JP5796553B2 - Tilt-type steering device - Google Patents

Description

  The present invention relates to an improvement of a tilt type steering apparatus for adjusting a height position of a steering wheel according to a physique and a driving posture of a driver. Specifically, in order to enhance driver protection in the event of a collision accident, it is possible to prevent the steering wheel from being inadvertently raised, and to generate unpleasant noise when adjusting the height position of the steering wheel. It is intended to realize a structure that can be prevented.

  The automobile steering device is configured as shown in FIG. 5, and transmits the rotation of the steering wheel 1 to the input shaft 3 of the steering gear unit 2, and a pair of left and right tie rods 4 according to the rotation of the input shaft 3, 4 is pushed and pulled to give a steering angle to the front wheels. The steering wheel 1 is supported and fixed at the rear end portion of the steering shaft 5, and the steering shaft 5 is rotatably supported by the steering column 6 with the cylindrical steering column 6 inserted in the axial direction. Has been. Further, the front end portion of the steering shaft 5 is connected to the rear end portion of the intermediate shaft 8 via a universal joint 7, and the front end portion of the intermediate shaft 8 is connected to the input shaft 3 via another universal joint 9. Connected to. The structure shown in FIG. 5 includes an electric power steering device, and the front end portion of the steering column 6 is coupled to a housing 11 that supports the electric motor 10 and incorporates a reduction gear. .

It is widely practiced that the above-described automobile steering apparatus is a tilt type steering apparatus incorporating a tilt mechanism for adjusting the height position of the steering wheel 1. In the case of a manual tilt type steering apparatus, the following mechanism (1) is essential, and it is preferable to provide the following mechanism (2).
(1) Based on the operation of the adjustment lever (tilt lever), the distance between the pair of support plates provided on the fixed bracket supported and fixed on the vehicle body side is expanded and reduced, and the steering column is formed by both of these support plates. The function to adjust the force to hold the displacement bracket fixed to the.
(2) A function to prevent the steering wheel from being displaced (bounced up) from the position where it was held in the event of a collision.

  Of these functions (1) and (2), the function (1) is necessary to enable the height position adjustment of the steering wheel and to hold it firmly in the adjusted position. Various structures have been known as a structure for demonstrating such a function, but it is composed of a combination of a driving cam rotated by an adjusting lever and a driven cam that does not rotate, and has an axial dimension. A device provided with a cam device that expands and contracts has been widely used in recent years because of its good operation feeling.

  Further, the function (2) may be required in order to enhance the protection of the driver in the event of a collision. That is, when the force for holding the height position of the steering wheel at the adjusted position by the function (1) is only the frictional force acting between the both support plate portions and the displacement side bracket, etc. Based on the secondary collision in which the driver's body collides with the steering wheel, a large impact force is applied in the direction of raising the steering wheel. When the height position of the steering wheel is not the upper end position and the impact force exceeds the frictional force, the steering wheel is displaced (raised) to the adjustable upper end position. As a result, for example, in the case of a small driver, the positional relationship between the driver's head and the airbag inflated behind the steering wheel becomes inadequate, which is disadvantageous in terms of enhancing the protection of the driver. In view of such circumstances, the function (2) is to increase the force for holding the steering wheel in the adjusted position by the uneven mechanical engagement. In the function (2), the adjustment lever is rotated to the state where the steering wheel is held in the adjusted position, and the unevenness provided in the portion that moves up and down with the steering wheel, and the fixed bracket Engage the unevenness provided on the side.

Conventionally, those described in Patent Documents 1 to 7 are known as tilt type steering devices having the functions (1) and (2) described above. Since the present invention relates to the improvement of the conventional structures described in Patent Documents 1 to 7, first, the conventional structure will be described with reference to FIGS.
6 to 10 of FIGS. 6 to 11 show the structure described in Patent Document 2, and FIG. 11 shows the structure described in Patent Document 3, respectively. Although there is some difference between these two structures, it is not a particularly significant difference in relation to the present invention. Therefore, the conventional structure will be described below with reference to FIGS. This conventional tilt type steering apparatus includes a steering column 6a, a steering shaft 5a, a displacement side bracket 12, a fixed side bracket 13, an adjustment rod 14, a driven side cam 15, a driving side cam 16, and The adjusting lever 17, the receiving bracket 18, the swing arm 19, the engaging portion 20, and buffer members 21 a and 21 b are provided.

  In the illustrated structure, in addition to the tilt mechanism for adjusting the height position of the steering wheel 1 (see FIG. 5), the front-rear position (the front-rear direction refers to the front-rear direction of the vehicle body on which the tilt type steering device is installed). The same throughout the specification and claims). For this reason, in the case of the structure of the present example, the steering column 6a is fitted into the inner side of the outer column 22 arranged on the front side and the front part of the inner column 23 arranged on the rear side, so that The one that can be stretched is used. Of these, the outer column 22 is formed by bending a metal plate to have a substantially U shape with an upper opening, and the holding blocks 24 and 24 are fixed to the upper inner side surfaces, respectively. The front portion of the inner column 23 is fitted into a portion surrounded by both the restraining blocks 24 and 24 and the lower inner surface of the outer column 22 so as to be capable of axial displacement. Further, the front end portion of the outer column 22 is coupled and fixed to a housing 25 constituting the power steering device in a state of protruding rearward from the housing 25. Further, a support tube 26 is supported and fixed to the front upper portion of the housing 25, and the housing 25 and the steering column 6a can be oscillated and displaced with respect to the vehicle body by a tilt shaft (not shown) inserted through the support tube 26. To support.

