JP6455200B2 - Cam device with speed reduction mechanism and steering wheel position adjusting device - Google Patents

Description

  The present invention relates to an improvement of a cam device with a speed reduction mechanism that is used by being incorporated in a position adjusting device for a steering wheel, for example, which can adjust a height position of a steering wheel for steering an automobile.

  The automobile steering device is configured as shown in FIG. 8, and transmits the rotation of the steering wheel 1 to the input shaft 3 of the steering gear unit 2, and a pair of left and right tie rods 4 in accordance with the rotation of the input shaft 3. 4 is pushed and pulled to give a steering angle to the front wheels. The steering wheel 1 is supported and fixed 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.

  A tilt mechanism for adjusting the vertical position of the steering wheel 1 and a telescopic mechanism for adjusting the front-rear position according to the driver's physique and driving posture have been widely known. (See, for example, Patent Document 1). In order to constitute the tilt mechanism, the upper front end portion of the housing 11 is in the width direction with respect to the vehicle body 12 (the width direction is the width direction of the vehicle body and coincides with the left-right direction. The same is applied to the entire scope of the claims. A displacement bracket 14 is provided on the lower surface of the intermediate portion of the steering column 6 in the axial direction. The support bracket 15 is provided with the displacement bracket 14 being sandwiched from both sides in the width direction. The support bracket 15 includes a mounting plate portion 16 provided at an upper portion and a pair of left and right support plate portions 17 depending on the mounting plate portion 16. It is supported by.

  Further, the tilting long holes 18 that are arc-shaped around the tilt shaft 13 and that are long in the vertical direction are formed in both the support plate portions 17 in a part of the two tilting long holes 18 in the displacement bracket 14. Through holes 19 are respectively formed in the matching portions. The structure shown in FIG. 8 incorporates a tilt / telescopic mechanism that can adjust the front / rear position in addition to the vertical position of the steering wheel 1, so that the through-hole 19 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.

  The steering column 6 is slidably fitted to the front part of the outer column 20 arranged on the rear side and the rear part of the inner column 21 arranged on the front side, so that the entire length can be expanded and contracted. Among these, for example, a slit 22 is provided in the front part of the outer column 20 made by die-casting a light alloy so that the inner diameter of the front part can be elastically expanded and reduced. Further, a pair of left and right sandwiched plate portions 23, 23 are provided at a portion sandwiching the slit 22 from both the left and right sides, and the displacement bracket 14 is configured by the both sandwiched plate portions 23, 23. Through-holes 19 and 19 that are long in the front-rear direction are formed in both the sandwiched plate portions 23 and 23. In addition, a pair of left and right support plate portions 17 and 17 provided on the support bracket 15 are disposed in a portion where the displacement bracket 14 is sandwiched from both the left and right sides, and the tilt shaft 13 ( Tilt oblong holes 18 and 18 are formed which are partially arc-shaped around the center (see FIG. 8) and are long in the vertical direction. A flange-shaped member 24 is inserted in the width direction into the long holes for tilt 18 and 18 and the through holes 19 and 19.

  Furthermore, the lever 25 has an adjustment lever 25 at one end in the axial direction (left end in FIG. 10), an anchor portion 26 at the other end in the axial direction (right end in FIG. 10), and a portion near one end in the axial direction. Are provided with cam devices 27 to form a lock mechanism that expands and contracts the distance between the inner surfaces of the support plate portions 17 and 17 based on the swing of the adjustment lever 25. The anchor portion 26 has a shape such as a head portion of a bolt provided at the other axial end portion of the flange-shaped member 24, and the first engaging convex portions 28 formed on the inner side surface are connected to the both ends. Of the support plate portions 17, 17, the tilt long hole 18 formed in the other support plate portion 17 (to the right in FIG. 10) facing the inner surface of the anchor portion 26 is formed in the tilt long hole 18. Only the displacement along is possible. Accordingly, the flange-like member 24 can be moved up and down along the long holes 18 and 18 for tilting, but does not rotate around its own axis.

  The tilt type steering device as described above incorporates a cam device 27 having a conventional structure configured by combining a drive side cam 29 and a driven side cam 30 as shown in FIG. The driving side cam 29 and the driven side cam 30 have center holes 31 and 32 for inserting the flange-shaped member 24, respectively, and the whole is formed into an annular plate shape. Further, a driving cam surface 33 and a driven cam surface 34, each of which is an uneven surface in the circumferential direction, are formed on the surfaces of the cams 29 and 30 facing each other. Of these, the drive-side cam surface 33 includes a flat drive-side reference surface 35 and drive-side convex portions 36 protruding inward in the width direction from a plurality of circumferentially equidistant portions of the drive-side reference surface 35. 36. The driven cam surface 34 includes a flat driven side reference surface 37 and a driven side projecting outward in the width direction from a plurality of circumferentially equidistant portions of the driven side reference surface 37. Convex portions 38 and 38 are provided. Further, a second engagement convex portion 39 is formed on the inner side surface of the driven cam 30.

  The driven cam 30 has the second engagement convex portion 39 on one of the support plate portions 17 and 17 facing the inner surface of the driven cam 30 (left side in FIG. 10). Only the displacement along the tilt long hole 18 is engaged with the tilt long hole 18 formed in the support plate portion 17. Therefore, the driven cam 30 can also move up and down along the tilting slot 18 but does not rotate around its own axis. Further, by connecting and fixing the base end portion of the adjustment lever 25 to the drive side cam 29, the drive side cam 29 is moved around the flange-shaped member 24 as the adjustment lever 25 reciprocally swings. It is designed to reciprocate. In addition, a thrust bearing 41 is provided between the nut 40 screwed to one axial end portion of the bowl-shaped member 24 and the outer surface of the base end portion of the adjusting lever 25, so that the thrust load acting on the drive side cam 29 is provided. The drive-side cam 29 can be reciprocally swung. The nut 40 is prevented from loosening by caulking or the like.

  When adjusting the position of the steering wheel 1, the adjusting lever 25 is swung in a predetermined direction (generally downward), and the drive cam 29 is rotated in the unlocking direction. Then, as shown in FIG. 12C, the drive-side convex portions 36, 36 and the driven-side convex portions 38, 38 are alternately arranged in the circumferential direction (unlocked state). As a result, the axial dimension of the cam device 27 is reduced, and the distance between the driven cam 30 and the anchor portion 26 corresponding to the pressing portion described in the claims is widened. As a result, the surface pressure of the contact portion between the inner side surfaces of the both support plate portions 17 and 17 and the outer side surfaces of the both sandwiched plate portions 23 and 23 is reduced or lost, and at the same time, the front end portion of the outer column 20 The inner diameter of the outer column 20 is elastically expanded, and the contact pressure between the inner peripheral surface of the front end portion of the outer column 20 and the outer peripheral surface of the rear end portion of the inner column 21 is reduced. 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 flange-shaped member 24 can move within the long holes for tilt 18 and 18 and the through holes 19 and 19.

