JP6825406B2 - Steering device - Google Patents

Description

The present invention relates to a steering device.

The vehicle is provided with a steering device as a device for transmitting the operation of the operator (driver) to the steering wheel to the wheels. For example, Patent Document 1 describes an example of a steering device. A plurality of electric devices are arranged around the steering wheel. For this reason, wire harnesses for electrical equipment may be placed around the steering device. The wire harness is supported by, for example, a clip as shown in Patent Document 2. The steering device is provided with a clip and a bracket for attachment.

JP-A-2007-69800 JP-A-2009-113705

The bracket for attaching the clip should be lightweight. By reducing the thickness of the bracket, the bracket becomes lighter. On the other hand, in order to suppress the noise transmitted to the operator, it is necessary to reduce the vibration generated by the clip as much as possible. For that purpose, it is desirable that the distance from one seat surface of the clip to the other seat surface is large. However, if the thickness of the bracket is reduced for weight reduction, the distance from one seat surface of the clip to the other seat surface becomes small. Therefore, a steering device that can reduce the weight and suppress the noise caused by the clip has been desired.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a steering device that can reduce the weight and suppress noise caused by a clip that supports a wire harness.

In order to achieve the above object, the steering device according to one aspect of the present invention includes a harness bracket attached to a support member supported on the vehicle body and a first clip attached to the harness bracket, and the harness bracket. Is provided with a clip support plate having a first convex portion and a first clip fixing hole provided in the first convex portion, and the first clip has a first harness support portion to which a wire harness is attached and the first convex portion. The clip support is provided with a first seat surface portion arranged on the back side of the portion and in contact with the clip support plate, and a first claw portion penetrating the first clip fixing hole and in contact with the surface of the first convex portion. The maximum width of the first seating surface portion in the in-plane direction along the plate is larger than the maximum width in the in-plane direction of the first concave portion on the back side of the first convex portion.

As a result, the first seat surface portion does not enter the first recess and comes into contact with the surface of the clip support plate on the side where the first recess is formed. Therefore, the distance between the first seat surface portion and the first claw portion that sandwich the clip support plate is larger than the plate thickness of the clip support plate. Therefore, even if the thickness of the clip support plate is reduced for weight reduction, the distance between the first seat surface portion and the first claw portion that sandwich the clip support plate is not reduced. That is, it is possible to achieve both reducing the thickness of the clip support plate and maintaining a distance between the first seat surface portion and the first claw portion that sandwich the clip support plate. Therefore, the steering device can be made lighter and can suppress noise caused by the first clip that supports the wire harness.

As a preferred embodiment of the steering device, a second clip attached to the harness bracket is provided, and the clip support plate has a second convex portion that protrudes in the same direction as the first convex portion at a position different from the first convex portion. , And a second clip fixing hole provided in the second convex portion, the second clip is arranged on the back side of the second harness support portion to which the wire harness is attached and the second convex portion and supports the clip. A second seating surface portion in contact with the plate and a second claw portion penetrating the second clip fixing hole and in contact with the surface of the second convex portion are provided, and the maximum width of the second seating surface portion in the in-plane direction is provided. Is preferably larger than the maximum width of the second concave portion on the back side of the second convex portion in the in-plane direction.

As a result, the noise generated by the second clip is suppressed. Further, since the wire harness is supported at two places, the force applied to each of the first clip and the second clip is reduced. Therefore, the noise generated by the first clip and the second clip is more likely to be suppressed.

As a preferred embodiment of the steering device, the clip support plate preferably includes a ridge extending from the first clip fixing hole toward the second clip fixing hole.

If there is a difference in the force applied to the first clip and the second clip, the clip support plate may bend about, for example, the Y axis. Deformation of the clip support plate is not desirable as it causes noise. On the other hand, by providing the raised portion, the deformation of the clip support plate is suppressed even when the clip support plate receives a force from the wire harness. As a result, the noise generated in the harness bracket is suppressed.

As a desirable aspect of the steering device, it is preferable that the raised portion protrudes in the same direction as the first convex portion.

As a result, the first convex portion, the second convex portion, and the raised portion are formed by being pressed from the same direction. Therefore, the manufacturing efficiency of the harness bracket is improved.

