JP6307881B2 - Steering device - Google Patents

Description

  The present invention is provided in a vehicle or the like, and the position of the steering wheel in the rotational axis direction (hereinafter referred to as “telescopic direction”) and the front side portion of the steering device are determined in accordance with the physique and driving posture of the driver. The present invention relates to a steering device that can adjust the position of the steering wheel in the vertical direction (hereinafter referred to as “tilt direction”) as a rotation center.

  Conventionally, a steering wheel that has a mechanism for reducing the driver's damage by reducing the impact received by the driver by shifting the steering wheel forward of the vehicle in the event of a secondary collision in which the driver collides with the steering wheel due to a collision accident or the like. There is a device.

  For example, there is a steering device that absorbs a shock caused by a secondary collision by dropping a steering column from a vehicle body by receiving a predetermined shock.

  In addition, the telescopic stopper is externally fitted to the inner column arranged on the rear side of the vehicle, and the telescopic stopper is dropped from the inner column due to the impact load applied during the secondary collision while preventing the inner column from being displaced excessively forward. However, there is a structure that does not prevent the inner column from being displaced forward (for example, Patent Document 1).

JP 2011-085156 A

  However, the conventional steering device has a problem that even if an attempt is made to steer the vehicle after the shock absorbing function is activated, the steering column falls off the vehicle body and cannot be steered.

  Further, even if the steering column does not come off, there is a problem that when the steering wheel is pulled back to the original position, the steering shaft comes out of the steering device and cannot be steered.

  In view of such a problem, an object of the present invention is to provide a steering device capable of steering even after absorbing a shock of a secondary collision.

In order to solve the above problems, in the present invention,
A steering shaft having a first shaft member and a second shaft member spline-fitted with the first shaft member;
An inner column that rotatably supports the first shaft member;
Wherein with the second shaft member rotatably supported, a steering apparatus having a outer column fitted movable relative to the axial direction of the inner column,
A long groove formed in the outer column, extending in the axial direction, and closed on the vehicle rear side;
A first stopper fixed to the inner column and at least partially disposed in the long groove portion ;
A second stopper that is fixed to a shaft member that is internally fitted in the spline fitting among the first shaft member and the second shaft member, and that defines a limit position on the vehicle front side of telescopic adjustment;
The long groove portion includes a telescopic adjustment portion that allows the first stopper to move in the axial direction during telescopic adjustment, and the axial portion of the telescopic adjustment portion continuously moves in the axial direction so that the first stopper moves in the axial direction during a secondary collision. A forgiving part,
More secondary collision, characterized in that said inner column and the outer column is thereby absorb impact relative movement in the axial direction, the first shaft member and the second shaft member is axially movable relative to A steering device is provided.

  Thereby, steering can be made possible even after absorbing the impact of the secondary collision. That is, by absorbing the impact of the secondary collision by the relative movement of the first shaft member and the second shaft member and the inner column and the outer column in the axial direction, The structure is designed to absorb the impact without dropping the steering column from the vehicle body. In addition, the first stopper fixed to the inner column is placed inside the long groove that is closed on the rear side of the vehicle, so that when the steering wheel is pulled back to its original position after absorbing the impact, the steering shaft comes out. It has no structure.

Preferably, the first stopper has guides that are in sliding contact with both side surfaces of the telescopic adjustment portion,
The portion that allows the first stopper to move in the axial direction at the time of a secondary collision has a dimension in the vehicle width direction that makes no contact with the guide.

  Thereby, it is possible to absorb the impact smoothly during the secondary collision while preventing the rotation of the inner column.

  Preferably, the guide is made of resin.

  Thereby, the noise which arises at the time of telescopic adjustment can be suppressed.

  Thereby, the limit position of the vehicle front side of telescopic adjustment can be easily defined.

  Preferably, the second stopper has an annular shape.

  Thereby, a 2nd stopper can be attached easily.

  Preferably, the limit position on the vehicle rear side of the telescopic adjustment is defined by the first stopper and the vehicle rear side end portion of the long groove portion.

  Thereby, the limit position of the vehicle rear side of telescopic adjustment can be easily defined.

In addition, preferably, further, a vehicle body side bracket that clamps a part of the outer column and fixes the outer column to the vehicle body,
A tightening mechanism for tightening the vehicle body side bracket;
A friction plate tightened by the tightening mechanism together with the vehicle body side bracket;
A holding member that is coupled to the friction plate and holds the inner column;
A fixing member that fixes the holding member and the inner column;
The fixing member releases the fixing by receiving a predetermined force.

  Accordingly, the shock absorbing function can be stably operated with a low load, and the shock absorbing function can be operated even when a light weight driver collides with the steering wheel.

  ADVANTAGE OF THE INVENTION According to this invention, the steering apparatus which enables steering even after the impact absorption of a secondary collision can be provided.