  In order to hold the steering wheel 1 in a desired position, after the steering wheel 1 is moved to the desired position, the adjusting lever 25 is swung in the reverse direction (generally upward). Then, as shown in FIG. 12A, the front end surfaces of the drive side convex portions 36 and 36 and the front end surfaces of the driven side convex portions 38 and 38 are in contact with each other (locked state). ), The axial dimension of the cam device 27 is expanded, and the distance between the inner surfaces of the support plate portions 17 and 17 is reduced. In this state, the surface pressure of the abutting portion between the inner side surfaces of the two support plate portions 17 and 17 and the outer side surfaces of the both sandwiched plate portions 23 and 23 rises, and at the same time, the inner diameter of the front end portion of the outer column 20 Is elastically contracted, and the surface pressure of the abutting portion between the inner peripheral surface of the front end portion of the outer column 20 and the outer peripheral surface of the rear end portion of the inner column 21 rises to bring the steering wheel 1 to the adjusted position. Can hold.

In the case of a steering apparatus incorporating a cam device having a conventional structure having the above-described configuration, when the adjustment lever 25 is operated to adjust the position of the steering wheel 1, the adjustment lever 25 rotates vigorously. There is a possibility that problems such as generating abnormal noise (metal hitting sound) may occur.
That is, in order to adjust the position of the steering wheel 1, as shown in FIGS. 12A to 12B, when the adjusting lever 25 is rotated to some extent from the locked state, the driving cam surface Of the circumferential side surfaces of the drive-side convex portion 36 formed on the drive-side convex portion 36, a drive-side guide slope 42 located on the rear side in the unlocking direction is formed on the driven-side cam surface 34. Of the both side surfaces in the circumferential direction of the portion 38, the guided side is guided by the driven-side guide slope 43 positioned on the front side in the unlocking direction. At this time, not only an inertial force acts on the drive side cam 29, but also the elastic restoring force of the both sandwiched plate portions 23 and 23 and the own weight of the adjusting lever 25 act on the drive side cam 29 to apply it in the rotational direction. It will be in a state of power. For this reason, the driving cam 29 rotates vigorously, the leading end surface of each driving side convex portion 36 collides with the driven side reference surface 37, and the leading end surface of each driven side convex portion 38 It collides with the drive side reference plane 35. Further, among the circumferential side opposite surfaces of each driving side convex portion 36, the driving side stopper surface 44 positioned on the front side with respect to the unlocking direction is the circumferential side both sides of the driven side convex portion 38. It collides with the driven stopper surface 45 located rearward with respect to the unlocking direction. As a result, an abnormal noise based on a collision between metals may be generated, which may cause discomfort to a passenger such as a driver.

  Further, when the adjusting lever 25 is rotated to some extent from the locked state, the adjusting lever 25 is biased in the rotational direction, so that the adjusting lever 25 is faster than the speed intended by the driver. There is a possibility that 25 will rotate and give the driver a sense of incongruity.

  Other prior art documents related to the present invention include the invention described in Patent Document 2 in addition to Patent Document 1 described above. In this Patent Document 2, a spring is provided on the drive side reference surface of the drive side cam surface for the purpose of slowing the rotational speed of the drive side cam at the time of unlocking, and this spring is provided at the time of unlocking. An invention is described in which the drive side reference surface and the tip end surface of the driven side convex portion are elastically sandwiched. According to such an invention, the abnormal noise generated based on the collision between the front end surface of the driving side convex portion and the driven side reference surface and the collision between the front end surface of the driven side convex portion and the driving side reference surface is Although there is a possibility that it can be reduced, it is not possible to sufficiently prevent the generation of noise due to the collision between the driving side stopper surface and the driven side stopper surface. In the case of the invention described in Patent Document 2, the rotational speed of the driving cam (the rotational speed of the adjustment lever) is abruptly reduced, which may give the driver operating the adjustment lever a sense of incongruity.

JP 2009-227181 A JP 2006-51876 A

  In view of the circumstances as described above, the present invention has a reduction mechanism that can effectively reduce the rotational speed of the drive cam and effectively prevent the occurrence of abnormal noise when switching from the locked state to the unlocked state. The invention was invented to realize the structure of the cam device.

Of the cam device with a speed reduction mechanism and the steering wheel position adjusting device according to the present invention, the invention related to the cam device with a speed reduction mechanism includes a cam device and a speed reduction mechanism.
Of these, the cam device is configured by combining a driving cam and a driven cam.
The drive side cam is, for example, in the shape of an annular plate, and is provided with a drive side cam surface that is an uneven surface in the circumferential direction on one side surface in the axial direction, and is rotatably supported by, for example, a hook-shaped member.
The driven cam is, for example, in the shape of an annular plate, and is provided with a driven cam surface that is an uneven surface in the circumferential direction on the other axial side surface facing the driving cam surface in the axial direction. It is supported in a non-rotatable manner by a mating member (for example, a support bracket) facing the opposite side of the drive cam with respect to the direction.
The drive-side cam surface includes a flat drive-side reference surface and a plurality of drives provided in a state of projecting toward one side in the axial direction from a plurality of circumferentially equidistant positions on the drive-side reference surface. It has a side convex part.
The driven cam surface is provided in a state of projecting toward the other side in the axial direction from a flat driven side reference surface and a plurality of circumferentially equidistant positions on the driven side reference surface. And a plurality of driven side convex portions (the same number as the driving side convex portions).
In the cam device with a speed reduction mechanism according to the present invention, the drive-side cams and the driven-side protrusions are circumferentially rotated by rotating the drive-side cam relative to the driven-side cam. Can be switched between an unlocked state alternately arranged and a locked state in which the leading end surfaces of these driving side convex portions and the leading end surfaces of these driven side convex portions are abutted, and the axial dimension is enlarged or reduced. It is.

The speed reduction mechanism includes a friction plate supported on one of the driving side cam and the driven side cam so that relative rotation with respect to the one cam is impossible, the driving side cam, and the driven cam. It is comprised from the friction slope formed in the outer peripheral surface of the other cam among drive side cams.
The friction plate has at least one (preferably two or more) extending arm portion that is disposed radially outward of the other cam and extends in a direction approaching the friction slope with respect to the circumferential direction. The tip of the extended arm is inclined toward the tip side (closer to the frictional slope with respect to the circumferential direction) and is inclined in the radially outward direction (only when it is linearly inclined). Not including the case of inclining in a curved manner).
Further, the friction slope is inclined in a direction in which the outer diameter dimension increases with increasing distance from the bent portion with respect to the circumferential direction.
Further, a circumferential clearance is provided in a locked state between the front end surface (inner diameter side surface) of the bent portion and the friction slope, and the front end of the bent portion is switched from the locked state to the unlocked state. The surface and the friction slope are brought into sliding contact with each other while gradually increasing the pressing force (the pressing force against the friction slope of the front end surface of the bent portion), and the relative rotation of the driving cam with respect to the driven cam is decelerated.
In the locked state, the angle between the tip end surface of the bent portion and the friction slope (the size of the circumferential clearance) is the driving cam when the locked state is switched to the unlocked state. Is set smaller than the relative rotation angle with respect to the driven cam.

