JP5626176B2 - Telescopic steering device - Google Patents

Description

  The present invention relates to an improvement in a telescopic steering device for adjusting the front-rear position of a steering wheel. Specifically, a compact structure is realized that can alleviate the impact applied when the steering wheel is moved to both adjustable front and rear positions.

  The automobile steering apparatus is configured as shown in FIG. 14, 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 in accordance with 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 to 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.

  With such a steering device, 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 physique and driving posture of the driver have been widely known. ing. In order to constitute the tilt mechanism, the steering column 6 is in the width direction with respect to the vehicle body 10 (the width direction is the width direction of the vehicle body and coincides with the left-right direction. Description and claims) The same is applied to the entire range.) The rocking displacement centering on the pivot 11 installed is supported. Further, the displacement bracket fixed to the rear end portion of the steering column 6 with respect to the support bracket 12 supported by the vehicle body 10 is the vertical direction and the front-rear direction (the front-rear direction refers to the front-rear direction of the vehicle body. The same throughout the specification and claims). Among these, in order to constitute a telescopic mechanism that enables displacement in the front-rear direction, the steering column 6 has a structure in which an outer column 13 and an inner column 14 are telescopically combined to expand and contract, and the steering shaft 5 The outer shaft 15 and the inner shaft 16 are combined with each other so as to be able to transmit torque and expand and contract by spline engagement or the like. The illustrated example also incorporates an electric power steering device that reduces the force required to operate the steering wheel 1 using the electric motor 17 as an auxiliary power source.

  In the case of a tilt mechanism or a telescopic mechanism, the position of the steering wheel 1 can be adjusted or fixed at the adjusted position based on the operation of the adjustment lever, except for the electric mechanism. For example, Patent Document 1 discloses a structure in which the cam member 21 is swung and displaced at the same time as the axial dimension of the cam device 20 is expanded and contracted based on the rotation of the adjustment rod 19 by the adjustment lever 18 as shown in FIGS. Is described. In the case of this conventional structure, the displacement bracket 22 fixed to the outer column 13a is engaged / disengaged with respect to the support bracket 12a based on the expansion / contraction of the cam device 20. Further, based on the rocking displacement of the cam member 21, whether the inner column 14a is slidable with respect to the outer column 13a is switched.

  The adjustment rod 19 includes vertically elongated holes 24, 24 formed in a pair of left and right support plate portions 23, 23 constituting the support bracket 12a, and longitudinal elongated holes 25, 25 formed in the displacement bracket 22. Is inserted in the width direction. When adjusting the vertical position or the front-rear position of the steering wheel 1 (see FIG. 14) supported and fixed to the rear end portion of the steering shaft 5a comprising the outer shaft 15a and the inner shaft 16a, the adjusting lever 18 is moved in a predetermined direction. By swinging, the axial dimension of the cam device 20 is reduced, and the cam member 21 is separated from the outer peripheral surface of the inner column 14a. 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 adjustment rod 19 can be displaced within the long holes 24 and 25. After the steering wheel 1 is moved to a desired position, the adjusting lever 18 is swung in a direction opposite to the predetermined direction to expand the axial dimension of the cam device 20 and the cam member 21 The outer peripheral surface of the inner column 14a is held down. As a result, the steering wheel 1 can be held at the adjusted position.

  When adjusting the position of the steering wheel 1 as described above, if the steering wheel 1 is vigorously moved to an adjustable limit position, the adjustment rod 19 or a sleeve 26a fitted on the adjustment rod 19 is provided. The outer peripheral surface of 26b collides with the end of any one of the long holes 24, 25 vigorously. As a result, an impact is applied to the arm of the driver who operates the steering wheel 1, causing the driver to feel uncomfortable or uncomfortable. Furthermore, if the steering wheel 1 is displaced to the foremost position with an extremely large force, the supporting force of the steering column 6a with respect to the vehicle body may be lost. This point will be described below.

  In the event of a collision accident, a secondary collision occurs in which the driver's body collides with the steering wheel 1. In order to mitigate the impact applied to the driver's body during the secondary collision, the support bracket 12a is detached forward when a large impact load is applied to the vehicle body 10 (see FIG. 14). I support it. On the other hand, the steering wheel 1 is vigorously displaced to the foremost position, and the rear end portions of the longitudinal longitudinal holes 25 and 25 are vigorously formed on the outer peripheral surface of the adjustment rod 19 (the sleeves 26a and 26b fitted on the adjustment rod 19). In the case of collision, an impact in the same direction as the impact load applied during the secondary collision is applied to the support bracket 12a via the displacement bracket 22. For this reason, when a driver with good physique displaces the steering wheel 1 forward with an extremely large force (roughly) when adjusting the front / rear position of the steering wheel 1, the support bracket 12a can be disengaged forward. There is sex. And when it leaves | separates, operation of the said steering wheel 1 becomes difficult.

  Patent Document 2 describes a structure in which elastomeric elastic blocks are arranged at both ends in the longitudinal direction of the inner peripheral surface of a plastic liner corresponding to a longitudinally long hole to provide a buffer function. . In the case of such an improved structure, it is considered that it is possible to reduce the uncomfortable feeling given to the driver during the adjustment work, and to a certain extent prevent the occurrence of problems due to the rough adjustment operation. . However, in the case of the improved structure, since the same block is used as the elastic blocks at both the front and rear ends, it is considered difficult to reduce the size while ensuring the required performance. This point will be described below.