  Further, the steering shaft 5a has a rear portion of the inner shaft 27 disposed on the front side and a front portion of the outer shaft 28 disposed on the rear side engaged with each other so as to be able to transmit torque by spline engagement or the like. It expands and contracts with the expansion and contraction of the steering column 6a. Such a steering shaft 5a is rotatably supported inside the steering column 6a in a state where the rear end portion projects rearward from the rear end opening of the steering column 6a. For this purpose, a portion near the rear end of the intermediate portion of the outer shaft 28 is supported on the inner side of the rear end of the outer column 22 by a bearing capable of supporting radial load and thrust load, such as a single row deep groove ball bearing. Yes. Further, an output shaft 29 of the power steering device is coupled and fixed to the front end portion of the inner shaft 27 via a torsion bar, and the output shaft 29 is supported inside the housing 25 by a similar bearing. ing. A steering wheel is fixed to a portion of the rear end portion of the outer shaft 28 protruding rearward from the rear end opening of the steering column 6a.

  Further, in the case of this example, the displacement side bracket 12 is fixed to the upper end portions of the pair of left and right side plate portions 30 and 30 constituting the outer column 22 and the inner side surfaces of the upper end portions of the both side plate portions 30 and 30. Both the restraining blocks 24, 24 are configured. Further, through holes 32 and 32 for inserting the flange portions 31 of the adjusting rod 14 are formed in portions where the both side plate portions 30 and 30 and the holding blocks 24 and 24 are aligned with each other.

  The fixed side bracket 13 is formed by bending a metal material such as a steel plate or an aluminum alloy by pressing or die casting, and is provided with a mounting plate portion 33 and a pair of left and right support plates. Parts 34a and 34b. Of these, the mounting plate 33 is a portion for supporting and fixing the fixed bracket 13 to the vehicle body. The two support plate portions 34a and 34b are portions for supporting the displacement side bracket 12 with respect to the fixed side bracket 13, and in order to sandwich the displacement side bracket 12 from both sides in the width direction. (The width direction refers to the width direction of the vehicle body on which the tilt type steering device is installed. The same applies to the entire specification and claims.) It is provided in parallel. In such a position where both the support plate portions 34a and 34b are aligned with each other, vertical arc long holes 35a and 35b each having a partial arc shape centering on the tilt axis are formed.

  Further, the adjusting rod 14 has an outward flange-shaped flange portion 37 fixed to the base end portion of the round rod-shaped flange portion 31, and has a distal end portion as a male screw portion 38. Further, on the inner side surface of the flange portion 37, a convex portion 39a that is long in the vertical direction is formed in a peripheral portion of the base end portion of the flange portion 31. The convex portion 39a has a width dimension in the front-rear direction slightly smaller than the width dimension in the same direction of the vertical elongated hole 35a formed in one support plate portion 34a with which the convex portion 39a is engaged. Is longer than the width dimension in the front-rear direction of the vertical hole 35a. Such an adjusting rod 14 supports the convex portion 39a on the one side in a state where the flange portion 31 penetrates both the vertically long holes 35a and 35b and the both through holes 32 and 32 in the width direction. While engaging with the up-down direction long hole 35a formed in the board part 34a, the inner surface of the said collar part 37 is made to contact | abut to the outer side surface of this one support plate part 34a. In this state, the male screw portion 38 provided at the tip of the flange portion 31 protrudes from the outer surface of the other support plate portion 34b. The buffer member 21 a is externally fitted to the base end portion of the flange portion 31. The buffer member 21a is made of a synthetic resin and has a shape that covers both upper and lower end surfaces of the convex portion 39a. That is, the buffer member 21a has a circular hole 40a for inserting the flange 31 at the center, and protrusions 41a and 41a at the upper and lower ends of the outer surface. In a state where the flange portion 31 is inserted to the circular hole 40a up to the base end portion thereof, the projecting portions 41a and 41a cover the upper and lower end surfaces of the convex portion 39a.

