JP5825154B2 - Tilt-type steering device - Google Patents

Description

  The present invention relates to an improvement of a tilt type steering device for adjusting the height position of a steering wheel in accordance with a driver's physique and driving posture. Specifically, the tilt-type steering has a good feeling of operation by smoothing the displacement of the engaging convex part along a partially arc-shaped long hole centered on the tilt axis and suppressing the rattling of the tilt lever. Is to be realized. In addition, the tilt type steering device that is the subject of the present invention includes a structure that can adjust only the height position of the steering wheel, and of course, the front and rear positions can be adjusted in addition to the height position. A so-called tilt and telescopic steering device is also included.

  The automobile steering device is configured as shown in FIG. 11, 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 as the input shaft 3 rotates. 4 is pushed and pulled to give a steering angle to the front wheels. The steering wheel 1 is supported and fixed at the rear end portion of the steering shaft 5, and the steering shaft 5 is rotatably supported by the steering column 6 with the cylindrical steering column 6 inserted in the axial direction. Has been. Further, the front end portion of the steering shaft 5 is connected to the rear end portion of the intermediate shaft 8 via a universal joint 7, and the front end portion of the intermediate shaft 8 is connected to the input shaft 3 via another universal joint 9. Connected to. In the illustrated example, an electric power steering device is incorporated. For this purpose, an electric motor 10 serving as a power source for applying auxiliary force is provided at the front end of the steering column 6 by supporting it on a housing 11 fixed to the front end of the steering column 6. The output torque (auxiliary force) of the electric motor 10 is applied to the steering shaft 5 through a gear unit or the like provided in the housing 11.

  In general, a steering mechanism as described above incorporates a tilt mechanism for adjusting the height position of the steering wheel 1 in accordance with the physique and driving posture of the driver. 2. Description of the Related Art Conventionally, steering apparatuses incorporating such a tilt mechanism are widely known, for example, as described in Patent Documents 1 to 3. The above-described conventional structure shown in FIG. 11 is the structure described in Patent Documents 2 to 3, and in the case of this conventional structure, the upper front end of the housing 11 is wide with respect to the vehicle body 12. A tilt shaft 13 disposed in a direction (in the present specification and claims, the “width direction” refers to the width direction of the vehicle body on which the steering device is installed) is supported so as to be swingable and displaceable. Further, the steering column 6 is supported by a portion near the rear end in the axial direction intermediate portion (in the present specification and claims, the term “axial intermediate portion includes a portion close to the end portion, excluding both ends)” A bracket 14 is installed, and the support bracket 14 is supported with respect to the vehicle body 12. The support bracket 14 includes a pair of left and right support plate portions 15 spaced apart in the width direction, and the support plate portions 15 sandwich the portion near the rear end of the axial middle portion of the steering column 6 from both sides in the width direction. The vehicle body 12 is supported. Further, a displacement bracket 16 is provided at a portion sandwiched between the support plate portions 15 on the lower surface of the intermediate portion of the steering column 6 in the axial direction.

  Further, a long hole 17 having an arc shape centering on the tilt shaft 13 and being long in the vertical direction is formed in both the support plate portions 15, and a part of the displacement bracket 16 is aligned with a part of the long holes 17. A through hole 18 is formed in each. The structure shown in FIG. 11 incorporates a tilt / telescopic mechanism that can adjust not only the vertical position of the steering wheel 1 but also the longitudinal position, so that the through-hole 18 is connected to the steering shaft 5 and the steering column 6. The long hole is in the axial direction. In accordance with this, the steering shaft 5 and the steering column 6 have a structure that can be expanded and contracted. A more specific structure of the tilt type steering apparatus incorporating such a telescopic mechanism will be described with reference to FIGS. 12 to 13 described in Japanese Patent Application No. 2011-214698.

  The steering column 6 is slidably fitted to the front part of the outer column 22 arranged on the rear side and the rear part of the inner column 23 arranged on the front side so that the entire length can be expanded and contracted. Among these, for example, a slit 24 is provided in the front part of the outer column 22 made by die-casting a light alloy so that the inner diameter of the front part can be elastically expanded and contracted. Further, a pair of left and right sandwiched plate portions 25 and 25 are provided in a portion sandwiching the slit 24 from both the left and right sides, and the displacement bracket 16 is configured by the both sandwiched plate portions 25 and 25. Through holes 18 and 18 that are long in the front-rear direction are formed in both of the sandwiched plate portions 25 and 25. Further, a partial circle centered on the tilt shaft 13 (see FIG. 11) is provided on a pair of left and right support plate portions 15 and 15 provided on the support bracket 14 and disposed in a portion sandwiching the displacement bracket 16 from both left and right sides. Long holes 17 and 17 which are arc-shaped and long in the vertical direction are formed. A tilt flange member 19 such as a tilt bolt or a push / pull rod is inserted through the long holes 17 and 17 and the through holes 18 and 18 in the width direction.