  In general, the pushing force is larger than the pulling force, and when the steering wheel front and rear position is adjusted, the direction in which the steering wheel is moved violently and vigorously is often forward. The support bracket may be disengaged forward when the steering wheel is displaced forward vigorously. However, even if the steering wheel is moved backwards vigorously, there will be a sense of incongruity and discomfort due to the collision between the outer peripheral surface of the adjusting rod and the inner peripheral surface of the mating member. It is preferable to do. On the other hand, if a structure capable of exhibiting a necessary and sufficient cushioning function when the steering wheel is moved to the foremost position is provided at both front and rear ends of the longitudinal slot, the length of the longitudinal slot becomes excessively long. Then, the longitudinal dimension of the displacement bracket provided with the longitudinally long hole becomes long, and the steering column including the displacement bracket becomes large.

JP 2001-322552 A Japanese National Patent Publication No. 10-512825

  In view of the circumstances as described above, the present invention provides a large-sized steering column including a displacement bracket for reducing the uncomfortable feeling given to the driver during adjustment work and preventing the occurrence of problems due to rough adjustment operations. The present invention was invented to realize a structure that can be sufficiently achieved without being changed.

The telescopic steering device of the present invention includes a steering column, a displacement bracket, a steering shaft, a support bracket, an adjustment rod, and an expansion / contraction mechanism.
Of these, the steering column has a cylindrical shape, and includes an outer column capable of expanding and contracting at least an inner diameter of one end in the axial direction, and an inner column fitted and supported on the inner diameter side of the outer column so as to be capable of axial displacement. Combined, it can be stretched.
The displacement bracket is provided on a part of the steering column and is displaced together with the part. The one of the outer column and the inner column (rear side) is a front and rear of the steering wheel. It is fixed to a column that is displaced in the axial direction as it moves. In addition, a longitudinally long hole is provided which is long in the axial direction of the column.
The steering shaft is rotatably supported on the inner diameter side of the steering column. And a steering wheel is fixed to the part which protruded back rather than the rear-end opening of this steering column.
The support bracket supports the steering column with respect to the vehicle body so that the front / rear position of the steering wheel can be adjusted, a pair of support plate portions sandwiching the displacement bracket from both sides in the width direction, and both the support plates. And a through hole formed in a portion of the portion aligned with each other.
Further, the adjusting rod is inserted through these through holes and the inside of the longitudinal longitudinal hole in the width direction of the displacement bracket.
Furthermore, the expansion / contraction mechanism expands / contracts a distance between a pair of pressing portions provided at portions opposite to the outer surfaces of the both support plate portions at both ends of the adjustment rod, so Increase or decrease the distance between the sides.

In particular, in the telescopic steering device of the present invention, the outer column is disposed on the rear side, and the inner column is disposed on the front side. The one column is an outer column. Also, by forming a long slit in the front end portion of the outer column in the axial direction, the inner diameter of the front end portion of the outer column can be elastically expanded and reduced.
The displacement bracket includes a pair of sandwiched plate portions fixed to the outer peripheral surface of the outer column with the slit sandwiched from both sides. And the said front-back direction long hole is formed in the part which mutually aligns of these both clamping board parts.
In addition, there is provided an elastic sleeve that is attached to the inside of the long hole in the front-rear direction and that has both ends in the front-rear direction function as buffer members , and is integrally formed of an elastic material . Then, with the adjustment rods moved to the longitudinal ends of the longitudinal longitudinal holes, the adjustment rods and the longitudinal ends of the elastic sleeves are brought into contact with each other so that the outer circumferential surfaces of the adjustment rods and the longitudinal direction A buffer mechanism is provided that prevents direct collision with the inner peripheral surface of the end portion of the long hole and absorbs collision energy by elastically deforming the longitudinal end portion of the elastic sleeve .
Further, of the buffer mechanisms provided at both ends in the front-rear direction, the adjustment rod is positioned on the side where the entire length of the steering column is most contracted so that the front-rear position of the steering wheel can be adjusted to the foremost position. The shock absorbing performance of one shock absorbing mechanism provided at the end is higher than the shock absorbing performance of the other shock absorbing mechanism provided at the end on the side where the adjusting rod is located in the state where the entire length of the steering column is maximized. doing.
For this purpose, for example, as in the invention described in claim 2, among the elastic materials constituting the buffer mechanism provided at both ends in the front-rear direction, the thickness of the elastic material constituting the one buffer mechanism in the front-rear direction. The thickness dimension is made larger than the thickness dimension in the same direction of the elastic material constituting the other buffer mechanism.

When implementing the invention described in claim 2 , preferably, as in the invention described in claim 3 , at least the inner peripheral surface of the rear end portion of the longitudinally long hole and the outer periphery of the rear end portion of the elastic sleeve. A gap is interposed between the surface.
Further, as in the invention described in claim 4 , the elastic sleeves can be separated from each other and can be respectively attached to a pair of longitudinal slots formed in the both sandwiched plate portions.
Alternatively, as in the invention described in claim 5 , both ends in the width direction of a single elastic sleeve are respectively fitted into the pair of longitudinal slots formed in the both sandwiched plate portions, This elastic sleeve can also be spanned between the both sandwiched plate portions.

In order to interpose a gap between the inner circumferential surface of the longitudinal slot and the outer circumferential surface of the elastic sleeve, for example, in the end of the longitudinal slot as in the invention described in claim 6 . The shape of the peripheral surface is a semicircular shape with a constant radius of curvature, and the shape of the outer peripheral surface of the end portion of the elastic sleeve is the both side portions sandwiching the central portion, the radius of curvature of the central portion being smaller than the radius of curvature of the semicircular shape It is assumed that the radius of curvature is larger than the semicircular radius of curvature. Then, the gap is interposed between the inner peripheral surface of the end portion of the longitudinally long hole and the outer peripheral surface of the end portion of the elastic sleeve at both side portions.
When the invention described in claim 6 is carried out, preferably, as in the invention described in claim 7 , a recess is formed in the center of the inner peripheral surface of the end of the elastic sleeve, and the center Thus, the thickness of the elastic sleeve is made smaller than both side portions.