As a preferred embodiment of the steering device, the harness bracket comprises a fixing plate that intersects the clip support plate, the fixing plate comprises a fixing hole through which a connecting member fastened to the support member penetrates, and the clip. When viewed from a direction orthogonal to the support plate, the raised portion preferably passes through the center of the fixing hole and overlaps with a first straight line orthogonal to the fixing plate.

As a result, the moment of inertia of area increases in the portion near the fixing hole which is the support point of the harness bracket. Therefore, the deformation of the clip support plate is further suppressed.

As a preferred embodiment of the steering device, the harness bracket comprises a fixing plate that intersects the clip support plate and a groove that spans the clip support plate and the fixing plate and is orthogonal to the clip support plate. When viewed from the direction, the first convex portion passes through the deepest portion of the groove portion and overlaps with a second straight line orthogonal to the fixed plate, and the center of the first convex portion is relative to the second straight line. It is preferably located on the side opposite to the second convex portion.

In order to facilitate the positioning of the wire harness, it is preferable that the distance between the first clip and the second clip is large. Since the center of the first convex portion is on the opposite side of the second straight line from the second convex portion, the distance between the first clip and the second clip is increased. On the other hand, the farther the first convex portion is from the second convex portion, the more easily the clip support plate is deformed. However, the deformation of the clip support plate is suppressed by overlapping the first convex portion with the second straight line. Therefore, the steering device can facilitate the positioning of the wire harness and suppress the noise generated in the harness bracket.

According to the present invention, it is possible to provide a steering device that can reduce the weight and suppress noise caused by a clip that supports a wire harness.

FIG. 1 is a schematic view showing an outline of a steering device according to the present embodiment. FIG. 2 is a front view of the steering device according to the present embodiment. FIG. 3 is a cross-sectional view taken along the line AA in FIG. FIG. 4 is a perspective view of the harness bracket according to the present embodiment. FIG. 5 is a perspective view of the harness bracket according to the present embodiment. FIG. 6 is a front view of the harness bracket according to the present embodiment. FIG. 7 is a rear view of the harness bracket according to the present embodiment. FIG. 8 is a right side view of the harness bracket according to the present embodiment. FIG. 9 is a left side view of the harness bracket according to the present embodiment. FIG. 10 is a plan view of the harness bracket according to the present embodiment. FIG. 11 is a bottom view of the harness bracket according to the present embodiment. FIG. 12 is a cross-sectional view taken along the line BB in FIG. FIG. 13 is a cross-sectional view taken along the line CC in FIG. FIG. 14 is a cross-sectional view of the first clip. FIG. 15 is a view taken along the arrow D in FIG. FIG. 16 is a view taken along the arrow E in FIG. FIG. 17 is a cross-sectional view of the second clip. FIG. 18 is a view taken along the line F in FIG. FIG. 19 is a view taken along the line G in FIG. FIG. 20 is a cross-sectional view of the first convex portion according to the first modification. FIG. 21 is a cross-sectional view of the first convex portion according to the second modification. FIG. 22 is a cross-sectional view of the first convex portion according to the third modification. FIG. 23 is a perspective view of the harness bracket according to the fourth modification. FIG. 24 is a sectional view taken along the line HH in FIG. 23. FIG. 25 is a perspective view of the harness bracket according to the fifth modification. FIG. 26 is a perspective view of the harness bracket according to the sixth modification.

Hereinafter, the present invention will be described in detail with reference to the drawings. The present invention is not limited to the embodiments for carrying out the following inventions (hereinafter referred to as embodiments). In addition, the components in the following embodiments include those that can be easily assumed by those skilled in the art, those that are substantially the same, that is, those in a so-called equal range. Further, the components disclosed in the following embodiments can be appropriately combined.

(Embodiment 1)
FIG. 1 is a schematic view showing an outline of a steering device according to the present embodiment. As shown in FIG. 1, the steering device 80 includes a steering wheel 81, a steering shaft 82, a steering force assist mechanism 83, a universal joint 84, and a lower shaft 85 in the order in which the force given by the operator is transmitted. It is provided with a universal joint 86 and is joined to a pinion shaft 87. Further, the steering device 80 includes an ECU (Electronic Control Unit) 90 and a torque sensor 94. The vehicle speed sensor 95 is provided on the vehicle body and outputs a vehicle speed signal V to the ECU 90 by CAN (Controller Area Network) communication.