It is a perspective view which shows the steering device which concerns on 1st Embodiment of this application. It is a side view which shows the steering device which concerns on 1st Embodiment of this application. It is a bottom view which shows the steering device which concerns on 1st Embodiment of this application. It is a top view which shows the steering device which concerns on 1st Embodiment of this application. It is sectional drawing which shows the cut surface cut | disconnected in the up-down direction along the center axis line of the steering device which concerns on 1st Embodiment of this application. It is a figure which shows the 1st stopper of the steering device which concerns on 1st Embodiment of this application. (A) is a top view, (b) is CC sectional drawing shown to (a), (c) is DD sectional drawing shown to (a). It is an expanded sectional view showing the 2nd stopper of the steering device concerning a 1st embodiment of this application. It is sectional drawing which shows the AA cross section shown to FIG. 2 thru | or FIG. 5 of the steering apparatus which concerns on 1st Embodiment of this application. It is sectional drawing which shows the BB cross section shown to FIG. 2 thru | or 5 of the steering apparatus which concerns on 1st Embodiment of this application. It is a disassembled perspective view which shows the reinforcement unit which reinforces fixation of the steering wheel of the steering device which concerns on 1st Embodiment of this application. It is a perspective view which shows the steering device which concerns on 2nd Embodiment of this application. It is a top view of a steering device according to a second embodiment of the present application. It is sectional drawing which shows the cut surface cut | disconnected up and down along the center axis line of the steering apparatus which concerns on 2nd Embodiment of this application. It is an enlarged plan view which shows the 1st stopper periphery of the steering device which concerns on 2nd Embodiment of this application.

(First embodiment)
A steering apparatus 1 according to a first embodiment of the present application will be described with reference to FIGS. 1 to 10. FIG. 1 is a perspective view showing a steering apparatus 1 according to the first embodiment of the present application. FIG. 1 is a side that is the rear side of the steering device 1 when the steering device 1 is attached to the vehicle, and the upper right side of FIG. This is the side that is the front side of the vehicle when the device 1 is attached to the vehicle. In FIG. 1, the direction of the rotation direction around the central axis of the steering device 1 coincides with the state in which the steering device 1 is attached to the vehicle. In the present application, left and right with respect to the steering device means left and right when the steering device is viewed from the driver side.

  The steering device 1 includes a steering shaft 2 that transmits a rotational force of a steering wheel (not shown) attached to the rear side of the vehicle to the front side of the vehicle, an inner column 3 that pivotally supports a rear side portion of the steering shaft 2, and an inner column. 3 is fitted around the vehicle front side portion, and is disposed around the outer column 5 that pivotally supports the vehicle front side portion of the steering shaft 2 and the vehicle rear side portion of the outer column 5, and fixes the steering device 1 to the vehicle. A vehicle body side bracket 6, an operation lever 7 for operating fixing and releasing of the position of the steering wheel in a tilt direction and a telescopic direction (not shown), and a reinforcing unit 8 for reinforcing the fixing of the inner column are provided. Yes.

  The steering shaft 2 is arranged on the vehicle rear side as a first shaft member and is attached to the steering wheel, and the second shaft is arranged on the vehicle front side and is spline-fitted with the upper shaft 2a. It has a lower shaft 2b. In the present application, the extending direction of the steering shaft 2 is referred to as an “axial direction”.

  A tilt pivot 9 serving as a center of tilt rotation is provided at an upper portion of the outer column 5 on the vehicle front side. When the driver performs an operation of releasing the fixing with the operation lever 7, the steering device 1 can rotate about the tilt pivot 9.

  The vehicle body side bracket 6 is disposed around the vehicle rear side end portion of the outer column 5 and is fixed to the vehicle body so as not to be detached, and the side plate extending from the upper plate portion 6a to the left and right sides of the outer column 5 respectively. It consists of parts 6b and 6c. Arc-shaped elongated holes 14a and 14b (the elongated hole 14a is not shown in FIG. 1) centered on the tilt pivot 9 are formed in the side plate portions 6b and 6c, and tightening bolts are formed in the elongated holes 14a and 14b. 10 is passed.

  FIG. 2 is a side view of the steering apparatus 1 according to the first embodiment of the present application. The left side surface of the steering device 1 is shown. FIG. 2 shows the vehicle front side on the left side in the drawing and the vehicle rear side on the right side in the drawing when the reference numerals are viewed from the normal reading direction.

  The operation lever 7 has an end on the vehicle front side that is externally fitted to the fastening bolt 10, and the user can fix and release the steering column by operating the operation lever 7. That is, the operation lever 7 is configured to be rotatable about the tightening bolt 10, and when the user rotates the operation lever 7 in one direction, the tightening bolt 10 brings the side plate portions 6 b and 6 c closer to each other. Thus, the movement of the inner column 3 and the outer column 5 in the tilt direction and the movement of the inner column 3 in the telescopic direction are restricted. When the user rotates the operation lever 7 in the opposite direction, the tightening bolt 10 releases the tightening of the side plates 6b and 6c, and the inner column 3 and the upper shaft 2a move in the tilt direction and in the telescopic direction. Therefore, the user can adjust the position of the steering wheel in the tilt direction and the telescopic direction.