Alternatively, in order to interpose the gap, as in the invention described in claim 8 , the shape of the inner peripheral surface of the end of the longitudinally long hole is a semicircular shape with a constant radius of curvature, and the end of the elastic sleeve The shape is composed of a flat plate portion at the center and curved plate portions at both sides sandwiching the flat plate portion. And in the part corresponding to this flat plate part, the said clearance gap is interposed between the edge part inner peripheral surface of the said front-back direction long hole, and the edge part outer peripheral surface of the said elastic sleeve.

Further, when carrying out the invention in which the gap is interposed, for example, as in the invention described in claim 9 , the shape of the outer peripheral surface of at least the rear end portion of both ends in the front-rear direction of the elastic sleeve is changed in the width direction. The both end portions may be semicircular to match the shape of the inner peripheral surface of the rear end portion of the long hole in the front-rear direction. Similarly, the center portion in the width direction may be recessed in front of the both end portions in the width direction. In the case of adopting such a structure, the gap is interposed between the outer peripheral surface of the rear end portion of the elastic sleeve and the inner peripheral surface of the rear end portion of the longitudinal slot in the width direction central portion.

According to the present invention configured as described above, it is possible to sufficiently reduce discomfort and discomfort given to the driver during the operation of adjusting the front-rear position of the steering wheel without increasing the size of the steering column including the displacement bracket, and Even when a rough adjustment operation is performed, it is possible to realize a telescopic steering device that can sufficiently prevent the loss of supporting force of the steering column with respect to the vehicle body.
That is, according to the present invention, when the front and rear position of the steering wheel is displaced to the adjustable front and rear end positions, the outer peripheral surface of the adjusting rod is installed at the front and rear end portions of the inner peripheral surface of the longitudinal long hole. Collides with the shock absorber. Further, the shock energy transmitted between the adjustment rod and the displacement bracket is mitigated by the shock absorbing mechanisms at both the front and rear ends, and the uncomfortable feeling given to the driver's hand adjusting the front and rear position of the steering wheel Discomfort can be reduced. Further, when the steering wheel is moved to the foremost position, a large buffering action can be received, so that the support bracket that supports the displacement bracket via the adjustment rod can be prevented from moving forward. As for the shock absorbing mechanism in which the adjusting rod collides with the steering wheel moved to the last position, it is sufficient if it can suppress the uncomfortable feeling and the like. Therefore, even when shock absorbing mechanisms are provided at both front and rear end portions of the front and rear direction long hole, it is possible to prevent the front and rear direction dimensions of the displacement bracket from increasing.

The principal part side view which shows the 1st example of embodiment of this invention. The top view which abbreviate | omits and shows the left end part of FIG. WW sectional drawing of FIG. The side view which took out only the outer column, the outer shaft, and the adjustment rod, and was seen from the same direction as FIG. The lower left enlarged view of FIG. XX sectional drawing of FIG. The enlarged view which shows the lower right part of FIG. 5 in the state (A) before an elastic sleeve elastically deforms, and the state (B) which elastically deformed. The diagram which shows the influence which the difference in the specification of a buffer mechanism has on the relationship between the displacement amount of the steering wheel and the resistance to this displacement in the front-rear direction. The figure similar to FIG. 5 which shows the 2nd example of embodiment of this invention. The same figure as FIG. The edge part side view (A) of the elastic sleeve which shows the 3rd example of embodiment of this invention, and YY sectional drawing (B) of (A). The figure similar to FIG. 3 which shows a 4th example similarly. The figure similar to FIG. 3 which shows the 5th example similarly. The partial cutting schematic side view of the steering apparatus provided with the telescopic mechanism and the tilt mechanism conventionally known. The vertical side view which shows the 2nd example of conventional structure. The expanded ZZ sectional drawing of FIG.

[First example of embodiment]
Figure 1-7 corresponds to claim 1-4, 6, 7 show a first example of an embodiment of the present invention. In the structure of this example, the support bracket 12b is supported by the impact load applied at the time of the secondary collision so as to be disengaged forward with respect to the vehicle body side fixing bracket 27 supported and fixed to the vehicle body. For this reason, in the case of this example, the peripheral edge portion of the locking notch 28 formed at the center in the width direction of the fixed bracket 27 and opened to the front is used as the width of the upper surface of the upper plate portion 29 of the support bracket 12b. It is sandwiched between a portion closer to both ends in the direction and the lower surface of the holding plate portion 31 of the holding bracket 30 which is welded and fixed to the upper surface of the upper plate portion 29. Further, the fixing bracket 27 is formed at a portion where the peripheral edge portion of the locking notch 28, the upper plate portion 29 of the support bracket 12b, and the holding plate portion 31 of the holding bracket 30 are aligned with each other. A coupling member made of a material such as a synthetic resin that is easy to tear is passed over the small through hole or notch. With this configuration, the vehicle body side fixing bracket 27 and the support bracket 12b are coupled so as not to be shaken in a normal state, and the support bracket 12b can be detached forward in a secondary collision. In addition, regarding this part, since it is not related to the gist of the present invention and configurations other than those shown in the drawings including various conventionally known structures can be adopted, detailed description thereof will be omitted.

  The support bracket 12b is formed by bending a metal plate having sufficient strength and rigidity, such as a steel plate, and is perpendicular to the upper plate portion 29 and the left and right end portions of the upper plate portion 29 downward. A pair of bent support plate portions 23a and 23a are provided. Vertically elongated holes 24a and 24a corresponding to the through-holes described in the claims are formed in the portions of the support plate portions 23a and 23a that are aligned with each other. Both the vertical holes 24a and 24a have a partial arc shape with the pivot 11 (see FIGS. 14 and 15) serving as the center of swing when the vertical position adjustment of the steering wheel 1 is performed.