When implementing the cam device with a deceleration mechanism of the present invention as described above, the extending arm portion extends in a direction approaching the other cam with respect to the axial direction, and the axial arm portion A circumferential arm portion that is bent and extended in the circumferential direction from the distal end portion is provided, and the bent portion can be provided at the distal end portion of the circumferential arm portion.
In the case of carrying out the above-described invention, for example, the extending arm portion is bent and extended in the axial direction from the radial arm portion extending radially outward and the distal end portion of the radial arm portion. The axial arm portion and the circumferential arm portion that is bent and extended in the circumferential direction from the tip end portion of the axial arm portion can be provided.

When the cam device with a speed reduction mechanism according to the present invention is implemented, for example, as in the invention described in claim 2, the extending arm portions are respectively provided at two positions on the diametrically opposite side of the one cam. Then, the other cam is elastically clamped from the outside in the radial direction by these extended arm portions (bent portions).
Alternatively, when the cam device with a speed reduction mechanism of the present invention is implemented, the extending arm portions are provided at three or four circumferentially equidistant positions of the one cam, respectively, The other cam can be elastically clamped from the outside in the radial direction.

  When implementing the cam device with a speed reduction mechanism of the present invention, for example, as in the invention described in claim 3, the friction plate is provided in a state of being continuous with the substrate portion and the outer peripheral edge of the substrate portion. It is assumed that the extended arm portion is provided. Then, the engagement hole provided in the board portion is non-circularly fitted to the engagement convex portion provided on the side surface opposite to the cam surface in the axial direction of the one cam. Let In this case, an angle formed between the substrate portion and the extending arm portion is set to a right angle or a substantially right angle (for example, 80 to 100 degrees).

  Moreover, when implementing this invention, the surface roughness of the said friction slope can also be suitably changed according to the relationship with the required frictional force (braking force).

On the other hand, the steering wheel position adjusting device of the present invention includes a steering column, a steering shaft, a displacement bracket, a support bracket, a tilting long hole, a through hole, a flange member, an anchor portion, A pressing portion and a cam device are provided.
Among these, the steering column is oscillated and displaced about a tilt axis arranged in the width direction.
The steering shaft is rotatably supported on the inside of the steering column, and fixes the steering wheel to a portion protruding from the end opening of the steering column.
The displacement bracket is provided at an intermediate portion in the axial direction of the steering column.
The support bracket has a mounting plate portion provided at an upper portion and a pair of support plate portions hanging downward from the mounting plate portion, and the support bracket portions sandwich the displacement bracket from both sides in the width direction. The mounting plate portion supports the vehicle body.
The long hole for tilt is, for example, a partial arc shape centered on the tilt axis or a straight line long in the tangential direction of such an arc and long in the vertical direction, and is provided in a portion where the both support plate portions are aligned with each other. It has been.
The through-hole is, for example, a circular hole or a long hole that is long in the front-rear direction, and is formed in a state of penetrating in the width direction in a portion of the displacement bracket that is aligned with a part of both the long holes for tilting. Yes.
The saddle-shaped member is inserted through both the long holes for tilting and the both through holes in the width direction.
The said press part is provided in the part protruded from the outer surface of one support plate part of the said both support plate parts in the one end part of the said hook-shaped member.
The anchor portion is provided at a portion protruding from the outer surface of the other support plate portion of the two support plate portions at the other end portion of the bowl-shaped member.
Furthermore, the said cam apparatus expands / contracts the space | interval of the said anchor part and the said press part.

In particular, in the case of the steering wheel position adjusting device of the present invention, any one of the cam devices with a speed reduction mechanism described in claims 1 to 3 is used as the cam device.
And the said driven cam which comprises this cam apparatus with a deceleration mechanism is functioned as said press part. In addition, the driving cam constituting the cam device with a speed reduction mechanism can be rotated around one end of the hook-shaped member at the one end of the hook-shaped member, and to the one end side of the hook-shaped member. Support in a state where displacement is suppressed.
The drive side cam may be fitted on the hook-like member so as to be rotatable relative to the hook-like member, or may be fitted on the hook-like member so as to be able to rotate in synchronization with the hook-like member.

According to the cam device with a speed reduction mechanism and the steering wheel position adjusting device of the present invention configured as described above, the rotational speed of the driving cam can be smoothly reduced when switching from the locked state to the unlocked state. Therefore, it is possible to effectively prevent the generation of abnormal noise.
That is, in the case of the present invention, when the driving cam rotates in the unlocking direction, the friction plate is supported by one of the driving cam and the driven cam so as not to be relatively rotatable. Pressing force between the distal end surface of the bent portion provided at the distal end portion of the extending arm portion and the friction slope formed on the outer peripheral surface of the other cam of the driving side cam and the driven side cam It is possible to make sliding contact while gradually increasing. For this reason, it is possible to gradually increase the frictional force (braking force) acting on the drive side cam, and to reduce the rotational speed of the drive side cam. Therefore, according to the present invention, when switching from the locked state to the unlocked state, the rotational speed of the drive cam can be reduced smoothly, and the generation of abnormal noise can be effectively prevented.

Moreover, according to this invention, when the said bending part and the said friction slope contact in sliding contact, the said extended arm part (circumferential direction arm part) can be easily bent to radial direction. For this reason, it can prevent effectively that the frictional force which arises between the front end surface of the said bending part and the said friction slope is excessive.
Further, in the case of the present invention, by adjusting the inclination angle of the bent portion and the frictional slope, or adjusting the size of the circumferential clearance, the magnitude of the frictional force acting on the drive side cam and the frictional force are adjusted. The timing to give can be adjusted easily. Therefore, it is possible to increase the degree of freedom in setting the operability (operation feeling) of the adjustment lever. In addition, the sliding contact portion between the front end surface of the bent portion and the friction slope is arranged on the outer diameter side portion of the cam device with a speed reduction mechanism, so that it is easy to ensure the magnitude of the friction force (friction moment). Sufficient braking force can be applied to the driving cam.

According to the second aspect of the present invention, when the lock is released, even if there is rattling between the driving cam and the driven cam, the two extension provided on the friction plate The driving-side cam and the driven-side cam can be aligned (centered) by the protruding arm portion (bent portion). For this reason, the front-end | tip surface of the bending part provided in the front-end | tip part of the said both extension arm parts can be made to slidably contact with respect to the said friction slope. Therefore, a desired stable friction force can be applied to the drive side cam. Further, rattling between the driving side cam and the driven side cam can be prevented.
According to a third aspect of the present invention, even when a plurality of extending arm portions are provided on the friction plate, the friction plate can be constituted by a single plate material (plate spring, metal plate). it can.