  FIG. 3 is a bottom view showing a lower surface when the steering device 1 according to the first embodiment of the present application is attached to a vehicle. FIG. 3 shows the vehicle front side on the left side in the drawing and the vehicle rear side on the right side in the drawing when the reference numerals are viewed from the normal reading direction.

  A part of a reinforcing unit 8 to be described later is disposed in the lower portion near the fitting portion between the inner column 3 and the outer column 5.

  A slit portion 5a is formed in the lower portion of the outer column 5 on the rear side of the vehicle. The slit portion 5a forms a slit extending in the axial direction and penetrating to the rear side of the outer column 5 and extending in the circumferential direction at the front end portion of the vehicle. Yes. By providing the slit portion 5 a, the vehicle rear side portion of the outer column 5 is elastically deformed by tightening the tightening bolts 10 so that the inner column 3 can be tightened and held.

  FIG. 4 is a top view of the steering apparatus 1 according to the first embodiment of the present application. FIG. 4 shows the vehicle front side on the left side in the drawing and the vehicle rear side on the right side in the drawing when the reference numerals are viewed from the normal reading direction.

  In the upper part of the outer column 5, there is formed a long groove portion 5d that penetrates in the radial direction and extends in the axial direction, with the end on the vehicle rear side closed. The long groove portion 5d extends in the axial direction, and the dimension in the vehicle width direction of the space formed inside is uniform over the entire length except for end portions on the vehicle front side and vehicle rear side.

  A first stopper 32 is accommodated in a space formed inside the long groove portion 5d. The dimension of the first stopper 32 in the vehicle width direction is substantially the same as the vehicle width dimension inside the long groove portion 5d. The first stopper 32 is fixed to the inner column 3 as will be described later.

  FIG. 5 is a cross-sectional view showing a cut surface cut in the vertical direction along the central axis of the steering device 1 according to the first embodiment of the present application. FIG. 5 shows the vehicle front side on the left side in the drawing and the vehicle rear side on the right side in the drawing when the reference numerals are viewed from the normal reading direction.

  The upper shaft 2a is formed in a substantially cylindrical shape, and the lower shaft 2b is formed in a substantially columnar shape. A vehicle rear side portion of the lower shaft 2b is fitted into a vehicle front side portion of the upper shaft 2a, and a spline is formed at the portion. Are combined. Thereby, the steering shaft 2 can change the length of an axial direction at the time of telescopic adjustment and the impact absorption by a secondary collision.

  A rear bearing 11 fixed by a C ring is fitted in the vicinity of the vehicle rear side end of the inner column 3. The upper shaft 2a is rotatably supported by the rear bearing 11. The upper shaft 2a is fixed so as not to move relative to the inner column 3 in the axial direction, and moves in the axial direction together with the inner column 3 during telescopic adjustment and secondary collision.

  In the vicinity of the vehicle front side end portion of the outer column 5, a C-ring, a washer, and an O-ring are arranged in this order from the vehicle front side, and the front side bearing 12 that aligns the spline coupling core displacement is arranged. It fits inside. The lower shaft 2b is rotatably supported by the front bearing 12.

  Projecting portions 5b and 5c projecting downward (the projecting portion 5b is not shown in FIG. 4) are formed below the slit portion 5a of the outer column 5. The tightening bolt 10 is passed through a hole formed in the boundary portion between the slit portion 5a and the protruding portions 5b and 5c so as to penetrate in the vehicle width direction.

  A resin-made second stopper 13 is fitted on substantially the center of the lower shaft 2b in the axial direction. The second stopper 13 restricts the upper shaft 2a from moving further forward in the vehicle during telescopic adjustment. The second stopper 13 is configured to come off when receiving a predetermined impact from the upper shaft 2a due to a secondary collision. By forming the second stopper 13 with resin, noise generated during telescopic adjustment can be suppressed. In the present invention, the second stopper 13 may not be provided.

  The first stopper 32 described above is fixed to the upper part of the inner column 3 on the front side of the vehicle and is accommodated in the long groove portion 5d. The first stopper 32 engages with the side surface of the long groove portion 5d to suppress the rotation of the inner column 3. In particular, in order to prevent the vehicle from being stolen, the rotation of the inner column 3 is suppressed when a key lock device that is fixed to the inner column 3 and that restricts the rotation of the steering shaft 2 to prevent steering is activated. When the key lock device is activated, the force to rotate the steering wheel is transmitted from the key lock device to the inner column 3, but the rotation of the inner column 3 is restricted by the first stopper 32.

  The first stopper 32 is engaged with the vehicle rear side portion of the long groove portion 5d to define the maximum pull-out amount at the time of telescopic adjustment, and when the driver tries to pull back the steering wheel after the shock absorbing function is activated. The upper shaft 2a and the inner column 3 are prevented from coming out of the outer column 5. Further, the first stopper 32 serves as a guide for guiding the moving direction of the inner column 3 at the time of a secondary collision.