  Further, an adjustment lever 20 corresponding to the tilt lever described in the claims is provided at one end of the tilting saddle member 19 in the axial direction, an anchor portion 21 is provided at the other end in the axial direction, and one end of the intermediate portion in the axial direction is located. A cam device 26 is provided in each portion, and a tilt lock mechanism is configured to expand and contract the interval between the inner side surfaces of the support plate portions 15 and 15 based on the swing of the adjusting lever 20. The anchor portion 21 is like a head portion of a bolt provided at the other end portion of the tilting saddle-like member 19 and is entirely disc-shaped, and has a first engagement protrusion formed on the inner surface. The portion 27 is engaged with one of the long holes 17 (right side in FIG. 13) so that only displacement along the long hole 17 is possible. Therefore, the tilting saddle member 19 can be moved up and down along these long holes 17 and 17 but does not rotate around its own axis.

  The cam device 26 is composed of a driving cam 28 and a driven cam 29 corresponding to the pressing member described in the claims. Each of the cams 28 and 29 has a center hole through which the tilting saddle member 19 is inserted, and has an annular shape as a whole. Further, on the surfaces of the cams 28 and 29 facing each other, a driving cam surface and a driven cam surface are formed, which are uneven in the circumferential direction, respectively. In addition, the driven cam 29 allows only the displacement along the long hole 17 with the second engagement convex portion 30 formed on the inner surface of the long hole 17 on the other side (left side in FIG. 13). Engaged. Therefore, the driven cam 29 can also move up and down along these long holes 17 and 17 but does not rotate around its own axis. Further, the drive cam 28 is coupled and fixed to the base end portion of the adjusting lever 20 so as to reciprocate around the tilting saddle member 19 as the adjusting lever 20 reciprocally swings. Yes. A thrust load 32 acting on the drive cam 28 is provided by providing a thrust bearing 32 between the nut 31 screwed to the other end of the tilting saddle member 19 and the outer surface of the base end of the adjusting lever 20. This drive cam 28 can be reciprocally swung. The nut 31 is prevented from loosening by caulking or the like.

  When adjusting the position of the steering wheel 1, the adjusting lever 20 is swung in a predetermined direction (generally downward) to reduce the axial dimension of the cam device 26. Increase the interval. As a result, the surface pressure of the contact portion between the inner side surfaces of the both support plate portions 15 and 15 and the outer side surfaces of the both sandwiched plate portions 25 and 25 is reduced or lost, and at the same time, the front end portion of the outer column 22 The inner pressure of the outer column 22 expands elastically, and the contact pressure between the inner peripheral surface of the front end portion of the outer column 22 and the outer peripheral surface of the rear end portion of the inner column 23 decreases. 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 tilting saddle member 19 can move within the long holes 17, 17 and the through holes 18, 18. After the steering wheel 1 is moved to a desired position, the adjusting lever 20 is swung in the reverse direction (generally upward) to increase the axial dimension of the cam device 26, and the both support plate portions. If the distance between the inner side surfaces of 15, 15 is reduced, the surface pressure of the contact portion between the inner side surfaces of the both support plate portions 15, 15 and the outer side surfaces of the both sandwiched plate portions 25, 25 increases at the same time. The inner diameter of the front end portion of the outer column 22 is elastically reduced, and the surface pressure of the contact portion between the inner peripheral surface of the front end portion of the outer column 22 and the outer peripheral surface of the rear end portion of the inner column 23 is increased. The steering wheel 1 can be held in the adjusted position.

  The mechanism for adjusting the force of pressing the outer surfaces of the pair of left and right support plates constituting the support bracket so that the position of the steering wheel can be adjusted, and the mechanism for holding the steering wheel at the adjusted position, In addition to the structures shown in FIGS. For example, a structure that supports a tilting saddle member so as to be able to rotate about its own central axis is also known. When such a structure is adopted in conformity with the structure shown in FIGS. 12 to 13, a thrust bearing is provided between the anchor portion 21 and the outer surface of one of the support plate portions 15, and a tilt saddle shape is provided. The base end portion of the adjustment lever 20 is coupled and fixed to the other end portion of the member 19. Further, similarly to the structure shown in FIGS. 12 to 13, the first engaging convex portion 27 provided on the inner surface of the anchor portion 21 is moved to the one long hole 17, and only the displacement along the long hole 17 is changed. A structure in which the base end portion of the adjusting lever 20 is coupled and fixed to a nut 31 corresponding to the pressing member described in the claims, which is engaged with each other and screwed to the other end portion of the tilting saddle member 19. Are known. In the case of such a structure, the nut 31 is rotated by the adjusting lever 20 and the interval between the nut 31 and the anchor portion 21 is expanded or reduced. In any structure, in at least one portion, the engagement convex portion is a long hole, the displacement along the long hole is possible, and the rotation around the tilt hook member is prevented. It is necessary to engage.