The side view of the steering column apparatus which shows the 1st example of embodiment of this invention. Similarly AA sectional drawing of FIG. The perspective view which similarly takes out and shows the cam apparatus with a deceleration mechanism. Similarly, a schematic diagram (A) of the driving cam viewed from the front, a schematic diagram (B) of the driving cam viewed from the back, a schematic diagram (C) of the driven cam viewed from the front, and a schematic diagram viewed from the rear (D ). Sectional drawing (A) which similarly shows the locked state of the cam apparatus with a deceleration mechanism, and sectional drawing (B) which shows an unlocked state. It is a figure shown in order to explain operation at the time of similarly switching a cam device with a deceleration mechanism between a locked state and an unlocked state, (A) shows a locked state, (B) shows a state just before unlocking. , (C) shows the unlocked state, (a) shows a view from the outer side, (b) shows a right side view of (a), and (c) shows from the inner side. (D) is a BB cross-sectional view of (a). Sectional drawing equivalent to FIG. 5 which shows the 2nd example of embodiment of this invention. 1 is a partially cutaway side view showing an example of an automobile steering apparatus incorporating a steering apparatus that is an object of the present invention. The partial side view which shows the more specific structure of a steering device similarly. CC sectional drawing of FIG. The schematic diagram (A) which looked at the drive side cam which comprises the cam apparatus of conventional structure from the front, the schematic diagram (B) which looked at the driven cam, and the schematic diagram (C) which looked from the back. The cross-sectional schematic diagram shown in order to demonstrate the change of the contact state of the cam surfaces at the time of switching from a locked state to an unlocked state similarly.

[First example of embodiment]
A first example of the embodiment of the present invention will be described with reference to FIGS. Also in the case of the steering device of this example, a tilt mechanism for adjusting the vertical position of the steering wheel 1 (see FIG. 8) and a telescopic for adjusting the front-rear position according to the physique and driving posture of the driver. Each mechanism is provided.

  And in order to comprise a telescopic mechanism, the steering column 6a is arranged on the rear side, for example, the front part of the outer column 20a made by die-casting light alloy, and the inner column 21a arranged on the front side. The rear part is slidably fitted so that the entire length can be expanded and contracted. Of these, the outer column 20a is supported so as to be movable in the front-rear direction with respect to the support bracket 15a. A steering shaft 5a, which is rotatably supported inside the steering column 6a and has the steering wheel 1 at one end in the axial direction (rear end, right end in FIG. 1), an outer shaft 46 and an inner shaft 47. Are combined so that torque can be transmitted and expanded and contracted by spline engagement or the like.

  Further, in order to constitute a tilt mechanism, the steering column 6a is supported with respect to the vehicle body 12 (see FIG. 8) so as to be able to swing and swing around a tilt shaft 13a installed in the width direction, and the outer The column 20a is supported so as to be movable in the vertical direction with respect to the support bracket 15a.

  Further, in order to support the outer column 20a so as to be movable in the front-rear direction and the vertical direction with respect to the support bracket 15a, a slit 22a is formed in an axially extending state on the upper surface of the front end portion of the outer column 20a. Thus, the inner diameter of the front end portion of the outer column 20a can be elastically expanded / contracted. A pair of left and right sandwiched plate portions 23a and 23a is provided on the upper surface of the front end portion of the outer column 20a at a portion sandwiching the slit 22a from both the left and right sides. Is configured. Further, through holes 19a and 19a that are long in the axial direction (front-rear direction) of the outer column 20a are formed in both of the sandwiched plate portions 23a and 23a.

  On the other hand, the support bracket 15a is made of a metal plate having sufficient rigidity, such as steel or an aluminum alloy, and includes a mounting plate portion 16a and a pair of support plate portions 17a and 17a. The mounting plate portion 16a is a flat plate and is normally supported with respect to the vehicle body 12. However, in the event of a collision accident, the mounting plate portion 16a is detached forward based on the impact of a secondary collision, and the outer column 20a. Is allowed to move forward. For this purpose, a pair of locking notches are formed in an open state at the rear edge of the mounting plate portion 16a. The locking capsules 48 and 48 fixed to the vehicle body 12 are locked to the both locking notches by fixing members such as bolts or studs. Both the locking capsules 48, 48 are provided with locking grooves for engaging the left and right side edges of the locking notches on the left and right side surfaces, respectively, and the fixing members are inserted through the center portion. Each through hole is formed.

The support plate portions 17a and 17a are provided in parallel to each other in a state of hanging from the mounting plate portion 16a. Of these two support plate portions 17a, 17a, the upper and lower portions are respectively positioned at positions facing each other in the width direction (positions aligned with each other) and with portions in the front-rear direction of the through holes 19a, 19a. Tilt slots 18a, 18a that are long in the direction are formed. A flange-shaped member 24a is inserted in the width direction through the through holes 19a and 19a and the long holes 18a and 18a for both tilts.
In the case of the steering device of this example, since the telescopic mechanism for adjusting the front-rear position of the steering wheel 1 is provided, the both support plate portions 17a, 17a have long through holes 19a, 19a. However, if the telescopic mechanism is not provided, a simple circular hole is used.

  Further, an adjustment lever 25a is provided at one end portion (left end portion in FIG. 2) of the flange-shaped member 24a, an anchor portion 26a is provided at the other end portion in the axial direction (right end portion in FIG. 2), and a portion closer to one end in the axial direction. And a cam mechanism 49 with a speed reduction mechanism, respectively, to form a lock mechanism that expands and contracts the distance between the inner side surfaces of the support plate portions 17a and 17a based on the swing of the adjusting lever 25a.

  In the case of this example, a nut 40a is screwed to the other axial end of the flange-shaped member 24a, and the nut 40a among the inner side surface of the nut 40a and the support plate portions 17a and 17a. A thrust bearing 41a is disposed between the inner surface of the support plate 17a and the outer surface of the other (right side in FIG. 2). In the case of this example, the nut 40a functions as the anchor portion 26a. In addition, cylindrical telescopic spacers 50 and 50 are disposed around the flange-shaped member 24a and in portions located inside the through holes 19a and 19a, respectively.

  Although the detailed illustration of the thrust bearing 41a is omitted, a pair of ring-shaped race rings and a plurality of needles (cylindrical rollers) arranged radially between the race rings. It is a thrust needle bearing provided with. In the thrust bearing 41a, the dimensions of each part are set so that a gap exists inside the cam device 49 with the speed reduction mechanism 49 (cam device 27a) in the unlocked state. For this reason, the thrust bearing 41a has an internal gap at the stage where the cam device 49 with the speed reduction mechanism is switched from the unlocked state to the locked state (the stage where the driving side guide slope 42a and the driven side guide slope 43a are in sliding contact). While gradually decreasing, each of the needles starts to roll and continues to roll until the needle is locked. Therefore, by providing the thrust bearing 41a, it is possible to reduce the frictional force generated when the cam device 49 with a speed reduction mechanism is switched from the unlocked state to the locked state, and to smoothly rotate the adjusting lever 25a. I can do things.

  In the case of this example, the cam device 49 with a speed reduction mechanism is composed of a cam device 27 a and a speed reduction mechanism 51. Of these, the cam device 27a is configured by combining a drive side cam 29a and a driven side cam 30a, and is arranged around a portion near one end in the axial direction of the flange-shaped member 24a.