  The driven cam 15 is made by subjecting a metal material such as an iron-based alloy having the required strength, rigidity, and wear resistance to forging and finishing. A convex portion 39b is provided on the side surface, a driven cam surface 42 is provided on the outer side surface, and a through hole 43a penetrating in the axial direction is provided in the central portion. The convex portion 39b is the same as the convex portion 39a formed on the inner surface of the flange portion 37, and is slightly smaller than the width dimension in the front-rear direction of the vertical slot 35b formed in the other support plate portion 34b. Have a small width dimension and a length dimension larger than this width dimension. Like the buffer member 21a, the buffer member 21b includes a circular hole 40b and a pair of upper and lower projecting portions 41b and 41b. The upper and lower surfaces of the convex portion 39b are formed by these projecting portions 41b and 41b. In a covered state, it is mounted on the inner side surface of the driven cam 15 and is externally fitted to a portion of the adjustment rod 14 near the tip of the intermediate portion of the flange portion 31. The driven cam surface 42 is uneven in the circumferential direction, each of which has a plurality of flat top portions each present in the radial direction, and one circumferential side end side of each of the top portions is continuous with each other in the circumferential direction. It is comprised by the inclined surface and the bottom part which continues the circumferential direction other end side of each of these inclined surfaces. Further, the through hole 43a has an oval shape when viewed from the axial direction. And the front-end | tip part of the collar pieces 51 and 51 which protruded in the width direction (front-back direction) both ends at the vertical direction center part of the outer side surface of the said buffer member 21b is latched to the both-ends edge part of this through-hole 43a Thus, separation of the driven cam 15 and the buffer member 21b can be prevented.

  The drive side cam 16 is constructed in the same manner as the driven side cam 15 described above, and has a drive side cam surface 44 on the inner side surface and a circular through hole 43b penetrating in the axial direction in the center. Each is provided. The driving cam 16 is supported at the tip of the adjustment rod 14 so as to be able to rotate around the adjustment rod 14 while suppressing the displacement of the adjustment rod 14 toward the tip. Yes. For this purpose, a nut 45 is screwed into the male threaded portion 38 at the tip of the adjusting rod 14, and a thrust bearing 46 is disposed between the inner surface of the nut 45 and the outer surface of the driving cam 16. . After tightening the nut 45 with a predetermined torque, a part (for example, the outer end portion) of the nut 45 is caulked against the male screw portion 38 to prevent loosening. Such a drive-side cam 16 engages the drive-side cam surface 44 with the driven-side cam surface 42 of the driven-side cam 15, so that the axial dimension, that is, the driving-side cam 16 of the driven-side cam 16 is increased. A cam device 47 is configured to expand and contract the axial distance between the outer side surface and the inner side surface of the driven cam 15.

  The adjusting lever 17 is formed by injection molding a synthetic resin such as a high-performance resin such as polyacetal, or by die casting a light alloy such as an aluminum-based alloy. A holding recess 48 is provided. The driving cam 16 is held in the holding recess 48 in a state where relative rotation with respect to the holding recess 48 is prevented, and the driving cam 16 can be rotationally driven by the adjusting lever 17. An opening is provided at the bottom of the holding recess 48 so that the outer surface of the driving cam 16 and the thrust bearing 46 are in direct contact with each other. Therefore, the drive cam 16 and the base end portion of the adjusting lever 17 and the adjusting rod 14 and the nut 45 are relatively rotatable.

  The receiving bracket 18 is made of a metal material that can ensure sufficient strength and rigidity. The receiving bracket 18 is formed separately from the fixed bracket 13 and is attached to the outside of the other support plate portion 34b. It is supported and fixed to the side surface by screws or the like. The receiving bracket 18 has a concave groove 49 that opens in three directions, the front and both upper and lower ends, and exists in a direction along the up-and-down direction long hole 35b. The concave groove 49 has a V-groove shape in which the width of the opening is wide and the width becomes narrower toward the bottom. And the female side gear 50 which is the waveform shape regarding an up-down direction is provided in the both inner surface of the said groove 49. As shown in FIG.

  The swing arm 19 is supported around the driven cam 15 so as to be capable of relative rotation with respect to the driven cam 15 and at least some relative displacement in the vertical direction. For this purpose, a holding hole 52 having an inner diameter slightly larger than the outer diameter of the driven cam 15 is provided in the proximal end portion of the swing arm 19. A centering spring 53 is provided between the driven cam 15 and the base end portion of the swing arm 19 with the driven cam 15 positioned in the holding hole 52. The driven cam 15 is present at the center in the vertical direction inside the holding hole 52 based on the elasticity of the centering spring 53 in a state where no external force is applied. In this way, on both side surfaces of the tip of the swing arm 19, there are provided male gears 54 that can be engaged with and disengaged from the female gear 50 on the inner surface of the concave groove 49. The cross-sectional shape of the tip portion of the swing arm 19 is a wedge shape with a thickness dimension that decreases toward the edge of the portion where the male gear 54 is formed.

  Further, the engaging portion 20 is provided between the adjusting lever 17 and the swinging arm 19 in order to rotate the swinging arm 19 together with the adjusting lever 17 around the adjusting rod 14. Specifically, the projecting piece 55 formed on the outer surface near the front end of the swing arm 19 is loosely engaged with an engaging recess formed on a part of the inner surface of the adjusting lever 17. Then, the adjustment lever 17 is rotated upward to engage the female gear 50 and the male gear 54 with the axial dimension of the cam device 47 expanded. On the other hand, the adjustment lever 17 is rotated downward, and the engagement between the two gears 50 and 54 is released in a state where the axial dimension of the cam device 47 is reduced.