As shown in FIG. 1, the steering shaft 82 includes an input shaft 82a and an output shaft 82b. One end of the input shaft 82a is connected to the steering wheel 81, and the other end of the input shaft 82a is connected to the output shaft 82b. Further, one end of the output shaft 82b is connected to the input shaft 82a, and the other end of the output shaft 82b is connected to the universal joint 84. In the first embodiment, the input shaft 82a and the output shaft 82b are made of carbon steel for machine structure (SC material (Carbon Steel for Machine Structural Use)) or carbon steel tube for machine structure (so-called STKM material (Carbon Steel Tubes for Machine Structural Purposes)). )) Is formed from general steel materials.

As shown in FIG. 1, the lower shaft 85 is connected to the output shaft 82b via a universal joint 84. One end of the lower shaft 85 is connected to the universal joint 84 and the other end is connected to the universal joint 86. One end of the pinion shaft 87 is connected to the universal joint 86, and the other end of the pinion shaft 87 is connected to the steering gear 88.

As shown in FIG. 1, the steering gear 88 includes a pinion 88a and a rack 88b. The pinion 88a is connected to the pinion shaft 87. The rack 88b meshes with the pinion 88a. The steering gear 88 converts the rotational motion transmitted to the pinion 88a into a straight motion by the rack 88b. The rack 88b is connected to the tie rod 89. That is, the steering device 80 is a rack and pinion type.

As shown in FIG. 1, the steering force assist mechanism 83 includes a speed reducing device 92 and an electric motor 93. The electric motor 93 is, for example, a brushless motor, but may be a motor including a brush (slider) and a commutator (commutator). The speed reducer 92 is, for example, a worm speed reducer. The torque generated by the electric motor 93 is transmitted to the worm wheel via the worm inside the speed reducer 92 to rotate the worm wheel. The speed reducer 92 increases the torque generated by the electric motor 93 by the worm and the worm wheel. Then, the reduction gear 92 applies an auxiliary steering torque to the output shaft 82b. That is, the steering device 80 is a column assist system.

The torque sensor 94 detects the steering force of the operator (driver) transmitted to the input shaft 82a via the steering wheel 81 as steering torque. The vehicle speed sensor 95 detects the traveling speed (vehicle speed) of the vehicle body on which the steering device 80 is mounted. The electric motor 93, the torque sensor 94, and the vehicle speed sensor 95 are electrically connected to the ECU 90.

The ECU 90 controls the operation of the electric motor 93. Further, the ECU 90 acquires signals from each of the torque sensor 94 and the vehicle speed sensor 95. That is, the ECU 90 acquires the steering torque T from the torque sensor 94, and acquires the vehicle speed signal V of the vehicle body from the vehicle speed sensor 95. The ECU 90 is supplied with electric power from the power supply device 99 (for example, an in-vehicle battery) with the ignition switch 98 turned on. The ECU 90 calculates the auxiliary steering command value of the assist command based on the steering torque T and the vehicle speed signal V. Then, the ECU 90 adjusts the power value X to be supplied to the electric motor 93 based on the calculated auxiliary steering command value. The ECU 90 acquires the information of the induced voltage from the electric motor 93 or the information output from the resolver or the like provided in the electric motor 93 as the operation information Y.

The steering force of the operator input to the steering wheel 81 is transmitted to the speed reducing device 92 of the steering force assist mechanism 83 via the input shaft 82a. At this time, the ECU 90 acquires the steering torque T input to the input shaft 82a from the torque sensor 94, and acquires the vehicle speed signal V from the vehicle speed sensor 95. Then, the ECU 90 controls the operation of the electric motor 93. The auxiliary steering torque generated by the electric motor 93 is transmitted to the speed reducer 92.

The steering torque (including auxiliary steering torque) output via the output shaft 82b is transmitted to the lower shaft 85 via the universal joint 84, and further transmitted to the pinion shaft 87 via the universal joint 86. The steering force transmitted to the pinion shaft 87 is transmitted to the tie rod 89 via the steering gear 88 to displace the wheels.