  In any structure, in order to smoothly adjust the position of the steering wheel, the engagement protrusion 33 (one or both of the first engagement protrusion 27 and the second engagement protrusion 30). It is necessary to smoothly displace (elevate and lower) the inside of the long hole 17. For this purpose, the width in the front-rear direction of the engagement protrusion 33 is slightly smaller than the width in the front-rear direction of the long hole 17. But it needs to be small. When the relationship between the widths in the front-rear direction is regulated in this way, a gap is formed between the front-rear outer edges 34, 35 of the engagement convex portion 33 and the front-rear inner edges 36, 37 of the elongated hole 17. Will be in a state of intervening. On the other hand, in the case of the conventional structure, as shown in FIGS. 14 to 15 and FIGS. 6 to 8B, the front outer edge 34 and the rear outer edge 35 of the engagement convex portion 33 are formed linearly. It was. The front and rear outer edges 34 and 35 are engaged with the front inner edge 36 and the rear inner edge 37 of the elongated hole 17 each having a partial arc shape so as to be able to be displaced (lifted / lowered) along the elongated hole 17. I was letting. As a result, the following problem may occur based on the gap.

  The front outer edge 34 of the engagement convex portion 33 and the front inner edge 36 of the elongated hole 17 are engaged with a partial convex arc and a straight line. )-(B), there is a tendency to come into contact at only one point in the middle in the vertical direction, as indicated by the arrow a. On the other hand, the rear outer edge 35 of the engagement convex portion 33 and the rear inner edge 37 of the elongated hole 17 are engaged with a partial concave arc and a straight line, and both side edges 35, 37 are As shown by arrows B and C in FIGS. 6B and 6B, there is a tendency to contact at the end in the vertical direction. However, based on the existence of the gap, the three points indicated by the arrows A to C do not contact at the same time. When a force in the rotational direction about the tilting saddle member 19 is applied to the adjusting lever 20, the front outer edge 34 of the engagement convex portion 33 and the elongated hole 17 indicated by the arrow A are shown. Of the abutting portion with the front inner edge 36 and the upper and lower end portions of the rear outer edge 35 of the engagement convex portion 33 and the rear inner edge 37 of the elongated hole 17 indicated by the arrows B and C Only one of the ends abuts. Then, based on the contact of these two points, the member provided with the engagement convex portion 33 is prevented from rotating around the tilt flange member 19.

For example, in order to adjust the position of the steering wheel 1 (refer to FIG. 11), as shown in the upper right part of FIG. As shown, the side edges 34 to 37 are in contact with each other at two points indicated by arrows A and B, and the member (the driven cam 29 in the illustrated example) provided with the engagement convex portion 33 is the tilt flange. Rotation about the member 19 is prevented. At this time, the length of the span (supporting the rotational moment) acting to prevent the rotation is L ₁ . Further, when the adjustment lever 20 is rotated upward as shown in the upper right part of FIG. 15B in order to hold the steering wheel 1 in the adjusted position, it is also shown in the lower left part. In addition, the side edges 34 to 37 abut at two points indicated by arrows a and c. In In this case, the length of the span to act for rotation prevention becomes L _2. In any case, the span lengths L ₁ and L ₂ remain about ½ of the height dimension H in the vertical direction of the engagement convex portion 33.

On the other hand, when the swinging direction of the adjusting lever 20 is changed due to the presence of the gap, a dead zone (play) is generated in which the swinging of the adjusting lever 20 does not lead to a change in the distance between the anchor portion and the pressing member. Is inevitable. If the sizes of the gaps are the same, the amount of play (the swing angle of the adjusting lever 20 that does not lead to the change in distance) is determined by the span lengths L ₁ and L _2. The smaller the size, the larger. In the case of the above-described conventional structure, the lengths L ₁ and L _{2 of the} span are significantly smaller than the height dimension H (L ₁ , L ₂ << H). The uncomfortable feeling given to the driver who operates the lever 20 is increased.

  Further, when the swingable amount of the engaging projection 33 inside the elongated hole 17 that is linked to the play increases with respect to the tilting flange member 19, the height position of the steering wheel 1 is adjusted. The smoothness of this may also be hindered. This point will be described with reference to FIG. FIG. 8B shows the adjustment lever 20 after the adjustment lever 20 is rotated downward to adjust the position of the steering wheel 1 as described in FIG. 20 shows a state in which the hand is released from 20 (the weight of the adjusting lever 20 is not supported). In this state, the adjusting lever 20 tends to rotate downward due to its own weight, and the driven cam 29 provided with the engaging convex portion 33 is fixed to the base end portion of the adjusting lever 20 (see FIG. 13), the adjusting lever 20 tends to rotate in the same direction (clockwise in FIG. 8B).