  In FIG. 5, when the upper shaft 2 a and the inner column 3 are displaced from the illustrated position to the vehicle front side in the telescopic direction, the vehicle front side end portion of the upper shaft 2 a is in contact with the second stopper 13. The forward movable distance is shown as T1. Further, when the upper shaft 2a and the inner column 3 are displaced from the current position to the vehicle rear side in the telescopic direction, a long groove portion 5d in which the end surface on the vehicle rear side of the first stopper 32 is formed in the outer column 5 is formed. The rear movable distance until it abuts on the rear end of the vehicle is indicated as T2. The dimension line described on the upper side of the steering device 1 is based on the center of the first stopper 32, and the dimension line described on the lower side of the steering device 1 is on the vehicle front side of the inner column 3. It is based on the end face.

  The dimension from the center of the first stopper 32 to the end surface on the vehicle front side and the dimension from the center of the first stopper 32 to the end surface on the vehicle rear side are W. In the present embodiment, the W on the vehicle front side and the W on the vehicle rear side have the same dimensions. The distance obtained by adding the forward movable distance T1 and the backward movable distance T2 is the movable distance T in the telescopic adjustment. In FIG. 5, the portion of the long groove portion 5d within the range indicated by the movable distance T described on the upper side of the steering device 1 and the distance W from the center of the first stopper 32 to the rear end surface is the telescopic adjustment. Sometimes, a telescopic adjustment unit that allows the axial movement of the first stopper is formed.

  The upper shaft 2a and the inner column 3 are displaced to the front side of the vehicle due to the impact of the secondary collision, abut against the second stopper 13, and then the second stopper 13 is released so that the surface of the first stopper 32 on the front side of the vehicle The distance until it abuts on the vehicle front side end surface of the long groove portion 5d is shown as S. In FIG. 5, the portion of the long groove portion 5d in the range indicated by the movement distance S at the time of the secondary collision described above the steering device 1 and the distance W from the center of the first stopper 32 to the front end surface. Constitutes an impact absorbing portion that is continuous with the telescopic adjusting portion in the axial direction and allows the first stopper to move in the axial direction at the time of a secondary collision.

  An annular member 20 made of metal is fitted around the inner column 3 in the axial direction as a holding member for holding the inner column 3 by a clearance fit. The annular member 20 constitutes a part of a reinforcing unit 8 described later.

  FIG. 6 is a view showing the first stopper 32 of the steering device 1 according to the first embodiment of the present application. (A) is a top view, (b) is CC sectional drawing shown to (a), (c) is DD sectional drawing shown to (a).

  The first stopper 32 includes a bolt 32a that passes through a through-hole 3b that is formed through the inner column 3 in the radial direction, a nut bracket 32b that is screwed with the bolt 32a inside the inner column 3, and an outer portion of the bolt 32a. It has an annular spacer 32c that is fitted between the head of the bolt 32a and the inner column 3, and a resin guide 32d that is externally fitted to the bolt 32a and the spacer 32c.

  The bolt 32a has an enlarged step portion on the upper portion of the head, and the reduced diameter portion formed on the inner diameter side of the guide 32d is engaged with the enlarged step portion to fix the guide 32d. .

  The nut bracket 32b is formed in a substantially cylindrical surface shape along the inner peripheral surface of the inner column 3, and has a female screw at the center.

  The spacer 32c is formed with a hole through which the shaft portion of the bolt 32a passes in the center, the head side portion of the bolt 32a is formed in a flat shape, and the inner column 3 side is a curved surface along the outer peripheral surface of the inner column 3 Is formed.

  The guide 32d has a substantially annular shape, and a flat surface portion is formed on the outer peripheral surface so as to be in surface contact with the side surface of the long groove portion 5d. The guide 32d can use other materials instead of the resin, but by forming it from the resin, noise generated during telescopic adjustment can be suppressed.

  FIG. 7 is an enlarged cross-sectional view showing the second stopper 13 of the steering device 1 according to the first embodiment of the present application. The cut surface cut | disconnected in the up-down direction along the axial direction is shown.

  The 2nd stopper 13 is carrying out the substantially annular shape, and has the convex part 13a diameter-reduced over the perimeter by a part of axial direction in the axial direction center part by the side of internal diameter.

  A portion of the lower shaft 2b corresponding to the reduced diameter portion 13a of the second stopper 13 is formed with a concave portion 2c having a reduced diameter over the entire circumference in an axial range slightly larger than the axial dimension of the reduced diameter portion 13a. ing.

  The second stopper 13 is externally fitted to the lower shaft 2b, and is fixed by fitting the convex portion 13a to the concave portion 2c formed over the entire circumference of the lower shaft 2b. The second stopper 13 restricts the movement of the upper shaft 2a when the inner column 3 and the upper shaft 2a are telescopically adjusted to the front side of the vehicle in normal times, and defines the limit on the front side of the vehicle for telescopic adjustment. On the other hand, at the time of the secondary collision, the second stopper 13 is separated from the lower shaft 2b by receiving a predetermined load from the upper shaft 2a and causing the convex portion 13a to be sheared or otherwise broken or deformed, and The column 3 and the upper shaft 2a are allowed to move forward of the vehicle.