FIG. 2 is a front view of the steering device according to the present embodiment. FIG. 3 is a cross-sectional view taken along the line AA in FIG. As shown in FIG. 2, the steering device 80 includes an upper column 51, a lower column 54, a column bracket 52, a switch bracket 53, a speed reducer cover 59, a key lock bracket 58, a share pin 56, and a distance bracket 3. And a harness bracket 4.

As shown in FIG. 2, the steering device 80 includes an upper column 51, a lower column 54, a column bracket 52, a switch bracket 53, a speed reducer cover 59, a key lock bracket 58, a share pin 56, and a distance bracket 3. And a harness bracket 4.

The upper column 51 and the lower column 54 support the steering shaft 82 so that it can rotate about the rotation axis R. The upper column 51 is a tubular member that supports the input shaft 82a via a bearing. As shown in FIG. 2, the upper column 51 is arranged behind the lower column 54. The lower column 54 is a tubular member that supports the output shaft 82b via a bearing. At least a part of the upper column 51 is inserted inside the lower column 54. The lower column 54 is supported by a column bracket 52 fixed to a vehicle body side member 101 (see FIG. 2). The upper column 51 and the lower column 54 are formed of, for example, a general steel material such as a carbon steel pipe for machine structure (so-called STKM material).

In the following description, the front in the vehicle is simply described as front and the rear in the vehicle is simply described as rear. Further, an XYZ Cartesian coordinate axis including a Z axis along the rotation axis R, an X axis along the left-right direction in the vehicle, and a Y axis orthogonal to both the Z axis and the X axis is used. The direction along the X axis is described as the X direction, the direction along the Y axis is described as the Y direction, and the direction along the Z axis is described as the Z direction.

As shown in FIG. 2, the upper column 51 is provided with a plurality of projecting portions 511 on the outer peripheral surface. The protrusion 511 is, for example, a ridge on a straight line along the Z direction. The protruding portion 511 is in contact with the inner peripheral surface of the lower column 54. For example, the upper column 51 is press-fitted into the lower column 54. When a secondary collision occurs, the upper column 51 moves forward. When the upper column 51 moves forward, friction occurs between the protrusion 511 and the lower column 54, and the protrusion 511 is deformed. As a result, the impact is absorbed. The shock absorbing capacity can be adjusted by adjusting the plate thickness of the upper column 51, the size of the protruding portion 511, and the like.

The column bracket 52 is a member that supports the lower column 54. As shown in FIG. 3, the column bracket 52 includes a mounting plate 522 and a side plate 521 integrally formed with the mounting plate 522. The mounting plate 522 of the column bracket 52 is fixed to the vehicle body side member 101 by a fixing member such as a bolt. The vehicle body side member 101 is a member fixed to the vehicle body. Side plates 521 are arranged on both sides of the lower column 54 and fasten the lower column 54. Further, the side plate 521 is provided with a tilt adjusting hole 521a (see FIG. 2) which is a long hole long in the Y direction.

The switch bracket 53 is a member for supporting a switch arranged around the steering wheel 81. The switch is, for example, a switch for operating a winker, a switch for operating a wiper, or the like, and is electrically connected to a control device provided in a vehicle via a wire harness. The switch bracket 53 is fixed to the upper column 51 as shown in FIG. For example, the switch bracket 53 is welded to the outer peripheral surface of the upper column 51.

The speed reducing device cover 59 is a member for covering the speed reducing device 92. The front end of the lower column 54 is fixed to the speed reducer cover 59. The front end of the speed reducer cover 59 is supported by the vehicle body, for example, via a pivot bracket. The pivot bracket is fixed to the vehicle body and supports the reduction gear cover 59 so that it can rotate about a rotation axis along the X direction. As a result, the lower column 54 can swing in the Y direction.

The key lock bracket 58 is a member for supporting the key lock 50 (see FIG. 2). The key lock 50 is a device for regulating the rotation of the steering wheel 81 to prevent theft and the like. For example, when the ignition switch 98 is turned off, the lock pin of the key lock 50 is activated. The lock pin enters the inside of the lower column 54 through a hole provided in the lower column 54 and meshes with the steering shaft 82. The key lock bracket 58 is fixed to, for example, the outer peripheral surface of the lower column 54. The key lock 50 is fixed to the key lock bracket 58 by, for example, a bolt or the like.