  When adjusting the height position of the steering wheel 1 (see FIG. 5) in the tilt type steering device as described above, the adjustment lever 17 is rotated downward to constitute the cam device 47. The crest portion of the driving cam surface 44 of the side cam 16 and the trough portion of the driven cam surface 42 of the driven cam 15 are made to face each other to reduce the axial dimension of the cam device 47. In this state, the surface pressure at the contact portion between the inner side surfaces of the support plate portions 34a and 34b of the fixed bracket 13 and the outer side surfaces of the outer column 22 constituting the steering column 6a is reduced or lost. Further, the engagement between the female gear 50 and the male gear 54 is released. Therefore, the height position is adjusted within a range in which both the buffer members 21a and 21b can be displaced inside the both vertical holes 35a and 35b. In this adjustment operation, when the steering wheel 1 is moved to the upper end position or the lower end position of the adjustable range, the projecting portions 41a and 41b of the both buffer members 21a and 21b, each made of synthetic resin, It collides with the upper end part or lower end part of the inner periphery of the direction long holes 35a and 35b. As a result, it is possible to prevent the driver operating the steering wheel 1 from generating an unpleasant impact or abnormal noise based on a collision between metals. In the illustrated example, the surface pressure of the fitting portion between the outer column 22 and the inner column 23 is also reduced or lost in a state where the axial dimension of the cam device 47 is reduced. The front-rear position of the steering wheel 1 can be adjusted by moving the front-rear direction.

  When the steering wheel 1 is moved to a desired position, the adjustment lever 17 is rotated upward so that the crests of the cam surfaces 44 and 42 are brought into contact with each other. Expand. In this state, the surface pressure of the contact portion between the inner side surfaces of the support plate portions 34a and 34b and the outer side surfaces of the outer column 22 increases, and at the same time, the outer column 22 and the inner column 23 are fitted together. The surface pressure of the part also increases. Further, the female gear 50 and the male gear 54 are engaged. Note that the gears 50 and 54 do not necessarily mesh with each other simply by moving the steering wheel 1 to a desired position and rotating the adjustment lever 17 upward. Even in this case, the swing arm 19 provided with the male gear 54 is displaced in the vertical direction while elastically deforming the centering spring 53 with respect to the driven cam 15, and the both gears 50, 54 is meshed. As a result, the steering wheel 1 is held at the adjusted position. Further, even when a large impact force is applied in the direction of raising the steering wheel 1 due to a secondary collision, the steering wheel 1 is prevented from jumping up by a large holding force based on the engagement between the two gears 50 and 54. it can.

  In the example shown in the drawing, an elastic lock that engages with a locking step 56 formed on the receiving bracket 18 in a state where the adjustment lever 17 is pivoted upward at the base end of the adjustment lever 17. A piece 57 is provided. In addition, a sleeve 58 is provided inside a through hole 43 b provided in the center of the drive side cam 16, and an energy absorbing member 59 is provided on the upper surface of the inner column 23. Further, FIG. 11 shows a structure in which a part of the swing arm 19 is covered with first and second buffer plates 60 and 61 made of synthetic resin. However, these members are described in, for example, Patent Documents 2 and 3 described above, and are not related to the gist of the present invention.

  In the case of the conventional structure as described above, an unpleasant noise may occur when the adjusting lever 17 is operated due to the shape of the buffer members 21a and 21b. This point will be described with reference to FIG. In the case of the conventional structure, both the buffer members 21a and 21b have the upper and lower end surfaces of the convex portions 39a and 39b that are aligned with the vertical position of the steering wheel 1, and the upper and lower elongated holes 35a and 35b. It is provided to alleviate the impact when it collides with the upper end or the lower end of the inner peripheral edge. For this reason, the protruding portions 41a and 41b of both the buffer members 21a and 21b cover the upper and lower end surfaces of the both convex portions 39a and 39b, but the vertical direction of the front and rear side surfaces of the both convex portions 39a and 39b. In particular, the intermediate portion is not recessed more than the front and rear side surfaces of the protruding portions 41a and 41b. In other words, the middle portions in the vertical direction of the front and rear side surfaces of the both convex portions 39a and 39b are exposed without being recessed relative to the projecting portions 41a and 41b.

  On the other hand, as described above, since both the vertically elongated holes 35a and 35b have a partial arc shape centering on the tilt axis, the front edge 62 of the inner peripheral edges of the vertically elongated holes 35a and 35b. Is a convex arc, and the rear edge 63 is a concave arc. For this reason, when the both convex portions 39a and 39b are oscillated and displaced around the adjustment rod 14 inside the two vertical elongated holes 35a and 35b, the front side surfaces of the two convex portions 39a and 39b are close to both ends in the vertical direction. The portion and the front side edge 62 of both the vertically long slots 35a and 35b collide with each other. In particular, the degree of the collision tends to be remarkable with respect to the convex portion 39b formed on the inner surface of the driven cam 15. This is because, in the course of operation of the adjusting lever 17, the driven cam 15 is connected to the adjusting lever based on the engagement between the inclined surfaces constituting the driven and driving cam surfaces 42, 44. This is because moments of vigorous rotation are likely to occur regardless of the driver's intention to operate 17.