  FIG. 8 is a cross-sectional view showing the AA cross section shown in FIGS. 2 to 5 of the steering device 1 according to the first embodiment of the present application. In FIG. 8, the upper and lower sides of the steering device 1 substantially coincide with the upper and lower sides of the state mounted on the vehicle.

  A portion of the outer column 5 disposed in the vicinity of the fastening bolt 10 including the slit portion 5a and the protruding portions 5b and 5c is elastically deformed by fastening the fastening bolt 10 to fasten and hold the inner column 3. Is configured.

  The left and right side surfaces of a portion of the outer column 5 disposed between the side plate portions 6b and 6c of the vehicle body side bracket 6 are in sliding contact with the side plate portions 6b and 6c when the tilt position is adjusted.

  A male screw is formed on the left-hand shaft portion of the tightening bolt 10, and a nut 16 is screwed to the male screw. Between the nut 16 and the protruding portion 5b of the outer column 5, in order from the nut 16 side, a thrust bearing 17, an operation lever 7, a movable cam 18 fixed to the operation lever 7 so as not to rotate relative thereto, and a movable cam 18, a fixed cam 19 that is non-rotatably fitted in the long hole 14 a of the side plate portion 6 b, a side plate portion 6 b that becomes a clamping portion, and a part of a reinforcing unit 8 that will be described later are interposed.

  In addition, a part of the reinforcing unit 8 and the side plate portion 6c are interposed in order from the protruding portion 5c side between the protruding portion 5c of the outer column 5 and the head of the fastening bolt 10. In the cross section of the tightening bolt 10 shown in FIG. 8, a portion protruding from the head into the elongated hole 14a is shown, but the head of the tightening bolt 10 is located on the right side of the side plate portion 6c. Yes.

  The tightening bolt 10, the movable cam 18, the fixed cam 19, and the nut 16 constitute a tightening mechanism. When the driver swings the operating lever 7 up and down around the tightening bolt 10, the movable cam 18 and the fixed cam 19 are repelled or meshed with each other, so that the nut 16 and the head of the tightening bolt 10 are engaged. The member interposed between the two is tightened and released.

  FIG. 9 is a cross-sectional view showing the BB cross section shown in FIGS. 2 to 5 of the steering apparatus 1 according to the first embodiment of the present application. In FIG. 9, the upper and lower sides of the steering device 1 substantially coincide with the upper and lower sides of the state mounted on the vehicle.

  The lower part of the annular member 20 is formed thicker in the radial direction than the left and right sides of the annular member 20, and a hole 20a penetrating vertically is formed in the center. A portion of the inner column 3 that faces the upper end of the hole 20a is formed with a hole 3a that is continuous with the hole 20a and that forms a through hole that penetrates from the lower end of the annular member 20 to the inside of the inner column 3. The hole 20a forms a substantially cylindrical internal space, and has a counterbore part having a larger inner diameter than the other part at the lower end part.

  The through hole formed by the hole 20a of the annular member 20 and the hole 3a of the inner column 3 has a columnar shaft portion and a disk-shaped head portion having a larger diameter than the shaft portion as a fixing member. The resin-made pin 21 which has is passed. The head of the pin 21 is accommodated in the counterbore part of the hole 20a. The pin 21 fixes the annular member 20 to the inner column 3.

  Screw holes 20c and 20d are formed on the left and right sides of the hole 20a of the annular member 20 from the lower side to the upper side, and pass through holes 23j and 23k formed in a mounting portion 23a of the inner friction plate 23 described later. By attaching the screws 22a and 22b, an attachment portion 23a of the inner friction plate 23 described later is attached to the annular member 20.

  By attaching the attachment portion 23a of the inner friction plate 23 to the annular member 20, the annular member 20 is integrally fixed to the inner friction plate 23, and the pin 21 can be prevented from falling off. A hole 23 i is formed in a portion of the attachment portion 23 a of the inner friction plate 23 facing the pin 21. Through the holes 23i, it can be visually confirmed that the pins 21 are attached in an assembly process or the like.

  Moreover, the recessed part 20e and 20f dented inward from the right-and-left both sides are formed in the boundary part of the thick lower part and the part above it among the annular members 20. As shown in FIG. The upper ends of the recesses 20e and 20f that are bent inside the rising portions 23b and 23c of the inner friction plate 23 described later are hooked.

  Further, on the left and right side surfaces of the lower end of the annular member 20, convex portions 20g and 20h each projecting to the left and right sides and having a long oval shape in the axial direction are formed. The projecting portions 20g and 20h are fitted with open slots 23d and 23e, which will be described later, formed on the vehicle rear side portions of the raised portions 23b and 23c of the inner friction plate 23, respectively, and will be described later from the outside in the vehicle width direction. Long hole portions 25a and 25b formed in the outer friction plates 24a and 24b are externally fitted.