With this rotation, the side edges 34 to 37 abut at the two points indicated by arrows A and B as in the case of FIG. In this state, the short partial length L ₁ of the span, as shown in FIG. 8 (B), the angle of the outer edge 35, against the inner edge 37 after the slot 17 after the engaging protrusion 33 (contact angle) theta _L is relatively large. It remains in this large contact angle theta _L, when the engagement convex portion 33 attempts to increase inside the long hole 17, the engagement projection by a frictional force acting on the sliding contact portion between the side edges 35 and 37 A relatively large moment acts on the portion 33 in the clockwise direction of FIG. 6B, the surface pressure of the sliding contact portion increases, and the frictional force acting on the sliding contact portion becomes larger. As a result, the force required to raise the engagement convex portion 33 inside the elongated hole 17 is increased, and the smoothness of the work of adjusting the height position of the steering wheel 1 may be impaired. is there.

  Patent Document 1 describes a structure in which protrusions having sharp points are formed on both upper and lower ends of both front and rear outer edges of an engaging convex portion. Each of these protrusions bites into the inner edge of the long hole at the time of a secondary collision in which the driver's body collides with the steering wheel, and prevents the engagement convex portion from being displaced above the long hole. And it prevents that the position of a steering wheel raises carelessly and makes it easy to aim at protection of a driver. In such a conventional structure, the front end of each protrusion is sharpened so that the protrusions can easily bite into the inner edge of the elongated hole, so that the engaging convex portion can be smoothly displaced along the elongated hole. Is disadvantageous.

  In the case of a tilt / telescopic steering device, the vertical position of the steering wheel is not necessarily formed even if the elongated hole for engaging the engaging convex portion is not formed in a partial arc shape centering on the tilt axis. Can be adjusted. That is, both the front and rear inner edges of the elongated hole are made linear, the front and rear outer edges of the engaging convex part are made linear, and the engaging convex part is displaced linearly along the elongated hole. The vertical position can be adjusted by displacing the steering column in the front-rear direction. However, when such a configuration is adopted, it is necessary to move the steering column back and forth during the vertical position adjustment, which not only increases the force required for the vertical position adjustment, but also involves an unintended change in the front / back position. Therefore, troubles such as the necessity to adjust the front and rear positions later occur. Therefore, it is not preferable to adopt a structure in which each side edge is linear.

JP 2009-227181 A JP 2010-254159 A JP 2011-121443 A

  In view of the circumstances as described above, the present invention can reduce the feeling of discomfort given to the driver who operates the tilt lever by reducing the play of the tilt lever, and smoothly performs the work of shifting the position of the steering wheel upward. The present invention has been invented to realize a tilt type steering device that can be operated.

A tilt type steering apparatus according to the present invention includes a steering column, a displacement bracket, a steering shaft, a support bracket, a long hole, a through hole, a tilt hook member, an anchor portion, a tilt lever, and a pressing member. With.
Among these, the steering column is oscillated and displaced about a tilt shaft provided in the front in the width direction.
Further, the displacement bracket is fixed to an intermediate portion in the axial direction of the steering column.
The steering shaft is rotatably supported on the inner diameter side of the steering column, and a steering wheel is fixed to a rear end portion protruding from the rear end opening of the steering column.
The support bracket has a mounting plate portion provided on the upper portion and a pair of support plate portions hanging downward from the mounting plate portion. The support bracket portions sandwich the displacement bracket from both sides in the width direction. In this state, the mounting plate portion supports the vehicle body.
Further, the long hole is provided in a portion where the two support plate portions are aligned with each other, and is a partial arc shape centering on the tilt axis and is long in the vertical direction.
In addition, the through hole is formed in a portion penetrating in the width direction in a portion of the displacement bracket that is aligned with both the long holes.
Further, the tilting saddle member is inserted through the long holes and the through holes in the width direction.
The anchor portion is provided at the base end portion of the tilt flange member.
The tilt lever is provided at the tip of the tilt hook member.
Further, the pressing member expands and contracts the distance from the anchor portion based on the swing of the tilt lever.
And the engagement convex part formed in the inner surface of at least one of the anchor part and the pressing member can be displaced along the long hole into at least one of the long holes. In addition, the engagement is performed in a state where the rotation around the tilting saddle member is prevented.

In particular, in the tilt type steering apparatus of the present invention, the front and outer edges of the engaging convex portion protrude from the upper and lower end portions forward from the middle portion in the vertical direction and do not have sharp corners. It has a shape. Then, in a state where a moment centering on the tilting saddle member is applied to the portion where the engagement convex portion is provided, one outer edge of both front and rear outer edges of the engagement convex portion is to one of the inner edges of the front and rear direction both inner edges of the slot, at the lower portion or the upper portion of the outer edge of the one and the other outer edge to the other of the inner edge, the upper end portion of the outer edge of the other or together to respectively abut at the lower end portion, and a displacement along the longitudinal direction both inner side edges of the long holes in such smoothly performed.
Further, in the case of the present invention, in addition, the engaging convex portions are formed at a total of four positions including two front and rear positions of the upper and lower two positions on the inner side surface, each having a circular convex shape. It consists of partial elements.