  Although not shown, Patent Document 8 describes the structure of a driven cam in which the cam surface portion is made of a metal material, and the convex portion that engages with the vertical hole is made of synthetic resin. Yes. According to such a structure, it is possible to prevent the generation of noise due to contact between metals between the driven cam and the support plate portion. However, in the case of the structure described in Patent Document 8, the entire convex part that engages with the vertically elongated hole in the driven cam is made of only synthetic resin. For this reason, the both side edges in the front-rear direction of the convex part are gradually worn due to sliding contact with the front and rear side edges of the two vertical holes by using over a long period of time, and the driven side cam by the convex part There is a possibility that the guidance (rotation prevention) cannot be performed smoothly. Further, if the vertically elongated holes are formed in a straight line, the impact generated as described with reference to FIG. 12 can be eliminated, but the smoothness of adjusting the vertical position of the steering wheel is impaired, which is not preferable.

JP2012-040904A JP2012-040949A International Publication No. 2012/011424 Pamphlet International Publication No. 2012/011425 Pamphlet International Publication No. 2012/011426 Pamphlet International Publication No. 2012/017853 Pamphlet International Publication No. 2012/017854 Pamphlet JP 2008-307959 A

  In view of the circumstances as described above, the present invention can prevent generation of unpleasant noise when adjusting the height of the steering wheel, and can ensure sufficient durability. It was invented to realize a structure that does not impair the smoothness of adjustment.

The tilt type steering apparatus according to the present invention is similar to the conventional structure described above, and includes a steering column, a steering shaft, a displacement side bracket, a fixed side bracket, an adjustment rod, a driven side cam, and a driving side cam. And an adjustment lever, a receiving bracket, a swing arm, an engaging portion, and a buffer member.
Of these, the steering column is oscillated and displaced about a tilt shaft arranged in the width direction at the front .
The steering shaft is rotatably supported inside the steering column, and fixes the steering wheel to a portion protruding rearward from the rear end opening of the steering column.
The displacement-side bracket is provided in a part of the steering column so as to protrude above or below the main body portion of the steering column, and includes a through hole penetrating in the width direction.
Further, the fixed bracket is made of metal, and is provided with a pair of support plate portions that sandwich the displacement side bracket from both sides in the width direction, and the tilt plates provided at positions where these support plate portions are aligned with each other. A vertical arc slot with a partial arc shape centering on the axis is provided. And it is supported and fixed with respect to the vehicle body.
Further, the adjusting rod is provided in a state of passing through both the vertically long holes and the through hole in the width direction. And while making a base end part engage with one up-down direction long hole, the front-end | tip part is made to protrude from the outer surface of the support plate part in which the other up-down direction long hole was formed.
The driven cam is made of metal, and has a convex portion that is long in the vertical direction on the inner surface. Then, by engaging this convex part with the other vertical slot, the other vertical slot can be displaced along the other vertical slot, and the adjustment rod is centered. Are engaged in a state where rotation is suppressed. A driven cam surface that is an uneven surface in the circumferential direction is formed on the outer surface.
The drive cam is supported at the tip of the adjustment rod in a state that allows rotation around the adjustment rod and suppresses displacement of the adjustment rod toward the tip. In addition, a drive side cam surface that is an uneven surface in the circumferential direction is formed on the inner surface. And the cam apparatus which expands / contracts an axial direction dimension is comprised by engaging this drive side cam surface and the said driven side cam surface.
The adjustment lever is coupled to the base end portion of the drive side cam for rotationally driving the drive side cam.
The receiving bracket is provided with a female-side gear provided on the inner surface, and has a groove that is long in the direction along the vertical slot and opens forward or rearward. And it is fixed to the outer side surface of the support plate part provided with said other up-down direction long hole.
Further, the swing arm is a part of the outer surface of the support plate portion provided with the other vertical long holes, and is supporting the swinging displacement centered on the adjustment rod. And the male side gear which can be engaged / disengaged with the said female side gear is provided in the one end part.
The engaging portion is provided between the swing arm and the adjustment lever. Then, the female gear and the male gear are engaged with each other while the axial dimension of the cam device is expanded, and the two gears are disengaged when the axial dimension of the cam device is reduced. The swing arm is rotated in the direction.
Further, the buffer member is made of a material softer than the metal material constituting the driven cam and the metal material constituting the stationary bracket. And the said buffer member has a shape which covers the up-and-down both end surfaces of the said convex part, and is adhere | attached on the inner surface of the said drive side cam in the state which covers this convex part.