Further, the lower column 54 includes a detent member 541 fixed to the outer peripheral surface. The detent member 541 fits into the speed reducer cover 59. If an excessive load is applied to the steering wheel 81 while the key lock device 50 is operating (the rotation of the steering wheel 81 is restricted), the load is transmitted to the lower column 54. Therefore, the lower column 54 may rotate about the rotation axis R. The detent member 541 is a member for suppressing the rotation of the lower column 54.

The share pin 56 is a member for adjusting the shock absorbing capacity when a secondary collision occurs. The share pin 56 is attached to, for example, the outer peripheral surface of the upper column 51. When a secondary collision occurs, the upper column 51 moves relative to the lower column 54, so that the share pin 56 collides with the end of the lower column 54. As a result, the share pin 56 is cut. The load required to move the upper column 51 increases as compared to the case without the share pin 56. Therefore, the share pin 56 can adjust the shock absorbing capacity when a secondary collision occurs.

As shown in FIG. 3, the distance bracket 3 is fixed to the lower column 54 and is arranged between the two side plates 521. For example, the distance bracket 3 is arranged below the lower column 54. The distance bracket 3 is made of, for example, a general steel material such as SPCC (Steel Plate Cold Commercial). As shown in FIG. 3, the cross-sectional shape of the distance bracket 3 cut in a plane perpendicular to the rotation axis R is substantially U-shaped. The distance bracket 3 includes two side plates 31 and a bottom plate 32.

The side plate 31 is a plate-shaped member along the side plate 521. The side plate 31 is fixed to the lower column 54 by welding or the like, and has a round hole 31a as shown in FIG. The bottom plate 32 is a plate-shaped member orthogonal to the side plate 31, and connects the two side plates 31. The bottom plate 32 is provided with a round hole 32a as shown in FIG. A female screw is provided on the inner peripheral surface of the round hole 32a.

The steering device 80 is provided with a tightening mechanism for tightening the lower column 54. The tightening mechanism includes a rod that penetrates the tilt adjusting hole 521a and the round hole 31a. The rod is connected to an operating lever that extends to the passenger compartment. When the operation lever is operated, the cam attached to the rod rotates, and the side plate 521 tightens the lower column 54 via the distance bracket 3. When the tightening is released, the lower column 54 can swing in the Y direction, so that the vertical position of the steering wheel 81 can be adjusted.

The harness bracket 4 is a member for supporting a wire harness arranged around the steering device 80. The wire harness is, for example, a bundle of wires connected to electronic devices arranged around the steering wheel 81 and extends forward along the steering device 80. The harness bracket 4 is also a member for supporting the column cover 57 (see FIG. 2). The column cover 57 is a member for covering the upper column 51, the lower column 54, and the like.

The harness bracket 4 is fixed to a support member supported by the vehicle body. As shown in FIG. 3, the harness bracket 4 is fixed to the distance bracket 3 by the connecting member 40. That is, in the present embodiment, the support member of the harness bracket 4 is the distance bracket 3. For example, the connecting member 40 is a bolt and meshes with a female screw provided in the round hole 32a.

4 and 5 are perspective views of the harness bracket according to the present embodiment. FIG. 6 is a front view of the harness bracket according to the present embodiment. FIG. 7 is a rear view of the harness bracket according to the present embodiment. FIG. 8 is a right side view of the harness bracket according to the present embodiment. FIG. 9 is a left side view of the harness bracket according to the present embodiment. FIG. 10 is a plan view of the harness bracket according to the present embodiment. FIG. 11 is a bottom view of the harness bracket according to the present embodiment. FIG. 12 is a cross-sectional view taken along the line BB in FIG. FIG. 13 is a cross-sectional view taken along the line CC in FIG. FIG. 14 is a cross-sectional view of the first clip. FIG. 15 is a view taken along the arrow D in FIG. FIG. 16 is a view taken along the arrow E in FIG. FIG. 17 is a cross-sectional view of the second clip. FIG. 18 is a view taken along the line F in FIG. FIG. 19 is a view taken along the line G in FIG.