Although outside the scope of the present invention, For example, the shape of the front outer edge of the engagement projection, the partial arc shape centered the tilt axis. The front outer edge and the upper and lower end edges of the engaging projection can be smoothly continued.
In such cases, if for example, the shape of the outer trailing edge of the engagement projection, but also have the same radius of curvature as Maegai side edges, recessed compared to the vertically intermediate portion is also upper and lower end portions As the circular arc shape, the shape of the engaging convex portion can be a symmetrical shape.
Furthermore , the shape of the rear outer edge of the engagement convex portion is a partial arc shape centered on the tilt axis. Then, the rear outer edge and the upper and lower end edges of the engaging convex portion can be smoothly continued.

Alternatively, outside the scope of the present invention, For example, it is also possible to provide a partial arc-shaped protrusions on the upper and lower end portions of the front outer edge of the engaging protrusion.
In such case, more specifically, before providing the partial arc-shaped protrusions on the upper and lower end portions of the outer rear edge of Kigakarigototsu section, the shape of the engagement projection and the front and rear symmetrical I can do it .

Alternatively, outside the scope of the present invention, For example, the engagement of the convex portions, formed on the upper and lower two positions of the inner surface, respectively are long oval in the longitudinal direction, a pair of protrusions It can consist of elements .

Further, the pre-Symbol slots, can be the one formed by punching by a press. Then, by appropriately regulating the bending direction of the support plate portion with respect to the mounting plate portion, the outer side surface of the support plate portion among the front and rear inner edges of the elongated hole engaged with the engagement convex portion A shearing surface is present on the side and a fracture surface is also present on the inner side, and the front and rear outer edges of the engaging projection can be engaged with the shearing surface.

  According to the tilt type steering apparatus of the present invention configured as described above, first, the play of the tilt lever is reduced, and the uncomfortable feeling given to the driver who operates the tilt lever can be reduced. In other words, in the case of the tilt type steering device of the present invention, the front and rear outer edges of the engagement convex portion are distributed and brought into contact with the upper and lower ends of the long holes, respectively, The length of the span that supports the rotational moment applied to the member provided with the engaging projection can be increased. As much as this span can be lengthened, the amount of play that occurs when the swinging direction of the adjusting lever is changed can be reduced.

  Moreover, the operation | work which displaces the position of a steering wheel upward can be performed smoothly. That is, after the adjustment lever is rotated downward to adjust the position of the steering wheel, even if the adjustment lever tends to rotate downward due to its own weight, the length of the span is long. The contact angle between the outer edge of the engaging convex portion and the inner edge of the elongated hole can be kept small. For this reason, when it is going to raise the engagement convex part inside the long hole, the moment which acts on the engagement convex part by the frictional force which acts on the sliding contact part of the both side edges can be suppressed small. Further, a further increase in the surface pressure of the sliding contact portion is suppressed, and an increase in frictional force acting on the sliding contact portion can be suppressed. As a result, the force required to raise the engagement convex portion inside the elongated hole can be kept small, and the smoothness of the operation of adjusting the height position of the steering wheel upward can be ensured.

An orthographic view (A) of the driven cam incorporated in the first example of the reference example relating to the present invention viewed from the inner side, an orthographic view (B) viewed from the outer side, and an inner side. Perspective view (C). The figure (a) which shows the shape of the engagement convex part which shows the structure (A) and the conventional structure (B) which belong to the 1st example of a reference example , respectively, and the engagement state of this engagement convex part and a long hole Partial side view (b) shown. Regarding the first example of the reference example , a state in which the adjustment lever is swung downward (a), a state in which the adjustment lever is swung upward (b), and a state in which this adjustment lever tends to swing downward due to its own weight (c) The partial side view which shows the contact state of the front-and-rear both outer edge of an engagement convex part, and the front-and-rear both inner edge of a long hole. The schematic side view which shows the engagement state of an engagement convex part and a long hole. XX sectional drawing of FIG. The figure similar to FIG. 2 which shows the 2nd example of a reference example . With regard to the structure (A) and the conventional structure (B) belonging to the second example of the reference example , the front and rear outer edges of the engagement convex portion and the front and rear inner edges of the elongated hole are in a state where the adjustment lever is swung downward. The partial side view which shows a contact state. With regard to the structure (A) and the conventional structure (B) belonging to the second example of the reference example , when the adjustment lever tends to swing downward due to its own weight, the rear outer edge upper end portion of the engagement convex portion and the elongated hole The partial side view which shows the contact angle of the contact part with a back inner edge. The partial side view which shows the engagement state of an engagement convex part and a long hole regarding 1 example of embodiment of this invention, and the 3rd-5th example of a reference example . The partial side view which shows the engagement state of an engagement convex part and a long hole regarding the 6th example of the reference example regarding this invention. 1 is a partially cut side view showing an example of an automotive steering apparatus incorporating a tilt type steering apparatus that is an object of the present invention. Similarly, the partial side view which shows a more specific structure. YY sectional drawing of FIG. The orthographic view (a) which looked at the driven cam integrated in the conventional structure from the inner side, and the orthographic view (b) seen from the outer side. In order to explain the problems that occur in the case of the conventional structure, the contact state between the front and rear outer edges of the engagement convex portion and the front and rear inner edges of the elongated hole is changed between the state (a) in which the adjustment lever is swung downward and the upper The principal part side view and partial enlarged view which are shown with the state (b) made to rock | fluctuate.