In particular, in the tilt type steering apparatus of the present invention, the buffer member is provided on both upper and lower sides of the convex portion, and includes a pair of projecting portions covering the upper and lower end surfaces of the convex portion. . Then, in a state of extending in the direction approaching each other from the front end portions of the opposing surfaces of these two projecting portions, the upper and lower end portions of the front side surface of the convex portion are covered, a front inner edge of the more portion other vertically long hole is prevented from abutting directly with a metal to each other, are provided covering portion.
In the case of carrying out the present invention as described above, preferably, as in the invention described in claim 2, the front and rear direction of the convex portion is formed by forming concave portions at both upper and lower end portions of the front and rear side surfaces of the convex portion. Is made narrower at the upper and lower ends than at the middle in the vertical direction. Moreover, the said cover part is provided in the state which each extends in the direction which mutually approaches from the front-and-rear both-ends part of the mutually opposing surface of both said protrusion parts . Then, said buffer member while deposited on the convex portion of each cover section brought into the engagement with the recesses, a vertically intermediate portion of the longitudinal side surfaces of the convex portions, than each of these covering portions before and after Do not protrude in the direction.

  According to the tilt type steering device of the present invention configured as described above, it is possible to prevent unpleasant noise from occurring when adjusting the height of the steering wheel, and to ensure sufficient durability for a long period of time. Even when used, the smoothness of adjusting the height position of the steering wheel can be prevented from being impaired.

The perspective view which looked at the rocking | fluctuation arm which assembled | attached the shock absorbing member from the inner surface side which shows an example of embodiment of this invention. The perspective view which shows a drive side cam and a buffer member in the state seen from the inner surface side in the state before an assembly | attachment. The perspective view shown in the state seen similarly from the outer surface side. The schematic diagram which shows the engagement state of an up-down direction long hole, a convex part, and a buffer member. The partial cutting schematic side view which shows an example of the steering device for motor vehicles. The perspective view which shows one example of a specific structure in the state seen from the front upper direction. The perspective view shown in the state seen similarly from back upper direction. Similarly side view. FIG. 9 is a cross-sectional view along the line aa in FIG. 8. The disassembled perspective view which abbreviate | omits one part and is shown. The perspective view (A) which looked at the rocking | fluctuation arm which assembled | attached the buffer member from the outer surface side, and the perspective view (B) similarly seen from the inner surface side. The schematic diagram which shows the engagement state of an up-down direction long hole, a convex part, and a buffer member in the conventional structure.

  1 to 4 show an example of an embodiment of the present invention. The feature of this example is that the shape of the convex portion 39c formed on the inner surface of the metal driven cam 15a and the shape of the buffer member 21c made of synthetic resin that adheres to the convex portion 39c are devised. By this, the structure for preventing this convex part 39c and the front side edge 62 of the up-and-down direction long hole 35b formed in the support plate part 34b (refer FIGS. 6-10) of the fixed side bracket 13 from colliding directly. is there. Since the structure and operation of the other parts are the same as those conventionally known from Patent Documents 1 to 7 including the structures shown in FIGS. The description will be omitted or simplified, and the following description will focus on the features of the present example and parts not previously described.

  In the case of the structure of this example, by forming the concave portions 64 and 64 at four positions on both the upper and lower end portions of the front and rear side surfaces of the convex portion 39c, the width dimension in the front-rear direction of the convex portion 39c is It is narrower than the middle part in the vertical direction at both ends. In other words, the middle portions in the vertical direction on both front and rear side surfaces of the convex portion 39c are slightly protruded from both ends in the vertical direction. The buffer member 21c has protrusions 41c and 41c at positions sandwiching the circular hole 40c formed in the center from both the upper and lower sides. The distance between the projecting portions 41c and 41c is substantially the same as the vertical height of the projecting portion 39c (matched or slightly increased), and the projecting portion 39c is located between the projecting portions 41c and 41c. And both the upper and lower end surfaces of the convex portion 39c are covered by the projecting portions 41c and 41c. In addition, the recessed holes 65 and 65 are formed in the inner surface side of these both protrusion parts 41c and 41c. These two concave holes 65, 65 suppress the volume of both the projecting portions 41c, 41c, and suppress the occurrence of deformation called shrinkage at the time of synthetic resin injection molding. It is provided in order to increase the buffer function of both the protruding portions 41c and 41c by appropriately reducing the rigidity.

  Further, in the case of the structure of this example, the flat cover portions 66 and 66 are extended from the total four positions of the front and rear end portions of the opposing surfaces of the projecting portions 41c and 41c in the direction approaching each other. I'm out. The thickness dimension T (see FIG. 4) of each of the cover portions 66, 66 is larger than the height H of the step portion between the concave portions 64, 64 formed on the front and rear side surfaces of the convex portion 39c and the intermediate portion in the height direction. Slightly larger (T> H). The distance D between the vertical edges of the upper and lower cover portions 66, 66 is slightly larger than the vertical length L of the protruding portion of the intermediate portion in the vertical direction on both front and rear sides of the convex portion 39c (D> L). )doing. Accordingly, in the state where the driven cam 15a and the buffer member 21c are brought closer to the state shown in FIGS. 2 to 3 and combined as shown in FIG. 1, the convex portion 39c has both the protruding portions 41c and 41c. The cover portions 66 and 66 cover both ends of the convex portion 39c in the vertical direction on both sides in the front-rear direction. Further, in this state, the intermediate portions in the vertical direction on both side surfaces in the front-rear direction of the convex portion 39c do not protrude in the front-rear direction than the cover portions 66, 66.