  Of these, the drive side cam 29a is made of sintered metal, has a center hole 31a through which the flange-shaped member 24a is inserted, and has a circular plate shape as a whole. Further, on the inner side surface of the drive side cam 29a (the right side surface in FIGS. 2 and 5, the surface in FIG. 4A), a drive side cam surface 33a that is an uneven surface in the circumferential direction is formed. On the other hand, a shaft for fitting and fixing the base end portion of the adjusting lever 25a to the outer side surface of the driving side cam 29a (the left side surface in FIGS. 2 and 5 and the surface in FIG. 4B). A driving-side engagement convex portion 52 having a substantially rectangular shape in front view that protrudes outward in the direction is provided.

  The drive-side cam surface 33a is directed inward in the width direction from a flat drive-side reference surface 35a and a plurality of equally spaced circumferential positions (four in the illustrated example) of the drive-side reference surface 35a. Protruding drive side convex portions 36a and 36a having a substantially trapezoidal cross section are provided. Of the both circumferential side surfaces of each drive-side convex portion 36a, on the front side with respect to the unlocking direction, which is the rotational direction of the drive-side cam 29a when switching to the unlocked state, a drive-side stopper surface 44a is provided. Similarly, drive-side guide slopes 42a are formed on the rear side. The drive-side guide slope 42a and the drive-side stopper face 44a have opposite inclination directions with respect to the circumferential direction, and the drive-side guide slope 42a has a tilt angle of 30 to 50 degrees with respect to the drive-side reference face 35a. The drive-side stopper surface 44a is about 70 to 85 degrees. The inclination angle of the drive side stopper surface 44a corresponds to the draft required for taking out the drive side cam 29a from the mold.

  Such a drive-side cam 29a is coupled and fixed to the base end portion of the adjusting lever 25a so as to reciprocate as the adjusting lever 25a reciprocates. For this purpose, a mounting hole 53 formed in the base end portion of the adjusting lever 25a is non-circularly fitted to the driving side engaging convex portion 52 provided on the outer surface of the driving side cam 29a. Further, in the case of this example, the base end portion of the adjusting lever 25a and the one axial end portion of the flange-like member 24a are engaged with each other so as not to rotate relative to each other by an uneven fitting or the like (not shown). Thereby, in the case of this example, the said drive side cam 29a is comprised so that rotation synchronizing with the said hook-shaped member 24a is possible. However, when carrying out the present invention, it is possible to adopt a configuration in which the drive side cam is externally fitted to the flange-like member so as to be capable of relative rotation as in the structure shown in FIG.

  The driven cam 30a is made of sintered metal and has a center hole 32a through which the flange-shaped member 24a is inserted, like the driving cam 29a, and has a circular plate shape as a whole. . Further, in the width direction (axial direction) intermediate portion outer peripheral surface of the driven cam 30a, there are two positions on the opposite side in the diametrical direction, and a deceleration projection 55 having a substantially trapezoidal shape in front view protruding outward in the diametrical direction. , 55 are provided. Further, of the both side surfaces in the circumferential direction of the deceleration projecting portions 55, 55, the rear side end portion with respect to the unlocking direction is closer to the unlocking direction with respect to the circumferential direction (from a bent portion 64 to be described later). As the distance increases, friction slopes 56 and 56 constituting the speed reduction mechanism 51 are formed, which are inclined in the direction in which the outer diameter increases. The inclination angle of the friction slope 56 is set to about 25 to 50 degrees. A driven cam surface 34a, which is an uneven surface in the circumferential direction, is formed on the outer surface of the driven cam 30a (the left side surface in FIGS. 2 and 5 and the surface in FIG. 4C). . On the other hand, on the inner side surface of the driven side cam 30a (the right side surface in FIGS. 2 and 5 and the surface in FIG. 4D), the driven side engaging convex portion 54 is projected in the width direction. Provided. The outer side surface in the front-rear direction of the driven side engaging convex portion 54 is a tilt elongated hole 18a formed in one support plate portion 17a (left side in FIG. 2) facing the inner side surface of the driven side cam 30a. It has a shape along the inner side surface in the front-rear direction.

  The driven-side cam surface 34a is a flat surface-like driven-side reference surface 37a and a cross section protruding outward in the width direction from a plurality of circumferentially equidistant portions of the driven-side reference surface 37a. It has a substantially trapezoidal shape and has the same number of driven side convex portions 38a and 38a as the respective driving side convex portions 36a and 36a. Of the two circumferential side surfaces of each driven-side convex portion 38a, a driven-side guide slope 43a is formed on the front side with respect to the unlocking direction, and a driven-side stopper surface 45a is formed on the rear side. Has been. The driven-side guide slope 43a and the driven-side stopper face 45a have opposite inclination angles with respect to the circumferential direction, and the magnitude of the inclination angle with respect to the driven-side reference face 37a is determined by the driven-side guide slope 43a. It is about 30 to 50 degrees, and the driven-side stopper surface 45a is about 70 to 85 degrees. In addition, the inclination angles of the driven side guide slope 43a and the driven side stopper face 45a are substantially the same as the inclination angles of the drive side guide slope 42a and the drive side stopper face 44a except for manufacturing errors. . As in the case of the driving side stopper surface 44a, the inclination angle of the driven side stopper surface 45a corresponds to the draft required for taking out the driven side cam 30a from the mold.

  Such a driven cam 30a is externally fitted to the hook-like member 24a so as to be capable of relative rotation with respect to the hook-like member 24a and relative displacement in the axial direction of the hook-like member 24a. The side engagement convex portion 54 is engaged with the tilt long hole 18a of the one support plate portion 17a so that only displacement along the tilt long hole 18a is possible. Therefore, the driven cam 30a can be moved up and down along the long slot 18a for tilting, but the inner side surface in the front-rear direction of the long slot 18a for tilting the one support plate 17a and the driven side engagement Except for the rotation corresponding to the gap existing between the convex portion 54 and the outer surface in the front-rear direction, it does not rotate around its own axis.

  In the case of this example, the speed reduction mechanism 51 is combined with the cam device 27a having the above-described configuration. The speed reduction mechanism 51 includes the friction slope 56 formed on the outer peripheral surface of the driven cam 30a and a friction plate 57 supported so as not to rotate relative to the driving cam 29a. The friction plate 57 is manufactured by pressing one metal plate such as a stainless steel plate or a spring steel plate, and has an outer diameter dimension slightly larger than the outer diameter dimension of the driving cam 29a. A disk-shaped substrate portion 58 and a pair of extending arm portions 59, 59 disposed radially outward of the driving side cam 29a (and the driven side cam 30a) are provided.

  A rectangular engagement hole 60 penetrating in the axial direction is formed at the center of the substrate portion 58, and the drive side formed on the outer surface of the drive side cam 29 a with respect to the engagement hole 60. The engaging projection 52 is press-fitted (non-circular fitting) without rattling. In the case of this example, with such a configuration, the substrate portion 58 is sandwiched in the width direction between the outer surface of the drive cam 29a and the inner surface of the base end portion of the adjustment lever 25a, and the width direction is related. I try to keep it from falling out.