[First example of reference example ]
1-5 has shown the 1st example of the reference example regarding this invention. The features of the present invention including this reference example are given to the driver who operates the adjusting lever 20 by reducing the play of the adjusting lever 20 which is a tilt lever by devising the shape of the engaging convex portion. This is to reduce the sense of incongruity and facilitate the operation of shifting the position of the steering wheel upward. The structure and operation of the other parts are the same as those of the conventional structure shown in FIG. 11 or the structure of the prior invention shown in FIGS. In the following, the description will be focused on the characteristic part of this reference example.

As in the case of the conventional structure shown above, the structure of this reference example also has a tilting hook-like member 19 (see FIGS. 12 to 13) at the center of the driven cam 29a, as shown in FIGS. A circular hole 38 is formed for inserting the. An engagement convex portion 33a is formed on the inner surface of the driven cam 29a so as to surround the inner end opening of the circular hole 38. In particular, in the case of the structure of this reference example, the shape of the engaging convex portion 33a is a substantially hourglass shape (substantially venturi tube shape) in which the middle portion in the vertical direction is constricted. That is, the front and rear outer edges (both front and rear faces) 34a and 35a of the engagement convex portion 33a are partially arcuate concave curved edges, and both the outer edges 34a and 35a and the upper edge (upper surface) of the engagement convex portion 33a. ) 39 and the lower edge (lower surface) 40 are smoothly continued by a partially arcuate convex edge (convex curved surface).

  The radii of curvature of the outer edges 34a, 35a are formed in the vertical direction formed on the support plate portion 15a constituting the support bracket 14a as shown in FIGS. 4 to 5 with which the engagement convex portion 33a is engaged. It is made to correspond with the curvature radius of the front inner edge 36 of the long hole 17a. In other words, of the two outer edges 34a and 35a, the front outer edge 34a located on the front side in the assembled state of the tilt type steering device has a partial arc shape centered on the tilt shaft 13 (see FIG. 11). The shape of the rear outer edge 35a is symmetrical to the front outer edge 34a with respect to the center line of the engagement convex portion 33a. Then, the upper and lower ends of the front and rear outer edges 34a and 35a and the front and rear ends of the upper and lower edges 39 and 40 are smoothly smoothed by a partially arcuate convex curved edge (a convex surface of a partial cylindrical surface). (So that they are tangential to each other).

The driven cam 29a provided with the engaging convex portion 33a having the shape as described above engages the engaging convex portion 33a with the elongated hole 17a as shown in FIGS. The driven cam 29a is assembled so that the inner surface of the main body portion 41 is in contact with the outer surface of the support plate portion 15a. In the case of this reference example, the long hole 17a is formed by punching with a press. The long holes 17a are punched from the outer surface side to the inner surface side of the support plate portion 15a. Accordingly, the inner edge of the long hole 17a has a relatively smooth shear surface 42 on the outer surface side and a rough fracture surface 43 on the inner surface side. In a state where the engaging convex portion 33a is engaged with the elongated hole 17a, the front and rear outer edges 34a and 35a of the engaging convex portion 33a are both front and rear inner sides of the elongated hole 17a as shown in FIG. It engages with the shear surface 42 present at the edges 36, 37 and does not engage (rub against) the fracture surface 43. Accordingly, the displacement (elevation) of the driven cam 29a along the elongated hole 17a is performed smoothly, and the wear of the front and rear outer edges 34a, 35a along with this displacement is suppressed.

As described above, the tilt type steering device of this reference example, which is formed by engaging the engaging convex portion 33a and the elongated hole 17a, can reduce the play of the adjusting lever 20. This point will be described with reference to FIGS. In a state where the engaging convex portion 33a is engaged with the long hole 17a, the front and rear outer edges 34a and 35a of the engaging convex portion 33a are connected to the front and rear inner edges 36 and 37 of the long hole 17a, and FIG. (A)-(b), as indicated by arrows D, E, at the substantially entire length of the front outer edge 34a and the upper and lower end portions of the rear outer edge 35a, close to each other through a small gap. opposite. From this state, the engaging projection 33a can only slightly rotate around the tilting saddle member 19 inserted through the circular hole 38.

That is, the length L ₃ of the span acting for preventing rotation is L _{1 in} the case of the conventional structure shown in FIGS. 15A and 15B as shown in FIG. , L ₂ is sufficiently larger than L ₂ (L ₁ , L ₂ << L ₃ ). If the size of the gap between the front and rear outer edges 34a, 35a and the front and rear inner edges 36 and 37 has to be the same, the amount of the play, smaller the length L ₃ greater the span Become. In the case of the structure of this reference example, the length L _{3 of the} span is close to the height dimension H of the engaging convex portion 33a and is a large value (L ₃ ≈H), so that the play can be kept small. Thus, the uncomfortable feeling given to the driver who operates the adjusting lever 20 can be reduced. In short, when switching the adjustment lever 20 from the state of swinging downward as shown in FIG. 3A to the direction of swinging upward as shown in FIG. Further, the cam device 26 (see FIG. 13) based on the engagement between the driven cam surface of the driven cam 29a and the driving cam surface of the driving cam 28 is not expanded (played). The swing angle of the adjustment lever 20 in this state can be reduced).