  And between the said support plate parts 23a and 23a, the outer column 13b which comprises the steering column 6b is supported (clamped) so that adjustment of the front-back position and an up-down position is possible. The steering column 6b has a telescopic structure in which a front portion of the outer column 13b and a rear portion of the inner column 14b are fitted so as to be capable of relative displacement in the axial direction. Of these, the outer column 13b is formed in a cylindrical shape by casting (die casting) a light alloy such as an aluminum alloy. Further, the front end of the axial slit 32 formed in the lower end portion of the front half of the outer column 13b and corresponding to the slit described in the claims is formed into a circumferential slit 33 formed in the lower half portion of the front end of the outer column 13b. By opening, the inner diameter of the front half portion of the outer column 13b can be elastically expanded / contracted. The front end portion of the inner column 14b is coupled and fixed to a housing of a power steering device, for example, and the housing is supported by the pivot 11 so as to be swingable and displaceable with respect to the vehicle body. The vertical position of the part can be adjusted.

  Further, a pair of sandwiched plate portions 34 and 34 constituting the displacement bracket 22a are formed at positions near the both ends in the width direction of the lower surface of the outer column 13b so as to sandwich the axial slit 32 from both the left and right sides. . Both the sandwiched plate portions 34 and 34 are basically flat and are cast integrally with the outer column 13b. However, the plurality of sandwiched plate portions 34 and 34 are provided with concave portions for weight reduction and prevention of shrinkage after casting. Is forming. In addition, longitudinal long holes 25a and 25a are formed in parallel with the central axis of the outer column 13b at positions where the sandwiched plate portions 34 and 34 are aligned with each other. Moreover, the shape of the front and rear end portions of both of the front and rear long holes 25a and 25a viewed from the width direction (appearing in FIGS. 1, 4, 5, and 7) is a semicircular shape with a constant curvature radius. In the case of this example, the inner peripheral surfaces of both the longitudinal direction long holes 25a, 25a have stepped portions at the respective two positions of the intermediate portions, and the inner surfaces from the outer surface sides of the both sandwiched plate portions 34, 34 are present. The stepped shape is such that the opening area becomes narrower toward the side. Since both the sandwiched plate portions 34, 34 are made by casting a light alloy together with the main body portion of the outer column 13b, the width dimension and the inner peripheral surface shape of both the longitudinal holes 25a, 25a are Can be adjusted almost arbitrarily. Accordingly, the contact area between the inner peripheral surfaces of these long longitudinal holes 25a and 25a and the outer peripheral surfaces of a pair of elastic sleeves 35 and 35 described below can be adjusted almost arbitrarily.

  And elastic sleeves 35, 35 made of elastomer such as rubber are fitted and supported inside the long holes 25a, 25a in the front-rear direction. These elastic sleeves 35, 35 are respectively provided with a main body part fitted in the intermediate part in the penetrating direction (left-right direction in FIG. 3) of the both longitudinal longitudinal holes 25 a, 25 a and the outside of the both sandwiched plate parts 34, 34. The side surface side end part is provided with a collar part formed so as to protrude over the entire circumference. Moreover, the shape of the outer peripheral surface of both front and rear ends of both elastic sleeves 35, 35 is a mountain shape with rounded tops. That is, as shown in FIGS. 5 and 7, the radius of curvature of the central portion of the outer peripheral surface of both front and rear ends of both elastic sleeves 35 and 35 in the free state of both elastic sleeves 35 and 35 is the length in the both longitudinal directions. It is smaller than the semicircular curvature radius of the front and rear end portions of the holes 25a, 25a, and the curvature radius of both side portions sandwiching the central portion is larger than the semicircular curvature radius. 5 and 7 between the front and rear end inner peripheral surfaces of the front and rear longitudinal holes 25a and 25a and the front and rear end outer peripheral surfaces of the elastic sleeves 35 and 35, respectively. In addition, arc-shaped gaps 36 and 36 are present. Further, in the case of this example, the elastic sleeves 35 are provided at the front and rear end portions of the elastic sleeves 35, 35 at the central portions of the inner peripheral surfaces of the front buffer portion 37 and the rear buffer portion 38, each of which is substantially semi-cylindrical. Recesses 39a and 39b are formed, respectively, and the thickness of both the buffer portions 37 and 38 is made smaller at the central portion than at both side portions.

  Furthermore, in the case of this example, the elastic sleeves 35, 35 are made to have different thicknesses at the front end portion and the rear end portion, thereby buffering the front buffer portion 37 and the rear buffer portion 38. The performance is different from each other. Specifically, when the steering wheel 1 is moved to the adjustable frontmost position, the adjustment rod 19a is opposed, and the buffering performance of the rear buffer 38 is also adjusted to the last position. It is made larger than the buffering performance of the said front side buffer part 37 which the rod 19a opposes. For this reason, in the case of this example, the thickness dimension T in the front-rear direction of the rear buffer portion 38 out of the two buffer portions 37, 38 existing at both front and rear ends of the elastic sleeves 35, 35 is set to the front side. The buffer portion 37 is larger than the thickness dimension t in the same direction (T> t).

  A steering shaft 5b is rotatably supported inside the steering column 6b. The steering shaft 5b is formed by spline-engaging the front half of the rear outer shaft 15b and the rear half of the front inner shaft 16b, and enables torque transmission and expansion / contraction. The outer shaft 15b is rotatably supported on the inner side of the outer column 13b while preventing axial displacement of the outer column 13b. The steering wheel 1 (see FIG. 14) can be fixed to a portion protruding from the rear end opening of the outer column 13b at the rear end portion of the outer shaft 15b.