According to the tilt type steering device of the present example configured as described above, it is possible to prevent unpleasant noise from occurring when adjusting the height of the steering wheel 1 (see FIG. 5), and to achieve sufficient durability. It can be ensured, and even when used for a long time, it is possible to prevent the smoothness of the adjustment of the vertical position of the steering wheel 1 from being impaired.
First, as shown in FIG. 4, between the metal convex portion 39c formed on the inner surface of the driven cam 15a and the front edge 62 and the rear edge 63 of the vertical slot 35b, Each cover 66, 66 is present. Therefore, since the convex portion 39c does not directly contact the front edge 62 and the rear edge 63, unpleasant vibrations and abnormal noises are not generated based on the direct collision of metals. In the structure of this example, since the shapes of the convex portions 39c and the cushioning material 21c are symmetric in the front-rear direction, the above-described operation and effects can be obtained without restricting the assembly direction.

  In addition, the driven cam 15a is displaced along the vertical long hole 35b in a state where the rotation about the adjusting rod 14 (see FIGS. 9 and 10) is prevented inside the vertical long hole 35b. The structure for enabling the ascending and descending) is mainly due to the convex portion 39c made of metal. The cover portions 66 and 66 that rub against the front side edge 62 and the rear side edge 63 of the up-and-down direction long hole 35b are thin, so that the amount of elastic deformation is limited, and the front side edge 62 or the rear side edge 63 is limited. Even if the two side edges 62 and 63 slide while being pressed against each other, the amount of biting into the respective cover portions 66 and 66 of the both side edges 62 and 63 can be reduced. For this reason, compared with the case where it rubs against each other in a state where the amount of biting is large, the amount of wear of each of the cover portions 66, 66 can be reduced. Furthermore, even if these cover portions 66 and 66 are completely worn out, the convex portion 39c can prevent the driven cam 15a from rotating around the adjustment rod 14, so that it can last for a long time. Regardless of the use, it is possible to prevent the smoothness of the vertical position adjustment of the steering wheel 1 from being impaired.

  In the case of the structure of the present invention including this example, the height position of the steering wheel 1 is maintained based on the engagement between the female gear 50 and the male gear 54 (see FIG. 10). The axial force generated by the cam device 47 (see FIG. 9), which is a combination of the driven cam 15a and the driving cam 16, can be kept small. The axial force is sufficient as long as the displacement side bracket 12 (see FIGS. 9 and 10) does not rattle inside the fixed side bracket 13. The fact that the axial force can be kept low is that when the driving cam 16 (see FIG. 9) is rotated by the adjusting lever 17 to increase the axial dimension of the cam device 47, the driven cam 15a. The moment applied to the can be kept low. The moment can be kept low by pressing the cover portions 66, 66 between the front and rear side surfaces of the convex portion 39c and the front side edge 62 and the rear side edge 63 of the vertical elongated hole 35b. It leads to being able to suppress the power to do low. Further, the fact that this force can be kept low leads to the ease of ensuring the durability of each of the cover portions 66, 66. As is apparent from the above description, the present invention can achieve a sufficient effect by combining with the height position holding mechanism of the steering wheel 1 based on the engagement between the female gear 50 and the male gear 54. The axial force generated by the cam device 47 can be adjusted arbitrarily and easily by adjusting the tightening torque of the nut 45 (see FIGS. 8 to 10).