Further, in the case of the structure of the present reference example, the operation of displacing the position of the steering wheel 1 (see FIG. 11) upward can be performed smoothly. This point will be described with reference to FIG. To perform the position adjustment of the steering wheel, after rotating the adjustment lever 20 downwardly, even when the adjusting lever 20 is tended to pivot downward by its own weight, a long length L ₃ of the span As shown in FIG. 3C, the contact angle θ _S between the upper end portion of the rear outer edge 35a of the engagement convex portion 33a and the rear inner edge 37 of the elongated hole 17a is set as shown in FIG. The contact angle θ _{L in} the case of the conventional structure described in (B) is sufficiently smaller (θ _S <θ _L ). For this reason, when it is going to raise the engagement convex part 33a inside the long hole 17a, it acts on the sliding contact part of the upper end part of the rear outer edge 35a and the rear inner edge 37 of the long hole 17a. The clockwise moment of FIG. 3C that acts on the engaging convex portion 33a by the frictional force that is generated can be kept small. As a result, the surface pressure of the sliding contact portion is increased based on this moment, and an increase in the frictional force acting on the sliding contact portion can be suppressed, and the engagement convex portion 33a is raised inside the elongated hole 17a. Therefore, the force required for the operation can be reduced, and the smoothness of the operation of adjusting the height position of the steering wheel 1 upward can be ensured.
Further, in the case of the structure of the present reference example, the shape of the engaging convex portion 33a is symmetric in the front-rear direction. Therefore, when the driven cam 29a is assembled to the support plate portion 15a, the directionality in the front-back direction Therefore, it is possible to improve the assembly workability of the tilt type steering apparatus.

[Second example of reference example ]
(A) of FIGS. 6-8 has shown the 2nd example of the reference example regarding this invention. In the case of the present reference example, the shape of the rear outer edge 35b of the engaging convex portion 33b is a partial arc shape centered on the tilt shaft 13 (see FIG. 11). The rear outer edge 35b and the upper and lower end edges 39, 40 of the engaging convex portion 33b are smoothly continuous. The shape of the front outer edge 34a of the engagement convex portion 33b is the same as that in the first example of the reference example described above. Accordingly, the front and rear outer edges 34a and 35b of the engagement convex portion 33b of the present reference example are concentric partial arcs centered on the tilt shaft 13 respectively.

In a state where the engaging convex portion 33b as described above is engaged with the long hole 17a, the front and rear outer edges 34a and 35b of the engaging convex portion 33b are both front and rear inner edges 36 and 37, and As indicated by arrows D and G in FIGS. 6A and 6B, the entire front and rear outer edges 34a and 35b are almost full length and are in close proximity to each other through a small gap. Accordingly, as shown in FIG. 7A, the span length L ₃ acting for rotation prevention is shown in FIG. 7B, as in the first example of the reference example described above. Longer than the conventional structure. Further, the contact angle θ _S between the upper end of the rear outer edge 35b and the rear inner edge 37 of the elongated hole 17a in a state where the adjusting lever 20 tends to rotate downward due to its own weight is shown in FIG. as (a), the suppressed sufficiently smaller than the contact angle theta _L in the case of the conventional construction shown in the figure (B).

Since it is as above-mentioned, also in the case of the structure of this reference example, the said engagement convex part 33b can rotate only a little centering | focusing on the collar member 19 for tilts which penetrated the said circular hole 38. FIG. Therefore, compared with the conventional structure shown in FIG. 6B, the play of the adjusting lever 20 (see, for example, FIG. 3) can be kept small, and the engaging protrusion 33b is raised inside the elongated hole 17a. The resistance at the time of making it low can be suppressed.
Further, in the case of the structure of the present reference example, the length of the portion where the rear outer edge 35b and the rear inner edge 37 abut is larger than that of the first example of the reference example described above. It is possible to suppress the contact pressure between the side edges 35b and 37 from being low and to prevent the rear outer edge 35b from being damaged such as indentations and wear.

When the structure of this reference example is implemented, the relationship between the front and rear outer edges 34a and 35b of the engagement convex portion 33b and the front and rear inner edges 36 and 37 of the elongated hole 17a, It is preferable to make the height dimension H in the vertical direction sufficiently large. If the height dimension H is insufficient in relation to the gap, the engagement protrusion 33b may be assembled in the opposite direction with respect to the elongated hole 17a. When assembled in reverse, the contact pressure between the side edges 34a, 37 (35b, 36) becomes excessively high, and the engaging projection 33b is smoothly displaced along the elongated hole 17a. I can't let you.