  Further, an adjustment rod 19a is inserted into the inside of the both longitudinal slots 24a, 24a and the both elastic sleeves 35, 35 attached to the insides of both the longitudinal slots 25a, 25a. Then, by the expansion / contraction mechanism incorporating the adjustment rod 19a, the interval between the support plate portions 23a, 23a is expanded / contracted, and the vertical position and the front / rear position of the outer column 13b can be adjusted, or the outer column 13b can be adjusted. It can be held in the adjusted position. In order to constitute the expansion / contraction mechanism, the length in the vertical direction in which the head 40 provided at the base end portion (the right end portion in FIG. 3) of the adjustment rod 19a is formed on one (right side in FIG. 3) support plate portion 23a. The holes 24a are engaged with each other only in a state where the displacement along the vertically elongated holes 24a is possible (in a state where rotation is prevented). On the other hand, between the nut 41 screwed and fixed to the tip end of the adjusting rod 19a and the outer surface of the other (left side in FIG. 3) support plate 23a, the thrust bearing 42 is sequentially formed from the nut 41 side. And a cam device 20a. The cam device 20a expands and contracts the axial dimension based on the relative displacement between the driving cam 43 and the driven cam 44, and the driven cam 44 is connected to the other support plate portion 23a. Only the displacement along this vertical direction long hole 24a is engaged with the formed vertical direction long hole 24a. On the other hand, the drive side cam 43 can be rotated around the adjustment rod 19a by the adjustment lever 18a.

  When adjusting the vertical position or the front / rear position of the steering wheel 1, the adjusting lever 18a is swung downward to reduce the axial dimension of the cam device 20a. As a result, the distance between the head 40 and the driven cam 44 is widened, and the support plate portions 23a, 23a hold down the pair of left and right sandwiched plate portions 34, 34 constituting the displacement bracket 22a. Power is reduced or lost. At the same time, the inner diameter of the front half of the outer column 13b is elastically expanded, and the surface pressure of the fitting portion between the inner peripheral surface of the front half of the outer column 13b and the outer peripheral surface of the rear half of the inner column 14b is reduced or lost. . In this state, the vertical position of the steering wheel 1 can be adjusted within a range in which the adjustment rod 19a can be displaced in the vertical holes 24a and 24a. Further, the front / rear position of the steering wheel 1 can be adjusted within a range in which the adjustment rod 19a can be displaced inside the elastic sleeves 35, 35. After the steering wheel 1 is moved to a desired position, the adjustment lever 18a is swung upward to expand the axial dimension of the cam device 20a, so that the head 40 and the driven cam 44 are moved. The two support plate portions 23a and 23a strongly suppress the pair of left and right sandwiched plate portions 34 and 34 constituting the displacement bracket 22a. At the same time, the inner diameter of the front half of the outer column 13b is reduced, and the fitting strength between the front half of the outer column 13b and the rear half of the inner column 14b is increased. As a result, the steering wheel 1 can be held at the adjusted position.

  In the case of the telescopic steering device of this example, when adjusting the front / rear position of the steering wheel 1, the adjustment rod 19 a may be displaced vigorously to both front and rear ends inside the elastic sleeves 35, 35. Thus, no impact is applied to the adjusting rod 19a, and it is possible to prevent the driver operating the steering wheel 1 from feeling uncomfortable or uncomfortable. That is, when the steering wheel 1 is vigorously displaced to the adjustable front and rear end positions, the adjustment rod 19a collides with the front buffer portion 37 or the rear buffer portion 38. Since both the buffer portions 37 and 38 have a structure that can be elastically deformed and have an impact absorbing ability, it is possible to prevent the above-mentioned uncomfortable feeling and uncomfortable feeling.

  In particular, as the steering wheel 1 is displaced to the foremost position, the adjusting rod 19a moves to the rear end side of the longitudinal longitudinal holes 25a, 25a. As a result, the adjusting rod 19a In a state where both elastic sleeves 35 and 35 collide with the rear buffer portion 38, a sufficient shock absorbing capability can be secured. That is, when the adjusting rod 19a is displaced to the rear end portions of the elastic sleeves 35, 35, the elastic sleeves 35, 35 are moved from the state shown in FIG. Elastically deforms to the state shown. That is, the rear buffer portion 38 having a large thickness dimension T is elastically deformed in the direction in which the gaps 36 and 36 disappear while the rear buffer portion 38 is crushed in the direction of reducing the thickness dimension. Let Specifically, the rear side buffering portion 38 is formed in a semi-cylindrical shape so that the shape of the rear end portion outer peripheral surface of the rear side buffering portion 38 becomes a semi-cylindrical shape in accordance with the rear end portion outer peripheral surfaces of the longitudinally long holes 25a and 25a. The portion 38 is elastically deformed. These elastic deformations are performed in a direction in which the rear buffer portion 38 provided at the rear end portions of the both elastic sleeves 35, 35 is retracted from the adjusting rod 19a. As a result, a substantial portion of the impact energy applied from the adjusting rod 19a to the ends of the elastic sleeves 34, 34 is absorbed.

  As a result, it is possible to reduce discomfort and discomfort given to the hand of the driver who is adjusting the front-rear position of the steering wheel 1. Further, since the impact energy applied to the support bracket 12b from the outer column 13b via the adjustment rod 19a can be reduced, the support bracket can be used even when the driver moves the steering wheel 1 to the foremost position. It is possible to prevent 12b from moving forward. That is, when a driver with a large physique pushes the outer column 13b forward through the steering wheel 1 and the outer shaft 15b with the adjustment lever 18a rotated downward, the adjustment is performed. The rod 19a is displaced vigorously toward the rear end portions of the two longitudinal longitudinal holes 25a, 25a. Then, the kinetic energy for moving the outer column 13b forward is transmitted to the support bracket 12b through the adjustment rod 19a.