  FIG. 10 is an exploded perspective view showing the reinforcing unit 8 that reinforces the restriction on the movement of the upper shaft 2a and the inner column 3 in the telescopic direction of the steering device 1 according to the first embodiment of the present application. In FIG. 10, when viewed from the normal reading direction, the lower left side indicates the vehicle rear side and the upper right side indicates the vehicle front side when viewed from the drawing.

  The reinforcing unit 8 includes an annular member 20, an inner friction plate 23, a pair of outer friction plates 24 a and 24 b, and an intermediate friction plate 30.

  The inner friction plate 23 is made of a metal plate material, and includes an attachment portion 23a attached to the lower portion of the annular member 20, and upright portions 23b and 23c extending in the axial direction on both the left and right sides thereof. The above-described holes 23i, 23j, and 23k are formed in the attachment portion 23a. A pair of long groove portions 23f and 23g constituting long grooves in the axial direction are formed in the upright portions 23b and 23c. The upright portions 23b and 23c have upper end portions on the rear side of the vehicle protruding upward from other portions and bent inward. Further, a portion extending inward from the lower portions of the upright portions 23b and 23c and a portion of the mounting portion 23a bent downward from the vehicle front side and extending from the lower end to the vehicle front are integrally formed, and the lower surface portion 23h is formed. (See FIG. 3).

  The outer friction plates 24a and 24b are made of a metal plate material and have a substantially rectangular shape. Long hole portions 25a and 25b that are fitted around the convex portions 20g and 20h of the annular member 20 are formed in the vehicle rear side portions of the outer friction plates 24a and 24b, respectively, and the vehicle is more than the long hole portions 25a and 25b. Long grooves 26a and 26b that are long in the axial direction are formed on the front side, corresponding to the long grooves 23f and 23g of the inner friction plate 23, respectively.

  The intermediate friction plate 30 is made of a metal plate and extends upward, and friction portions 30a and 30b interposed between the rising portions 23b and 23c of the inner friction plate 23 and the outer friction plates 24a and 24b, respectively. It has the coupling | bond part 30c which connects the lower part of the parts 30a and 30b mutually. Round holes 30d and 30e through which the tightening bolt 10 is passed are formed in the friction portions 30a and 30b, respectively.

  As described above, the inner friction plate 23 and the outer friction plates 24 a and 24 b are assembled to the annular member 20. Then, the annular member 20 is externally fitted to the inner column 3, and the outer friction plate 24a, the friction portion 30a of the intermediate friction plate 30, and the upright portion 23b of the inner friction plate 23 are connected to the side plate portion 6b of the vehicle body side bracket 6. And the protruding portion 5b of the outer column 5, and the rising portion 23c of the inner friction plate 23, the friction portion 30b of the intermediate friction plate 30, and the outer friction plate 24b are side plates of the vehicle body side bracket 6. It is assembled so as to be interposed between the portion 6 c and the protruding portion 5 c of the outer column 5.

  The fastening bolt 10 is passed through the long groove portion 26a of the outer friction plate 24a, the round holes 30d and 30e of the intermediate friction plate 30, the long groove portions 23f and 23g of the inner friction plate 23, and the long groove portion 26b of the outer friction plate 24b. .

  With the above configuration, when the driver operates the operation lever 7 to release the tightening of the tightening bolt 10, the tightening bolt 10 passes through the long holes formed in the side plate portions 6 b and 6 c of the vehicle body side bracket 6. It becomes possible to move in a substantially vertical direction, and tilt adjustment becomes possible. At the same time, the tightening of the inner friction plate 23 and the outer friction plates 24a and 24b and the tightening of the inner column 3 in the clamp portion of the outer column 5 are also released, and telescopic adjustment becomes possible.

  On the other hand, when the driver operates the operation lever 7 to perform tightening with the tightening bolt 10, the vertical movement of the tightening bolt 10 is restricted and tilt adjustment cannot be performed. Further, by the tightening, the inner column 3 is reinforced by the annular member 20 held by the inner friction plate 23 and the outer friction plates 24a and 24b in addition to the tightening at the clamp portion of the outer column 5. Therefore, it is firmly fixed.

  When a secondary collision occurs in which the driver collides with the steering wheel due to a vehicle collision or the like, an impact force is generated on the inner column 3 toward the vehicle front side in the axial direction. Due to the impact force, the pin 21 is broken or deformed, such as shear, so that the inner column 3 is fixed by the annular member 20. As a result, the inner column 3 can move (stroke) in the axial direction to the front side of the vehicle only by friction with the clamp portion of the outer column 5, and has an impact absorbing function without dropping the steering column from the vehicle body. It can be demonstrated.

  In the first embodiment, the inner column 3 is fixed by the annular member 20, so that it is not necessary to firmly tighten the inner column 3 by the clamp portion of the outer column 5, and the outer column 5 is tightened by the clamp portion. Is light. As a result, the inner column 3 reduces the frictional force generated in the clamp portion between the inner column 3 and the outer column 5 at the time of the secondary collision, and reduces the load at which the shock absorbing function operates.