  A feature of the present invention relates to a tilt-type steering device for adjusting the height position of a steering wheel, and a convex projectingly provided on an inner surface of a driven cam that moves up and down along a vertical slot when the height position is adjusted. In this structure, unpleasant noise is prevented from being generated due to the collision between the portion and the inner edge of the vertical slot. Regarding the buffer member 21a (see FIGS. 9 and 10) to be mounted on the convex portion 39a on the base end side of the adjusting rod 14, it is preferable to adopt the same structure as that of the present invention, but it is not always necessary to adopt it. Further, it is not always necessary to provide a telescopic mechanism for adjusting the front / rear position of the steering wheel. Even when a telescopic mechanism is provided, the structure is not limited to the structure shown in FIGS. 6 to 10 described above, and a more general structure described in, for example, Patent Document 1 can also be adopted. In addition, regarding the installation direction of the swing arm provided with the male gear, as described in Patent Document 1, the direction shown in FIGS. . Furthermore, although the structure which provided the 1st, 2nd buffer board made from a synthetic resin was shown in FIG. 1, 11, such a buffer board can also be abbreviate | omitted.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Tie rod 5, 5a Steering shaft 6, 6a Steering column 7 Universal joint 8 Intermediate shaft 9 Universal joint 10 Electric motor 11 Housing 12 Displacement side bracket 13 Fixed side bracket 14 Adjustment rod 15, 15a Drive side cam 16 Drive side cam 17 Adjusting lever 18 Receiving bracket 19 Swing arm 20 Engaging portion 21a, 21b, 21c Buffer member 22 Outer column 23 Inner column 24 Holding block 25 Housing 26 Support pipe 27 Inner shaft 28 Outer shaft 29 Output shaft 30 Side plate portion 31 Hook portion 32 Through hole 33 Mounting plate portion 34a, 34b Support plate portion 35a, 35b Vertically long hole 37 Hook portion 38 Male screw portion 39a, 39b, 39c Convex portion 40a, 4 0b, 40c Circular holes 41a, 41b, 41c Protruding portions 42 Driven cam surfaces 43a, 43b Through holes 44 Drive side cam surfaces 45 Nuts 46 Thrust bearings 47 Cam devices 48 Holding recesses 49 Recessed grooves 50 Female gears 51 Hooks 52 Holding hole 53 Centering spring 54 Male gear 55 Projection piece 56 Locking step portion 57 Elastic locking piece 58 Sleeve 59 Energy absorbing member 60 First buffer plate 61 Second buffer plate 62 Front side edge 63 Rear side edge 64 Concave portion 65 Concave hole 66 Cover

Claims (2)

A steering column that swings and displaces about a tilt axis arranged in the width direction at the front ,
A steering shaft that is rotatably supported inside the steering column and fixes a steering wheel to a portion protruding rearward from the rear end opening of the steering column;
A displacement side bracket provided on a part of the steering column in a state of projecting upward or downward from the main body portion of the steering column, and having a through-hole penetrating in the width direction;
A pair of support plate portions that sandwich the displacement side bracket from both sides in the width direction, and a partially arcuate vertical length centered on the tilt axis, provided at positions where the both support plate portions are aligned with each other. A metal fixed side bracket having a hole and supported and fixed to the vehicle body;
These vertical holes and the through-holes are provided in a state of penetrating in the width direction, the base end is engaged with one vertical slot, and the tip is formed with the other vertical slot An adjustment rod protruding from the outer surface of the plate part;
Displacement along this other vertical slot is possible by engaging the other vertical slot with the other vertical slot projecting from the inner surface. And a metal driven side cam having a driven cam surface that is an uneven surface in the circumferential direction formed on the outer surface, which is engaged in a state where rotation about the adjusting rod is suppressed,
It is an uneven surface in the circumferential direction on the inner side surface that is supported at the tip end portion of the adjustment rod so that the adjustment rod can be rotated around the adjustment rod and the displacement to the tip side of the adjustment rod is suppressed. A drive side cam constituting a cam device for forming a drive side cam surface and engaging the drive side cam surface and the driven side cam surface to expand and contract the axial dimension;
In order to rotationally drive the drive side cam, an adjustment lever having the drive side cam coupled to the base end,
A female gear is provided on the inner surface, provided with a concave groove that is long in the direction along the vertical slot and opens forward or backward, and is fixed to the outer surface of the support plate portion provided with the other vertical slot. A receiving bracket,
A part of the outer surface of the support plate portion provided with the other vertical hole is supported so as to be able to swing and swing around the adjustment rod, and can be engaged with and disengaged from the female gear at one end. A swing arm with a male gear;
An axial dimension of the cam device is provided between the swing arm and the adjustment lever, and the female gear and the male gear are engaged with each other in a state where the axial dimension of the cam device is expanded. An engagement portion for rotating the swing arm in a direction to disengage the engagement between the two gears in a contracted state;
It is made of a material softer than the metal material constituting the driven cam and the metal material constituting the stationary bracket, and is attached to the inner surface of the driven cam so as to cover the convex portion. A buffer member,
In the tilt type steering device, the buffer member has a shape that covers the upper and lower end surfaces of the convex portion.
The buffer member includes a pair of protrusions that are disposed on both upper and lower sides of the convex part and cover both upper and lower end surfaces of the convex part, and a direction in which the two protruding parts approach each other from the front end parts of the surfaces facing each other. In this state, the upper and lower end portions of the front surface of the convex portion are covered, and the upper and lower end portions of the front side surface of the convex portion and the front inner edge of the other vertical slot are made of metal. to prevent the direct abutment, the tilt steering apparatus which is characterized in that a cover portion. By forming recesses in the upper and lower end portions of both front and rear side surfaces of the convex portion, the width dimension in the front-rear direction of the convex portion is made narrower in the upper and lower end portions than the vertical middle portion, and the covering portion is the be provided in a state extending respectively toward each other from the front and rear end portions of the facing surfaces of the two protruding portions, wherein each cover portion buffering member while deposited on the convex portions each 2. The tilt type steering device according to claim 1, wherein the tilt type steering device engages with a concave portion, and an intermediate portion in the vertical direction on both side surfaces in the front-rear direction of the convex portion does not protrude in the front-rear direction than the cover portions.

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