  When the impact energy transmitted to the support bracket 12b is large in this way, the synthetic resin coupling member that couples the support bracket 12b and the vehicle body side fixing portion racket 27 is torn, and the support bracket 12b. Leaves ahead. On the other hand, according to the structure of this example, the impact transmitted from the outer column 13b to the adjusting rod 19a based on the elastic deformation of the rear buffer portion 38 provided at the rear ends of the elastic sleeves 35, 35. Since a considerable portion of energy can be absorbed, the support bracket 12b can be prevented from being detached forward by an impact of a rough operation. The impact energy transmitted to the adjusting rod 19a at the time of the secondary collision is much larger than the impact energy applied by the violent operation, so that the driver who has collided with the steering wheel 1 by separating the support bracket 12b forward. Alleviates the impact on the body. Also at this time, the shock absorption based on the elastic deformation of the elastic sleeves 35 and 35 is useful for protecting the driver. For example, in the case of the illustrated example, the adjustment rod 19a is directly below the upper plate portion 29 constituting the support bracket 12b. Such a structure is advantageous in terms of ensuring the support rigidity of the outer column 13b with respect to the support bracket 12b, but in the width direction of the support plate portions 23a and 23a at the installation portion of the adjustment rod 19a. Increased rigidity. Accordingly, the resistance to the reduction of the distance between the head 40 and the driven cam 44 by the adjusting lever 18a is likely to increase, and the force for holding the outer column 13b by the support plate portions 23a and 23a is increased. From the aspect of doing, it is somewhat disadvantageous. For this reason, at the time of a secondary collision, the adjusting rod 19a easily moves to the rear end portions of the elastic sleeves 35 and 35 before the support bracket 12b is detached forward. Even in such a case, the impact energy is absorbed based on the elastic deformation of the rear buffer portion 38, which is advantageous in terms of driver protection.

  As described above, in the case of this example, even when the thickness T of the rear side buffer portion 38 is increased and the steering wheel 1 is roughly displaced to the adjustable frontmost position, the support bracket 12b. However, the thickness t of the front buffer portion 37 that operates when moving in a direction in which such separation does not occur is kept small. Accordingly, in order to realize a structure that can prevent the driver from feeling uncomfortable or uncomfortable even when the position of the steering wheel 1 is adjusted in any direction, the front and rear ends of both the longitudinal holes 25a and 25a are arranged. Regardless of the structure in which the front and rear buffer mechanisms 37 and 38 are provided at the front and rear, the longitudinal dimension of the sandwiched plate portions 34 and 34 of the displacement bracket 22a provided with the front and rear long holes 25a and 25a. Can be prevented from becoming crowded.

  FIG. 8 shows the characteristic that each of the front and rear shock absorbing mechanisms 37 and 38 absorbs an impact applied from the adjusting rod 19a. The horizontal axis indicates the amount of displacement of the adjusting rod 19a, and the vertical axis indicates the adjustment. The values of resistance against the displacement of the rod 19 (the magnitude of impact energy that can be absorbed) are shown. In FIG. 8, the broken line α indicates the energy absorption characteristic by the rear buffer mechanism 38, and the chain line β indicates the energy absorption characteristic by the front buffer mechanism 37. Of the broken line α and chain line β, the relatively gentle slope starting from the origin (zero point) eliminates the gaps 36 and 36 while the front and rear buffer mechanisms 37 and 38 are elastic. This is a range in which the adjusting rod 19a is displaced by deformation. Further, the subsequent portion having a relatively steep inclination is that the elastic materials of the front and rear buffer mechanisms 37 and 38 are elastically deformed in the compression direction after the clearances 36 and 36 are eliminated. This is a range in which the adjusting rod 19a is displaced. Further, the solid line γ in FIG. 8 indicates the longitudinal longitudinal holes formed in the sandwiched plate portions 34, 34 made of light alloy without providing an elastic buffering mechanism at the ends of the longitudinal longitudinal holes 25a, 25a. The energy absorption characteristics when the inner peripheral surfaces of 25a and 25a and the outer peripheral surface of the adjustment rod 19a made of tool steel are directly collided are shown. From these lines α, β, and γ in FIG. 8, it can be seen that, according to the structure of this example, appropriate shock absorption characteristics can be obtained when the steering wheel 1 is displaced to both front and rear ends.

Note that the slopes of the lines α, β, and γ shown in FIG. 8 are schematic and do not represent the buffer performance of each structure in actual ratio. The actual ratio is arbitrarily determined depending on the material (elastic coefficient) constituting the elastic sleeve 35, the thickness dimensions t and T of the front and rear buffer mechanisms 37 and 38, the dimensions of the gaps 36 and 36, and the like. Can be tuned. Incidentally, according to the dimensional relationship as shown in FIG. 5, the chain line β is generally leftward from the state of FIG. 8, or conversely, the broken line α is more global than the state of FIG. Turn to the right.
As a modification of the structure of this example, the concave portion 39a and the gaps 36 and 36 can be omitted with respect to the front buffer portion 37. If omitted, the right half of the chain line β has such a characteristic that the portion with a relatively steep slope starts from the origin as it is.

[Second Example of Embodiment]
9-10 corresponds to claim 1-4, 8 shows a second example embodiment of the present invention. In the case of this example, in order to interpose the gaps 36a and 36a for shock absorption, the shapes of the front and rear buffer portions 37a and 38a provided at the front and rear end portions of the elastic sleeve 35a are the same as those described above. It is different from the first example of the form. Specifically, as in the case of the first example of the above-described embodiment, the shape of the inner peripheral surface of the end portion in the front-rear direction long hole 25a is a semicircular shape with a constant radius of curvature, and the front and rear ends of the elastic sleeve 35a. The shape of the portion is composed of flat plate portions 45a and 45b in the central portion and curved plate portions on both sides sandwiching the flat plate portions 45a and 45b. The gaps 36a, 36a are made to exist between the inner peripheral surfaces of both ends of the longitudinal slot 25a and the outer peripheral surfaces of both ends of the elastic sleeve 35a at portions corresponding to the flat plates 45a, 45b. ing.
Since the configuration and operation of the other parts are the same as in the first example of the embodiment described above, overlapping illustrations and descriptions are omitted.

