部に形成された外向フランジ状の鍔部と前記中間寄り部分との間に設置された摩擦部材とを備え、前記第一、第二のトルク伝達部材同士を溶接しており、この溶接の強度を、車両が停止した状態で前記ステアリングホイールを操作した場合にこのステアリングホイールから前記入力軸に伝達される、平常時最大伝達トルクでは破損せず、前記ステアリングギヤユニット側から前記第一、第二のトルク伝達部材同士の間に加わる衝撃荷重により破損する大きさに規制しており、これら第一、第二のトルク伝達部材同士の間に衝撃荷重が加わって、前記溶接が破損した状態では、前記摩擦部材を介してのみ、前記第一、第二のトルク伝達部材同士の間でのトルク伝達を可能としており、且つ、前記摩擦部材を介して前記第一、第二のトルク伝達部材同士の間で伝達可能なトルクの大きさを、前記平常時最大伝達トルク以上で、且つ、前記衝撃荷重に基づいて加わるトルク未満とした事を特徴とするステアリング装置用トルク伝達装置。
Concentric to each other and connected in series with respect to the direction of torque transmission, each of which includes a first shaft and a second shaft, which are both first and second torque transmission members, and controls the movement of the steering wheel of the steering gear unit. In a torque transmission device for a steering device, provided in the middle of a torque transmission mechanism for transmitting to an input shaft and used for torque transmission between the steering wheel and the input shaft, the first torque transmission member The other shaft provided at the end of the other shaft that is the second torque transmission member, and the coupling hole with the inner peripheral surface formed as a cylindrical surface formed at the end of the one shaft a coupling rod part which is a cylindrical surface of the outer peripheral surface thereof at a small diameter portion whose outer diameter is smaller than the intermediate portion closer to an inner peripheral surface of the coupling hole and the outer peripheral surface of the coupling rod portion Between, and a installed friction member between the small-diameter portion outward flange-shaped collar portion formed at the tip portion of said intermediate portion near said first, welding the second torque transmitting members to each other The steering gear unit is not damaged by the normal maximum transmission torque transmitted from the steering wheel to the input shaft when the steering wheel is operated with the vehicle stopped. It is restricted to a size that is damaged by an impact load applied between the first and second torque transmission members from the side, and an impact load is applied between the first and second torque transmission members, wherein in the state in which welding is damaged, only through the friction member, the first, is to allow torque transmission between the second torque transmitting members to each other, and, via the friction member One, the magnitude of the second torque transmittable torque between the transmission members together, at the normal times the maximum transmission torque or more and a steering device, characterized in that was less than the torque applied based on said impact load Torque transmission device.
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