As shown in FIG. 4, the harness bracket 4 includes a fixing plate 41, a clip support plate 42, and a column cover support plate 43. For example, the fixing plate 41, the clip support plate 42, and the column cover support plate 43 are integrally formed.

As shown in FIG. 3, the fixing plate 41 is a plate-shaped member along the bottom plate 32. As shown in FIG. 4, the fixing plate 41 includes a fixing hole 41a. The connecting member 40 penetrates the fixing hole 41a.

As shown in FIG. 4, the clip support plate 42 is, for example, a plate-shaped member orthogonal to the fixed plate 41. The clip support plate 42 includes a first convex portion 421, a first clip fixing hole 421a provided in the first convex portion 421, a second convex portion 422, and a second clip fixing hole 422a provided in the second convex portion 422. And a raised portion 423. The first convex portion 421, the second convex portion 422, and the raised portion 423 are each formed by drawing (embossing), for example, and project in the same direction. The first convex portion 421 and the second convex portion 422 may be drawn so as to form a step after the holes are formed, or the holes may be formed after the embossing. For example, the first convex portion 421 is circular. As shown in FIG. 14, the side surface of the first convex portion 421 overlaps the side surface of the first concave portion 421b formed on the back side of the first convex portion 421 in the X direction. The second convex portion 422 is substantially rectangular. As shown in FIG. 17, the side surface of the second convex portion 422 overlaps the side surface of the second concave portion 422b formed on the back side of the second convex portion 422 in the X direction. The second convex portion 422 is arranged forward with respect to the first convex portion 421. The ridge 423 is linear. The raised portion 423 is arranged between the first convex portion 421 and the second convex portion 422, and extends from the first convex portion 421 toward the second convex portion 422. Seen from the X direction, the raised portion 423 overlaps the first straight line L1 that passes through the center of the fixing hole 41a and is orthogonal to the fixing plate 41. The surface of the raised portion 423 when viewed from the Z direction draws an arc.

The first clip 6 shown in FIG. 14 is attached to the first clip fixing hole 421a. The second clip 7 shown in FIG. 17 having a shape different from that of the first clip 6 is attached to the second clip fixing hole 422a. The wire harness is supported by the first clip 6 and the second clip 7.

As shown in FIG. 14, the first clip 6 includes a first harness support portion 64, a first seat surface portion 61, and a first claw portion 62. The first harness support portion 64 is an annular member. A wire harness is passed through the inside of the first harness support portion 64.

The first seat surface portion 61 is a disk-shaped member, and is arranged on the back side of the first convex portion 421. That is, the first seat surface portion 61 faces the first concave portion 421b formed on the back side of the first convex portion 421. As shown in FIG. 14, the maximum width D61 of the first seating surface portion 61 in the direction along the clip support plate 42 is larger than the maximum width D421b of the first recess 421b in the in-plane direction. In the following, the direction along the clip support plate 42 is described as the in-plane direction.

The first claw portion 62 is a member for preventing the first clip 6 from coming off from the first clip fixing hole 421a. The number of the first claw portions 62 is, for example, two. The first claw portion 62 protrudes from the first seat surface portion 61 and penetrates the first clip fixing hole 421a. The first claw portion 62 is bent, and the tip of the first claw portion 62 is in contact with the surface 4210 of the first convex portion 421. As shown in FIG. 14, the minimum distance D62 in the in-plane direction between the tip portions of the two first claw portions 62 is smaller than the maximum width D421 of the first convex portion 421 in the in-plane direction. Further, the first claw portion 62 is deformed when it is inserted into the first clip fixing hole 421a. When the first claw portion 62 is inserted into the first clip fixing hole 421a, the maximum distance in the in-plane direction between the tips of the two first claw portions 62 is smaller than the inner diameter D421a of the first clip fixing hole 421a. .. Therefore, the two first claw portions 62 can pass through the first clip fixing hole 421a.