(Second Embodiment)
Next, a second embodiment of the present application will be described. The second embodiment of the present application differs from the first embodiment only in the configuration of the outer column formed on the outer column 5, and the other configurations are the same as those in the first embodiment, so that other than the outer column. The same reference numerals as those in the first embodiment are used for the configuration, and an overlapping description is omitted, and the outer column 205 of the steering device 201 according to the second embodiment will be described.

  FIG. 11 is a perspective view showing a steering apparatus 201 according to the second embodiment of the present application. When the reference sign of FIG. 11 is viewed from the normal reading direction, the lower left side in FIG. 11 is the side that becomes the vehicle rear side when the steering device 201 is attached to the vehicle, and the upper right side in FIG. When 201 is attached to the vehicle, this is the vehicle front side. This corresponds to the state in which the steering device 201 is attached to the vehicle.

  As shown in FIG. 11, the second embodiment differs from the first embodiment in that the long groove portion 205d formed in the upper portion of the outer column 205 is widened in the vehicle width direction on the vehicle front side. Yes.

  FIG. 12 is a top view of the steering device 201 according to the second embodiment of the present application. FIG. 12 shows the vehicle front side on the left side in the drawing and the vehicle rear side on the right side in the drawing when the reference numerals are viewed from the normal reading direction.

  The dimension in the vehicle width direction inside the vehicle rear side portion of the long groove portion 205d is substantially the same as the dimension of the first stopper 32 in the vehicle width direction. On the other hand, the dimension in the vehicle width direction inside the widened portion of the long groove portion 205d on the vehicle front side is larger than the dimension in the vehicle width direction of the first stopper 32.

  FIG. 13 is a cross-sectional view showing a cut surface cut in the vertical direction along the central axis of the steering device 201 according to the second embodiment of the present application. FIG. 13 shows the vehicle front side on the left side in the drawing and the vehicle rear side on the right side in the drawing when the reference numerals are viewed from the normal reading direction.

  In FIG. 13, when the upper shaft 2a and the inner column 3 are displaced from the illustrated position to the vehicle front side in the telescopic direction, until the vehicle front side end portion of the upper shaft 2a contacts the second stopper 13. The forward movable distance is T1. Further, when the upper shaft 2a and the inner column 3 are displaced from the illustrated position to the vehicle rear side in the telescopic direction, a long groove portion 205d in which the end surface on the vehicle rear side of the first stopper 32 is formed in the outer column 5 is formed. The rear movable distance until it abuts on the rear end of the vehicle is indicated as T2. The display of the rear movable distance T2 is based on the center position of the first stopper 32, the dimension from the center of the first stopper 32 to the end surface on the vehicle front side, and the vehicle rear side of the stopper 32 from the center of the first stopper 32. The dimension up to the end face is shown as W. In the present embodiment, the W on the vehicle front side and the W on the vehicle rear side have the same dimensions. The distance obtained by adding the forward movable distance T1 and the backward movable distance T2 is the movable distance T in the telescopic adjustment.

  The upper shaft 2a and the inner column 3 are displaced to the front side of the vehicle by the impact of the secondary collision, and after the upper shaft 2a contacts the second stopper 13, the second stopper 13 is detached and the first stopper 32 is moved forward of the vehicle. The distance until the side surface comes into contact with the end portion on the vehicle front side of the long groove portion 5d is indicated as S.

  FIG. 14 is an enlarged plan view showing the periphery of the first stopper of the steering device 201 according to the second embodiment of the present application. FIG. 14 shows the side that is the front side of the vehicle when the steering device 201 is attached to the vehicle, and the right side of FIG. This is the side that is the rear side of the vehicle when the device 201 is attached to the vehicle.

  The long groove portion 205d constitutes the vehicle rear side, the inner vehicle width direction dimension is substantially the same as the vehicle width direction dimension of the first stopper 32, and the vehicle front side, the vehicle front side, An impact absorbing portion 205f whose dimension in the vehicle width direction is larger than the vehicle width dimension of the first stopper 32 is provided. The shock absorbing portion 205f smoothens the movement of the inner column 3 and the upper shaft 2a toward the front side of the vehicle, assuming that no frictional force is generated between the shock absorbing portion 205f and the first stopper 32 during the secondary collision.

  An end portion on the vehicle rear side of the impact absorbing portion 205f is configured by an inclined surface so as to gradually widen from the telescopic adjusting portion 205e. Thereby, even after the first stopper 32 is once accommodated in the shock absorbing portion 205f, the first stopper 32 can be easily returned to the telescopic adjusting portion 205e by pulling the steering wheel to the rear side of the vehicle. become able to.