[Third example of embodiment]
FIG. 11 shows a third example of the embodiment of the invention corresponding to claims 1 to 4 , 8 , 9 . In the structure of this example, the shape of the outer peripheral surface of both ends in the front-rear direction of the elastic sleeve 35b is a semicircular shape that matches the shape of the inner peripheral surface of the end of the long hole 25a in the front-rear direction (see FIGS. 9 to 10). Similarly, with respect to the central portion in the width direction, the shape is recessed forward than the both end portions in the width direction. And in this width direction center part, a clearance gap is interposed between the edge part outer peripheral surface of the said elastic sleeve 35b, and the edge part inner peripheral surface of the said front-back direction long hole 25a. In the case of such a structure of the present example, the rigidity of the front and rear buffer portions 37a, 38a (see FIG. 9) is made slightly higher than in the case of the second example of the embodiment described above, and the adjusting rod 19a The shock absorbing performance can be changed in a state where the front and rear direction long holes 25a (see FIGS. 9 to 10) are vigorously displaced at both front and rear ends.
Since the configuration and operation of the other parts are the same as in the second example of the embodiment described above, overlapping illustrations and descriptions are omitted.

[Fourth Example of Embodiment]
FIG. 12 shows a fourth example of an embodiment of the present invention corresponding to claims 1 and 5 . In the case of this example, a pair of front and rear direction long holes 25b and 25b respectively formed in a pair of left and right sandwiched plate portions 34a and 34a constituting the displacement bracket 22b provided integrally with the outer column 13c, Both ends of the single elastic sleeve 35c in the width direction are fitted inside. In short, the elastic sleeve 35c is mounted in a state of being spanned between the sandwiched plate portions 34a and 34a. Further, in the case of this example, the support bracket 12c can be detached forward by impact energy applied at the time of a secondary collision through a pair of right and left locking capsules 46, 46 with respect to a portion fixed to the vehicle body. I support it. Such a release mechanism using the locking capsules 46 and 46 is well known in the art, and therefore detailed illustration and description thereof will be omitted.
Since the configuration and operation of other parts are the same as those in the first example of the above-described embodiment, overlapping illustrations and descriptions are omitted.

[Fifth Example of Embodiment]
FIG. 13 also shows a fifth example of the embodiment of the invention corresponding to claims 1 and 5 . In the case of this example, a pair of sandwiched plate portions 34b and 34b constituting the displacement bracket 22c are provided on the lower surface of the outer column 13d made of a steel plate (which is an electric sewing tube or a drawing tube). The formed axial slit 32a is welded and fixed in a state sandwiched from both the left and right sides. Then, both ends in the width direction of a single elastic sleeve 35d are fitted into the longitudinal long holes 25b, 25b formed in the portions of the sandwiched plate portions 34b, 34b that are aligned with each other, and the elastic sleeve 35d. Is sandwiched between the sandwiched plate portions 34b, 34b. In the case of the structure of this example, since there are restrictions due to the plate thickness of both of the sandwiched plate portions 34b, 34b, the inner peripheral surface of both the front and rear direction long holes 25b, 25b and the outer peripheral surface of the elastic sleeve 35d It is difficult to arbitrarily adjust the contact area.
Since the configuration and operation of the other parts are the same as in the fourth example of the embodiment described above, overlapping illustrations and descriptions are omitted.

The present invention can also be implemented with a steering apparatus that does not include a tilt mechanism but includes only a telescopic mechanism. However, even in this case, in order to carry out the present invention, the longitudinal hole is formed on the displacement bracket side. As long as the telescopic steering device according to the present invention is not implemented, a simple through hole (circular hole) may be formed in the displacement bracket, and a longitudinal hole may be formed in the pair of left and right support plate portions constituting the support bracket. However, in this case, the adjustment lever also moves back and forth with the adjustment of the front and rear position of the steering wheel. In addition, since the thickness dimension of the both support plate portions is small and the width dimension of the inner peripheral surface of the longitudinally long hole formed in both the support plate portions is small, it is difficult to attach the elastic sleeve as in the present invention. .
Furthermore, in the illustrated example, the displacement bracket is shown on the lower side of the steering column. However, it can be provided on the upper side .

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Tie rod 5, 5a, 5b Steering shaft 6, 6a, 6b Steering column 7 Universal joint 8 Intermediate shaft 9 Universal joint 10 Car body 11 Axis 12, 12a, 12b, 12c Support bracket 13, 13a, 13b, 13c, 13d Outer column 14, 14a, 14b Inner column 15, 15a, 15b Outer shaft 16, 16a, 16b Inner shaft 17 Electric motor 18, 18a Adjusting lever 19, 19a Adjusting rod 20, 20a Cam device 21 Cam Member 22, 22a, 22b, 22c Displacement bracket 23, 23a Support plate 24, 24a Longitudinal direction long hole 25, 25a, 25b, 25c Longitudinal direction long hole 26a, 26b Sleeve 27 Car body side fixed bra 28 Locking notch 29 Upper plate 30 Holding bracket 31 Holding plate 32, 32a Axial slit 33 Circumferential slit 34, 34a, 34b Nipped plate 35, 35a, 35b, 35c, 35d Elastic sleeve 36, 36a Clearance 37, 37a Front buffer part 38, 38a Rear buffer part 39a, 39b Recess 40 Head 41 Nut 42 Thrust bearing 43 Drive side cam 44 Drive side cam 45a, 45b Flat plate part 46 Locking capsule

Claims (9)