[ One Example of Embodiment and Third to Fifth Examples of Reference Example ]
FIG. 9 shows one example of the embodiment of the present invention and third to fifth examples of the reference example .
First, the structure shown in FIG. 9A shows a third example of the reference example . The structure of the first example of the reference example described above is the upper and lower sides of the front and rear outer edges of the engaging convex portion. The radius of curvature at the middle of the direction is reduced.
Further, the structure shown in FIG. 9 (B) shows a fourth example of the reference example, in the vertically intermediate portion of the front and rear outer edge of the engaging portion, the bottom surface to form a parallel recesses each other ing.
Further, the structure shown in FIG. 9C shows a fifth example of the reference example, which is formed in parallel with each other at two upper and lower positions on the inner side surface of the driven cam, and each has a long length in the front-rear direction. The engaging convex portion is constituted by a pair of circular convex elements.
Furthermore, the structure shown in FIG. 9D shows an example of an embodiment corresponding to claim 1, and the positions of the two front and rear positions of the upper and lower two positions on the inner surface of the driven cam are shown. The engaging convex portions are formed by circular convex portion elements formed at a total of four positions.

The present invention reduces the play of the tilt lever by making the engagement state between the engagement protrusion of the special shape and the elongated hole having a partial arc shape centering on the tilt axis small, and further reduces the play of the engagement protrusion. The point is that the portion can be smoothly displaced upward inside the elongated hole. This engaging convex portion is not limited to the engaging convex portion (second engaging convex portion) formed on the inner surface of the driven cam, as in each example of the embodiment and the reference example . The engaging convex part (1st engaging convex part) formed in the side surface may be sufficient.
Further, although not within the technical scope of the present invention, other shapes except for the engaging convex portion 33b constituting the second example of the reference example , such as the structure of the sixth example of the reference example shown in FIG. It is also possible to combine the engaging convex portion and the linear elongated hole 17b.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Tie rod 5 Steering shaft 6 Steering column 7 Universal joint 8 Intermediate shaft 9 Universal joint 10 Electric motor 11 Housing 12 Car body 13 Tilt shaft 14, 14a Support bracket 15, 15a Support plate part 16 Displacement Bracket 17, 17a, 17b Long hole 18 Through hole 19 Tilt-shaped member 20 Adjustment lever 21 Anchor part 22 Outer column 23 Inner column 24 Slit 25 Clamped plate part 26 Cam device 27 First engagement convex part 28 Drive cam 29, 29a Driven cam 30 Second engagement convex portion 31 Nut 32 Thrust bearing 33, 33a, 33b Engagement convex portion 34, 34a Front outer edge 35, 35a, 35b Rear outer edge 36 Front inner edge 37 Rear inner edge 38 hole 3 9 Upper edge 40 Lower edge 41 Main body part 42 Shear surface 43 Broken surface

Claims (1)

A steering column that swings and displaces around a tilt shaft provided in the width direction at the front, a displacement bracket that is fixed to an intermediate portion in the axial direction of the steering column, and is rotatably supported on the inner diameter side of the steering column A steering shaft for fixing the steering wheel to the rear end portion protruding from the rear end opening of the steering column, a mounting plate portion provided on the upper portion, and a pair of support plate portions hanging downward from the mounting plate portion. And the support brackets supported by the mounting plate part with respect to the vehicle body in a state where the displacement brackets are sandwiched by both the support plate parts from both sides in the width direction, and the support plate parts are provided in the mutually matching portions. , A partially arc-shaped elongated hole centered on the tilt axis and a long hole in the vertical direction, and a part of the displacement bracket that aligns with both the elongated holes A through hole formed in a state of penetrating in the width direction, a tilt hook member inserted through both the long holes and the through hole in the width direction, and a base end portion of the tilt hook member. An anchor portion, a tilt lever provided at the tip of the tilting hook-shaped member, and a pressing member that expands and contracts the distance from the anchor portion based on the swinging of the tilt lever are provided. The engaging projection formed on the inner surface of at least one of the members can be displaced along at least one of the long holes along the long hole, and the tilting hook In a tilt type steering device that is engaged in a state in which rotation around a member is prevented, a state in which a moment centering on the tilting saddle member acts on a portion provided with the engaging convex portion The front and rear outer edges of the engaging projection One of the outer edges of the out against one of the inner edges of the front and rear direction both inner edges of the slot, at the lower portion or the upper portion of the outer edge of the one and the other outer edge to the other of the inner edge, at the upper end or lower end, respectively causes the abutment, in order to smoothly perform the displacement along the longitudinal direction both inner side edges of the elongated hole, the engagement convex portion, of the upper and lower two positions of the inner surface Each of the front and rear edges of the engaging convex portion is formed at the front and rear edges of the engaging convex portion than the intermediate portion in the vertical direction. A tilt type steering apparatus characterized by having a shape that protrudes forward and does not have a sharp corner.

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