  The extending arm portions 59, 59 are substantially trapezoidal plate-shaped radial arm portions 61, 61 extending radially outward from two positions on the outer peripheral edge of the substrate portion 58 on the diametrically opposite side, An axial arm portion that is bent and extended perpendicularly from a tip portion (radial outer end portion) of both the radial arm portions 61, 61 in a direction approaching the driven cam 30a (inward in the width direction) with respect to the width direction. 62, 62 and a circumferential arm 63 that is bent and extended perpendicularly to a direction approaching the friction slopes 56, 56 (the unlocking direction) with respect to the circumferential direction from the distal ends of both axial arms 62, 62 , 63. Of the two extending arm portions 59, 59, the axial arm portion 62 and the circumferential arm portion 63 (substantially L-shaped portion) constituting one extending arm portion 59, and the other extending arm portion. The axial arm portion 62 and the circumferential arm portion 63 (substantially L-shaped portion) constituting 59 are arranged in parallel to each other. Further, both the circumferential arm portions 63, 63 are disposed radially outward of the driven cam 30a, and approach the friction slopes 56, 56 at the respective tip portions (circumferential direction). Bending portions 64 and 64 that are linearly inclined in the radially outward direction are provided as the arm portions 63 and 63 are moved toward the distal ends. The inclination angle (the inclination angle with respect to the base end part to the intermediate part of the circumferential direction arm parts 63, 63) of these two bent parts 64, 64 (tip surfaces thereof) is set to about 20 to 40 degrees. For example, it is set to be smaller by about 5 to 10 degrees than the inclination angle of the friction slopes 56 and 56. However, when the present invention is carried out, the inclination angle of the front end surface of the bent portion provided at the front end portion of the extending arm portion can be the same as or larger than the inclination angle of the friction inclined surface.

  In the case of this example, the extension amount (extension amount with respect to the circumferential direction) of the circumferential arm portions 63 and 63 is regulated as follows. First, as shown in FIG. 5A and FIG. 6A, the front end surface of the driving side convex portion 36a of the driving side cam 29a and the driven side convex portion 38a of the driven side cam 30a. In the locked state of the cam device 27a in contact with the front end surface (inner diameter side surface), circumferential clearances 65, 65 are provided between the front end surfaces of the two bent portions 64, 64 and the friction slopes 56, 56, respectively. Is formed. In addition, as shown in FIG. 6B, in the middle of switching from the locked state to the unlocked state (for example, the state immediately before unlocking), the circumferential clearances 65 and 65 become zero, and both the bent portions are bent. The tip surfaces of the portions 64 and 64 are in contact with the friction slopes 56 and 56. Further, as shown in FIGS. 5B and 6C, the cam device 27a in which the driving-side convex portions 36a and the driven-side convex portions 38a are alternately arranged in the circumferential direction. In the unlocked state, the front end surfaces of the two bent portions 64, 64 are prevented from moving to a position exceeding the two friction slopes 56, 56 (completely ride on the deceleration projections 55, 55). In the case of this example, the sizes of the circumferential clearances 65 and 65 change simultaneously from the maximum value in the locked state to zero in the state immediately before unlocking. Further, in the locked state, the size of the included angle between the front end surface of the bent portions 64 and 64 and the friction slopes 56 and 56, which corresponds to the size of the gaps 65 and 65 in the circumferential direction, It is set smaller than the relative rotation angle of the drive side cam 29a with respect to the driven side cam 30a when the state is switched to the unlocked state.

  Also in the case of the present example having the above-described configuration, in order to make the height position and the front-rear position of the steering wheel 1 adjustable, the adjustment lever 25a is moved in a predetermined direction (generally downward). The drive cam 29a is swung to rotate in the unlocking direction. Then, as shown in FIG. 6C, the drive-side convex portions 36a, 36a and the driven-side convex portions 38a, 38a are alternately arranged in the circumferential direction (unlocked state). Thus, the axial dimension of the cam device 27a is shortened, and the distance between the driven cam 30a and the anchor portion 26a (nut 40a) corresponding to the pressing portion described in the claims is widened. As a result, the surface pressure of the abutting portion between the inner side surfaces of the support plate portions 17a and 17a and the outer side surfaces of the sandwiched plate portions 23a and 23a, the inner peripheral surface of the front end portion of the outer column 20a, and the inner The contact pressure with the outer peripheral surface of the rear end of the column 21a is reduced or lost. In this state, the vertical position of the steering wheel 1 can be adjusted within a range in which the flange-shaped member 24a can move within the long tilt holes 18a and 18a. Further, the front-rear position of the steering wheel 1 can be adjusted within a range in which the hook-shaped member 24a can move within the through holes 19a, 19a.

  On the other hand, in order to hold the steering wheel 1 at the adjusted height position and the front-rear position, the steering wheel 1 is moved to the desired height position and the front-rear position, and then the adjustment lever 25a is moved in the reverse direction. Swing upward (generally upward). And as shown to (A) of FIG. 6, the state which abuts the front end surface of each said drive side convex part 36a, 36a and the front end surface of each said driven side convex part 38a, 38a mutually (lock state) Thus, the axial dimension of the cam device 27a is expanded, and the distance between the inner side surfaces of the support plate portions 17a and 17a is reduced. In this state, the surface pressure of the contact portion between the inner side surfaces of the both support plate portions 17a and 17a and the outer side surfaces of the sandwiched plate portions 23a and 23a, the inner peripheral surface of the front end portion of the outer column 20a, and the The contact pressure with the outer peripheral surface of the rear end portion of the inner column 21a is increased, and the steering wheel 1 can be held at the adjusted height position and front-rear position.

In particular, according to the steering apparatus of this example, as shown in FIGS. 5A to 5B and FIGS. 6A to 6C, when switching from the locked state to the unlocked state, the drive side The rotational speed of the cam 29a can be smoothly reduced to effectively prevent the generation of abnormal noise.
That is, in the case of this example, when the driving cam 29a rotates in the unlocking direction, the driving stopper surface 44a of each driving convex portion 36a provided on the driving cam 29a and the covered cam Prior to the contact (collision) with the driven stopper surface 45a of the driving cam 30a, the front end surfaces of the two bent portions 64, 64 can be brought into sliding contact with the friction slopes 56, 56. For this reason, when switching to the unlocked state, a frictional force (friction moment, braking force) can be generated between the front end surfaces of the two bent portions 64, 64 and the frictional slopes 56, 56. Accordingly, the rotational speed of the drive side cam 29a can be slowed to prevent the drive side cam 29a from rotating vigorously.