A steering column, a displacement bracket, a steering shaft, a support bracket, an adjustment rod, and an expansion / contraction mechanism are provided.
The steering column has a cylindrical shape and combines an outer column that can expand and contract at least an inner diameter at one end in the axial direction, and an inner column that is fitted and supported on the inner diameter side of the outer column so as to be capable of axial displacement. It can be stretched and
The displacement bracket is provided on a part of the steering column and is displaced together with the part. The displacement bracket is disposed in one of the outer column and the inner column in the axial direction as the steering wheel moves back and forth. It is fixed to a column that is displaced in the direction of the column, and has a long hole in the front-rear direction that is long in the axial direction of this column.
The steering shaft is rotatably supported on the inner diameter side of the steering column, and fixes the steering wheel to a portion protruding rearward from the rear end opening of the steering column,
The support bracket supports the steering column with respect to the vehicle body so that the front-rear position of the steering wheel can be adjusted. A pair of support plate portions sandwiching the displacement bracket from both sides in the width direction, A through hole formed in a portion aligned with each other,
The adjustment rod is inserted in the width direction of the displacement bracket through the inside of both the through holes and the longitudinal longitudinal hole,
The expansion / contraction mechanism expands / contracts a distance between a pair of pressing portions provided at portions opposite to the outer surfaces of the support plate portions at both ends of the adjustment rod, thereby allowing the inner surfaces of the support plate portions to In the telescopic steering device that expands and contracts
The outer column is disposed on the rear side, and the inner column is disposed on the front side. The one column is the outer column, and a long slit is formed in the axial direction at the front end of the outer column. And the inner diameter of the front end of the outer column can be elastically expanded and contracted,
The displacement bracket comprises a pair of sandwiched plate portions fixed to the outer peripheral surface of the outer column in a state where the slit is sandwiched from both sides, and the longitudinal slot is formed between the sandwiched plate portions. It is formed in parts that match each other,
An elastic sleeve integrally formed of an elastic material is mounted inside the front / rear direction long hole and both ends of the front / rear direction function as cushioning members, and the adjustment rod is arranged before and after the front / rear direction long hole. By making these adjustment rods contact the front and rear ends of the elastic sleeve in a state where they have moved to the direction ends , the outer peripheral surface of these adjustment rods and the inner peripheral surface of the end of the front and rear direction long hole can collide directly. A buffer mechanism that absorbs collision energy by elastically deforming the front-rear direction end portion of the elastic sleeve while blocking is provided,
Of the buffer mechanisms provided at both ends in the front-rear direction, the end on the side where the adjustment rod is positioned in the state in which the entire length of the steering column is contracted to the foremost position where the front-rear position of the steering wheel is adjustable The shock absorbing performance of one of the shock absorbing mechanisms provided at the top of the steering column is made higher than the shock absorbing performance of the other shock absorbing mechanism provided at the end on the side where the adjustment rod is located in the state where the entire length of the steering column is maximized. A telescopic steering device. Of the elastic sleeves constituting the buffer mechanism provided at both ends in the front-rear direction, the thickness dimension in the front-rear direction of the rear end part of the elastic sleeve constituting the one buffer mechanism constitutes the other buffer mechanism. The telescopic steering device according to claim 1, wherein the telescopic steering device is larger than a thickness dimension in the same direction of a front end portion of the elastic sleeve . At least said is interposed a gap between the rear end outer peripheral surface of the elastic sleeve and the rear end inner peripheral surface of the longitudinal slot, telescopic steering as set forth in any one of claims 1-2 apparatus. The elastic sleeve made into a mutually separate body is each mounted | worn with the pair of front-back direction elongate hole respectively formed in the said both clamping board parts, It described in any one of Claims 1-3 Telescopic steering device. Both ends in the width direction of a single elastic sleeve are fitted in a pair of longitudinal slots formed in the both sandwiched plate portions, respectively, and this elastic sleeve is connected between the two sandwiched plate portions. The telescopic steering device according to any one of claims 1 to 3 , wherein the telescopic steering device is mounted in a state of being spanned between. The shape of the inner peripheral surface of the end of the longitudinal slot is a semicircular shape with a constant radius of curvature, and the shape of the outer peripheral surface of the end portion of the elastic sleeve is the radius of curvature of the central portion of the semicircular curvature radius. It is small and has a mountain shape with a radius of curvature on both sides sandwiching the central portion larger than the radius of curvature of the semicircular shape, and on both sides, the end inner peripheral surface of the longitudinal slot and the end outer peripheral surface of the elastic sleeve the gap is present, telescopic steering apparatus according to any one of claims 4-5, cited claims 3 or claim 3 in between. The telescopic steering device according to claim 6 , wherein a concave portion is formed at a central portion of the inner peripheral surface of the end portion of the elastic sleeve, and the thickness of the elastic sleeve is smaller than both side portions at the central portion. . The shape of the inner circumferential surface of the end portion of the long hole in the front-rear direction is a semicircular shape with a constant radius of curvature, and the shape of the end portion of the elastic sleeve is a curved plate on both sides sandwiching the flat plate portion at the center portion. are those consisting of parts, at the portion corresponding to the flat portion, the gap exists between the end portion outer peripheral surface of the an inner peripheral surface of an end portion of the front-rear direction slot the elastic sleeve, according to claim 3 or The telescopic steering device according to any one of claims 4 to 5 , wherein the third aspect is cited. The shape of the outer peripheral surface of at least the rear end portion of both ends in the front-rear direction of the elastic sleeve is a semicircular shape corresponding to the shape of the inner peripheral surface of the rear end portion of the longitudinal slot in the width direction. With respect to the center portion, the shape is recessed forward from both ends in the width direction, and at the center portion in the width direction, between the outer peripheral surface of the rear end portion of the elastic sleeve and the inner peripheral surface of the rear end portion of the longitudinal slot. The telescopic steering device according to any one of claims 6 to 8 , wherein the gap is interposed, and the reference to claim 4 or claim 4 .

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