  As shown in FIG. 14, the axial dimension of the telescopic adjustment unit 205e has a dimension equal to or larger than the dimension obtained by adding the dimension W from the center of the first stopper 32 to the vehicle rear side surface to the movable distance T in the telescopic adjustment. good. Thereby, the 1st stopper 32 can engage with the side surface of the long groove part 5d at normal time, and rotation of the inner column 3 can be prevented.

  According to the second embodiment, in addition to the same effects as those of the first embodiment, the upper shaft 2a and the inner column 3 are smoothly displaced toward the front side of the vehicle in absorbing shock during a secondary collision. Can do.

  In addition, although specific embodiment was shown and demonstrated for description of this invention, this invention is not limited to the said embodiment, A various change and improvement are possible.

  For example, the pins 21 for fixing the annular member 20 to the inner column 3 may be arranged on both the left and right sides, or may be provided on both the left and right sides and the lower side. Further, the number of pins is not limited to one or two, and may be three or more. Further, the pin 21 can be lightened by being molded with resin, and can be sized so as not to hinder assembly. A metal pin or an aluminum pin may be used as the pin 21.

  Further, the number of friction plates is not limited to one provided on each side with the intermediate friction plate interposed therebetween, but one intermediate plate is provided without providing an intermediate friction plate, or two or more intermediate friction plates are provided on one side. You can also In addition, the friction plate can be provided on either the left or right side, and can also be disposed outside the side plate portions 6 b and 6 c of the vehicle body side bracket 6.

  As described above, according to the present invention, it is possible to provide a steering device that enables steering even after absorbing the impact of a secondary collision.

DESCRIPTION OF SYMBOLS 1 Steering device 2 Steering shaft 2a Upper shaft 2b Lower shaft 2c Recess 3 Inner column 3a Hole 3b Through hole 5 Outer column 5a, 205a Slit part 5b, 5c, 205b, 205c Protruding part 5d, 205d Long groove part 6 Car body side bracket 6a Above Plate portion 6b, 6c Side plate portion 7 Operation lever 8 Reinforcement unit 9 Tilt pivot 10 Tightening bolt 11 Rear side bearing 12 Front side bearing 13 Second stopper 13a Protruding portion 14a, 14b Long hole 16 Nut 17 Thrust bearing 18 Movable cam 19 Fixed Cam 20 Ring member 20a Through hole 20c, 20d Screw hole 20e, 20f Concave portion 20g, 20h Convex portion 21 Pin 22a, 22b Screw 23 Inner friction plate 23a Mounting portion 23b, 23c Upright portion 23d, 23e Open slot 23f, 23g Long groove Portion 23h bottom surface portion 23i, 23j, 23k holes 24a, 24b outer friction plates 25a, 25b long hole portions 26a, 26b long groove portions 30 intermediate friction plates 30a, 30b friction portions 30c coupling portions 30d, 30e round hole 32 first stopper 32a bolt 32b Nut bracket 32c Spacer 32d Guide 205e Telescopic adjustment unit 205f Shock absorption unit

Claims (6)

A steering shaft having a first shaft member and a second shaft member spline-fitted with the first shaft member;
An inner column that rotatably supports the first shaft member;
Wherein with the second shaft member rotatably supported, a steering apparatus having a outer column fitted movable relative to the axial direction of the inner column,
A long groove formed in the outer column, extending in the axial direction, and closed on the vehicle rear side;
A first stopper fixed to the inner column and at least partially disposed in the long groove portion ;
A second stopper that is fixed to a shaft member that is internally fitted in the spline fitting among the first shaft member and the second shaft member, and that defines a limit position on the vehicle front side of telescopic adjustment;
The long groove portion includes a telescopic adjustment portion that allows the first stopper to move in the axial direction during telescopic adjustment, and the axial portion of the telescopic adjustment portion continuously moves in the axial direction so that the first stopper moves in the axial direction during a secondary collision. A forgiving part,
More secondary collision, characterized in that said inner column and the outer column is thereby absorb impact relative movement in the axial direction, the first shaft member and the second shaft member is axially movable relative to Steering device. The first stopper has guides that are in sliding contact with both side surfaces of the telescopic adjustment unit,
2. The steering apparatus according to claim 1, wherein the portion that allows the first stopper to move in the axial direction at the time of a secondary collision has a dimension in a vehicle width direction that is not in contact with the guide.   The steering apparatus according to claim 2, wherein the guide is made of resin.   The steering apparatus according to any one of claims 1 to 3, wherein the second stopper has an annular shape.   5. The steering device according to claim 1, wherein a limit position on a vehicle rear side of telescopic adjustment is defined by the first stopper and an end portion on the vehicle rear side of the long groove portion. . Furthermore, a vehicle body side bracket that clamps a part of the outer column and fixes it to the vehicle body,
A tightening mechanism for tightening the vehicle body side bracket;
A friction plate tightened by the tightening mechanism together with the vehicle body side bracket;
A holding member that is coupled to the friction plate and holds the inner column;
A fixing member that fixes the holding member and the inner column;
The steering apparatus according to claim 1, wherein the fixing member releases the fixing by receiving a predetermined force.

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