  In particular, in the case of this example, when the locked state is switched to the unlocked state, the drive side cam 29a rotates relative to the driven side cam 30a (rotates in the unlocking direction). Thus, not only the tip surfaces of the two bent portions 64, 64 and the friction slopes 56, 56 are brought into sliding contact with each other, but also the tip surfaces of the two bent portions 64, 64 are provided along the friction slopes 56, 56. By moving the circumferential arm portions 63, 63 gradually in the radial direction and by making the friction plate 57 of a metal plate (plate spring). When the cam 29a and the driven cam 30a approach each other, and the position of the front end surface of the bent portion 64 that contacts the friction slope 56 approaches the radial arm portion 61, the bent portions 64 and 64 With the tip surface Serial pressing force (pressing force in the circumferential direction and the radial direction) can be progressively increases between the two friction slope 56. In addition, since the inclination angle of the front end surfaces of the two bent portions 64, 64 is set to be slightly smaller than the inclination angle of the two friction inclined surfaces 56, 56, the front end surfaces of the both bent portions 64, 64 are arranged on the both ends. Move along the frictional slopes 56 and 56 (in this case, the circumferential arm portions 63 and 63 are bent and deformed radially outward, and the bent portions 64 and 64 are slightly elastically deformed to increase the inclination angle. By doing so, it is possible to gradually increase the contact area between the tip surfaces of the two bent portions 64 and 64 and the friction slopes 56 and 56. For this reason, in the case of this example, the frictional force (braking force) acting on the driving cam 29a can be stably increased gradually. Therefore, according to the cam device 49 with a speed reduction mechanism of this example, the rotational speed of the drive cam 29a can be smoothly reduced when switching from the locked state to the unlocked state. Accordingly, it is possible to prevent the front end surface of each drive-side convex portion 36a from colliding with the driven-side reference surface 37 vigorously and the front end surface of each driven-side convex portion 38 to the drive-side reference surface 35. It is possible to prevent a collision with the momentum. Further, it is possible to prevent the driving side stopper surface 44a from colliding with the driven side stopper surface 45a vigorously. As a result, it is possible to effectively prevent the generation of abnormal noise (metal hitting sound).

  In the case of this example, when the bent portions 64 and 64 and the friction slopes 56 and 56 are in sliding contact with each other, the circumferential arm portions 63 and 63 of the extended arm portions 59 and 59 are used. Can be bent in the radial direction. For this reason, it can prevent effectively that the frictional force produced between the front end surface of the both bending parts 64 and 64 and the both friction slopes 56 and 56 becomes excessive. For example, when the circumferential arm portion is not provided as in the structure of the present example, when the distal end surfaces of the bent portions 64 and 64 are in sliding contact with the friction slopes 56 and 56, the extending arm portion is sufficiently radial. And the friction plate 57 (outer diameter side portion of the substrate portion 58) tends to bend and deform in a direction away from the driven cam 30a with respect to the axial direction. And the frictional force generated between the frictional slopes 56 and 56 tends to be excessive. On the other hand, since both the circumferential arm portions 63 and 63 extending in the circumferential direction are easily bent in the radial direction by sliding contact with both the frictional slopes 56 and 56, such inconvenience does not occur. It will end.

  Further, in the case of this example, when switching to the unlocked state, the two friction slopes 56, 56 are elastically sandwiched from both ends in the diametrical direction by the tip surfaces of the two bent portions 64, 64. For this reason, when the cam device 27a is unlocked, even if rattling occurs between the driving cam 29a and the driven cam 30a, the driving cam 29a and the driven cam 30a Can be centered. Therefore, the front end surfaces of the two bent portions 64, 64 can be slid evenly against the friction slopes 56, 56 (the pressing force by the front end surface of the one bent portion 64 is the other bent portion 64). It can be prevented that it becomes larger than the pressing force by the tip surface of the). As a result, a desired stable friction force can be applied to the drive cam 29a. Further, rattling between the driving cam 29a and the driven cam 30a can be prevented.

  Furthermore, since the friction plate 57 is composed of a single metal plate (plate spring), the manufacturing cost of the friction plate 57 can be reduced. Further, since both the friction slopes 56 and 56 are provided on the driven cam 30a on the outer peripheral surface without an undercut, the driven cam 30a is made of sintered metal (or other steel material). Can be processed simultaneously when manufactured by press molding. For this reason, it is not necessary to process both the friction slopes 56 and 56 separately, and the manufacturing cost can be reduced also from this surface.

  In the case of this example, the inclination angles of the two bent portions 64 and 64 and the two friction inclined surfaces 56 and 56 are adjusted, and the extension amounts (circumferential clearances) of the two circumferential arm portions 63 and 63 are adjusted. By adjusting (65, 65), it is possible to easily adjust the magnitude of the frictional force acting on the driving cam 29a and the timing for applying the frictional force. Accordingly, it is possible to increase the degree of freedom in setting the operability (operation feeling) of the adjustment lever 25a. The sliding contact portions between the front end surfaces of the bent portions 64 and 64 and the friction slopes 56 and 56 are arranged on the outer diameter side portion of the cam device 49 with a speed reduction mechanism, and the friction force ( Since it is easy to ensure the magnitude of (friction moment), a sufficient braking force can be applied to the drive cam 29a.

[Second Example of Embodiment]
A second example of the embodiment of the present invention will be described with reference to FIG. The cam device 49a with a speed reduction mechanism of this example is characterized in that the arrangement relationship of the friction plate 57a and the friction inclined surface 56a with respect to the driving side cam 29b and the driven side cam 30b is opposite to the case of the first example of the embodiment. It is in the point. That is, in the case of this example, deceleration projecting portions 55a and 55a projecting radially outward are provided at two positions in the diameter direction of the outer peripheral surface in the width direction of the drive side cam 29b. Of the two circumferential side surfaces of the deceleration projections 55a and 55a, the circumferential direction is formed at the front end with respect to the unlocking direction, which is the rotational direction of the driving cam 29a when switching to the unlocked state. In this regard, the friction slope 56a constituting the speed reduction mechanism 51a is formed so as to be inclined in the direction in which the outer diameter is increased as it goes in the direction opposite to the unlocking direction (away from the bent portion 64a described later).

  On the other hand, the friction plate 57a is supported so as not to rotate relative to the driven cam 30b. More specifically, a rectangular engagement hole 60a formed in the central portion of the disk-shaped substrate portion 58a constituting the friction plate 57a is driven to be driven formed on the inner surface of the driven cam 30b. The side engagement convex portion 54 is non-circularly fitted without rattling. The friction plate 57a includes a pair of extending arm portions 59a and 59a arranged radially outward of the driven cam 30b. The two extending arm portions 59a, 59a are substantially trapezoidal plate-shaped radial arm portions 61a extending radially outward from two positions on the outer peripheral edge of the base plate portion 58a on the diametrically opposite side. An axial arm portion 62a extended from a tip end portion (radial outer end portion) of the radial arm portion 61a by bending at a right angle in a direction approaching the driving cam 29a (outward in the width direction) with respect to the width direction, Circumferential arm portions 63a, 63a extending from the tip end portion of the axial arm portion 62a by bending at a right angle in the direction approaching the friction slopes 56a in the circumferential direction (the direction opposite to the unlocking direction). Yes. And the direction which goes to the radial direction outward, so that the front-end | tip part of these both circumferential direction arm parts 63a and 63a approaches both said friction slope 56a (it goes to the circumferential direction arm parts 63a and 63a front end side). A bent portion 64a that is linearly inclined is provided.

In the case of this example having the above-described configuration, it is not necessary to rotate the friction plate 57a for applying a frictional force to the driving cam 29b when switching from the locked state to the unlocked state. For this reason, a wide space around the friction plate 57a can be secured.
About another structure and an effect, it is the same as that of the case of the 1st example of the said embodiment.

  In the structure of each example of the embodiment, the example in which the present invention is applied to the structure having both the tilt adjusting mechanism and the telescopic adjusting mechanism is shown. However, the present invention includes only the tilt adjusting mechanism. It can also be implemented with a structure. Further, according to the present invention, particularly when the outer column is made of an aluminum alloy die-cast as in the structure shown in FIGS. 1 and 2, the elastic restoring force by the pair of sandwiched plate portions constituting the displacement bracket is obtained. Since the rotation speed of the driving cam is likely to be increased, the effect when the cam apparatus with a speed reduction mechanism of the present invention is combined is increased.

  In each example of the above-described embodiment, an example is shown in which one friction plate and one friction slope are provided (formed) on each of the driving side cam and the driven side cam. However, the present invention is implemented. In this case, it is also possible to employ a configuration in which both the friction plate and the friction slope are provided (formed) on both the driving cam and the driven cam.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Tie rod 5, 5a Steering shaft 6, 6a Steering column 7 Universal joint 8 Intermediate shaft 9 Universal joint 10 Electric motor 11 Housing 12 Car body 13, 13a Tilt shaft 14, 14a Displacement bracket 15, 15a Support bracket 16, 16a Mounting plate portion 17, 17a Support plate portion 18, 18a Tilt slot 19, 19a Through hole 20, 20a Outer column 21, 21a Inner column 22, 22a Slit 23, 23a Holding plate portion 24, 24a Hook-like member 25, 25a Adjusting lever 26, 26a Anchor part 27, 27a Cam device 28 First engaging convex part 29, 29a, 29b Drive side cam 30, 30a, 30b Drive side cam 31, 31a Center hole 32, 32a Core hole 33, 33a Drive side cam surface 34, 34a Drive side cam surface 35, 35a Drive side reference surface 36, 36a Drive side convex portion 37, 37a Drive side reference surface 38, 38a Drive side convex portion 39 Second Engaging convex portion 40, 40a Nut 41, 41a Thrust bearing 42, 42a Drive-side guide slope 43, 43a Drive-side guide slope 44, 44a Drive-side stopper surface 45, 45a Drive-side stopper surface 46 Outer shaft 47 Inner shaft 48 Locking capsule 49, 49a Cam device with speed reduction mechanism 50 Telescopic spacer 51, 51a Speed reduction mechanism 52 Drive side engagement convex portion 53 Mounting hole 54 Drive side engagement convex portion 55, 55a Speed reduction projection portion 56, 56a Friction slope 57 , 57a Friction plate 58, 58a Substrate part 59, 59a Extension arm part 60, 60a Engagement hole 61, 61a Diameter Koude unit 62,62a axial arms 63,63a circumferential arm portions 64,64a bent portion 65 circumferential clearance

Claims (4)

A cam device with a speed reduction mechanism including a cam device and a speed reduction mechanism,
Of these, the cam device is provided with a driving cam surface which is an uneven surface in the circumferential direction on one side surface in the axial direction, and is opposed to the driving cam surface which is rotatably supported, and the driving cam surface in the axial direction. A driven cam surface that is an uneven surface in the circumferential direction is provided on the other side surface in the axial direction, and includes a driven cam that is supported so as not to rotate,
The drive-side cam surface has a drive-side reference surface and a plurality of drive-side convex portions provided in a state of projecting toward one side in the axial direction from a plurality of circumferential directions of the drive-side reference surface. ,
A plurality of driven-side convex portions provided in a state in which the driven-side cam surface protrudes from a plurality of locations in the circumferential direction of the driven-side reference surface toward the other side in the axial direction; Have
By rotating the driving side cam relative to the driven side cam, the driving side convex portions and the driven side convex portions are alternately arranged in the circumferential direction, The front end surface of the driving side convex portion and the locked state where the front end surfaces of these driven side convex portions are brought into contact with each other can be switched, and the axial dimension is enlarged or reduced.
The speed reduction mechanism includes a friction plate supported on one of the driving side cam and the driven side cam so as not to rotate relative to the one cam, the driving side cam, and the driven side A friction slope formed on the outer peripheral surface of the cam and the other of the cams,
The friction plate is disposed radially outward of the other cam, extends in a direction approaching the friction slope with respect to the circumferential direction, and toward the distal end toward the distal end toward the radially outer side. Comprising at least one extended arm portion having a bent portion inclined in the direction;
The friction slope is inclined in a direction in which the outer diameter dimension increases as the distance from the bent portion with respect to the circumferential direction increases.
A circumferential clearance is provided in a locked state between the distal end surface of the bent portion and the friction slope, and when switching from the locked state to the unlocked state, the distal end surface of the bent portion and the friction slope are provided. However, the cam device with a speed reduction mechanism is configured to reduce the rotational speed of the driving side cam by slidingly contacting with the pressing force gradually increasing.   2. The cam device with a speed reduction mechanism according to claim 1, wherein the extending arm portions are respectively provided at two positions on the opposite side in the diameter direction of the one cam. The friction plate includes a base plate portion and the extending arm portion provided in a state of being continuous with the outer peripheral edge of the base plate portion, and the engagement hole provided in the base plate portion includes the one cam. The reduction mechanism according to any one of claims 1 and 2 , wherein a non-circular fitting is performed with respect to an engagement convex portion provided on a side surface opposite to the cam surface in the axial direction. With cam device. A steering column that swings and displaces around a tilt axis arranged in the width direction;
A steering shaft that is rotatably supported inside the steering column and fixes a steering wheel to a portion protruding from the end opening of the steering column;
A displacement bracket provided at an axially intermediate portion 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, the mounting plate portion being sandwiched from both sides in the width direction by the both support plate portions. A support bracket supported by the vehicle body by
A pair of long slots for tilt provided in the parts of the two support plates that are aligned with each other;
A through-hole formed in a state of penetrating in the width direction in a portion of the displacement bracket that is aligned with a part of the two elongated holes for tilting;
The two elongated holes for tilting, and a bowl-shaped member inserted through the two through holes in the width direction;
A pressing portion provided in a portion protruding from the outer surface of one of the support plate portions at one end portion of the hook-shaped member;
An anchor portion provided at a portion protruding from the outer surface of the other support plate portion of the two support plate portions at the other end portion of the flange-shaped member,
A cam device for expanding and reducing the distance between the anchor portion and the pressing portion;
In the steering wheel position adjustment device,
The cam device is the cam device with a speed reduction mechanism according to any one of claims 1 to 3, and the driven cam constituting the cam device with the speed reduction mechanism functions as the pressing portion. The drive-side cam is supported at one end of the hook-shaped member so as to be able to rotate around the hook-shaped member and in a state where displacement to the one end side of the hook-shaped member is suppressed. , A steering wheel position adjustment device characterized by things.

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