As shown in FIG. 14, since the maximum width D61 is larger than the maximum width D421b, the first seat surface portion 61 does not enter the first recess 421b. The first seat surface portion 61 is in contact with the surface 420 of the clip support plate 42 on the side where the first concave portion 421b is formed (the side opposite to the side on which the first convex portion 421 protrudes), and is in contact with the bottom surface of the first concave portion 421b. Oppose with a gap. On the other hand, the first claw portion 62 is in contact with the surface 4210 of the first convex portion 421. Therefore, as shown in FIG. 14, the distance between the first bearing surface portion 61 and the tip of the first claw portion 62 is equal to the distance T2 between the surface 420 and the surface 4210 of the first convex portion 421. The distance T2 is larger than the plate thickness T1 of the clip support plate 42. Therefore, even if the plate thickness T1 of the clip support plate 42 is reduced for weight reduction, the distance between the first seat surface portion 61 and the tip of the first claw portion 62 is not reduced. Further, by adjusting the distance T2, the rattling of the first clip 6 is suppressed. For example, in the state before the first clip 6 is attached to the clip support plate 42, the distance T6 (see FIG. 14) between the first seat surface portion 61 and the tip of the first claw portion 62 is smaller than the distance T2. Therefore, when the first clip 6 is attached to the clip support plate 42, a force is applied to the first seat surface portion 61 and the first claw portion 62 in a direction away from each other. For example, in the present embodiment, the plate thickness T1 is 1.4 mm and the distance T2 is 2.0 mm or more. As the first clip 6, a clip suitable for a member having a plate thickness of 2.0 mm can be used.

As shown in FIG. 17, the second clip 7 includes a second harness support portion 74, a second seat surface portion 71, and a second claw portion 72. The second harness support portion 74 is an annular member. A wire harness is passed through the inside of the second harness support portion 74.

The second seat surface portion 71 is a plate-shaped member, and is arranged on the back side of the second convex portion 422. That is, the second seat surface portion 71 faces the second concave portion 422b formed on the back side of the second convex portion 422. As shown in FIG. 18, the second seating surface portion 71 viewed from the X direction is substantially rectangular. As shown in FIG. 17, the maximum width D71 of the second bearing surface portion 71 in the in-plane direction is larger than the maximum width D422b in the in-plane direction of the second recess 422b. The maximum width D71 of the second seating surface portion 71 does not necessarily have to be larger than the maximum width D422b of the second recess 422b. The maximum width D71 of the second seating surface portion 71 may be at least larger than the width D422bs (see FIG. 19) of the short side of the second recess 422b.

The second claw portion 72 is a member for preventing the second clip 7 from coming off from the second clip fixing hole 422a. The number of the second claw portion 72 is, for example, two. The second claw portion 72 protrudes from the second seat surface portion 71 and penetrates the second clip fixing hole 422a. The second claw portion 72 is bent, and the tip of the second claw portion 72 is in contact with the surface 4220 of the second convex portion 422. As shown in FIG. 17, the minimum distance D72 in the in-plane direction between the tips of the two second claws 72 is smaller than the maximum width D422 of the second convex portion 422 in the in-plane direction. Further, the second claw portion 72 is deformed when it is inserted into the second clip fixing hole 422a. When the second claw portion 72 is inserted into the second clip fixing hole 422a, the maximum distance in the in-plane direction between the tips of the two second claw portions 72 is smaller than the inner diameter D422a of the second clip fixing hole 422a. .. Therefore, the two second claw portions 72 can pass through the second clip fixing hole 422a. Since the second clip fixing hole 422a is substantially rectangular, the second clip 7 is stopped from rotating.

As shown in FIG. 17, since the maximum width D71 is larger than the maximum width D422b, the second seat surface portion 71 does not enter the second recess 422b. The second seat surface portion 71 is in contact with the surface 420 of the clip support plate 42 on the side where the second concave portion 422b is formed (the side opposite to the side on which the second convex portion 422 protrudes), and is in contact with the bottom surface of the second concave portion 422b. Oppose with a gap. On the other hand, the second claw portion 72 is in contact with the surface 4220 of the second convex portion 422. Therefore, as shown in FIG. 17, the distance between the second bearing surface portion 71 and the tip of the second claw portion 72 is equal to the distance T3 between the surface 420 and the surface 4220 of the second convex portion 422. The distance T3 is larger than the plate thickness T1 of the clip support plate 42. Therefore, even if the plate thickness T1 of the clip support plate 42 is reduced for weight reduction, the distance between the second seat surface portion 71 and the tip of the second claw portion 72 is not reduced. Further, by adjusting the distance T3, the rattling of the second clip 7 is suppressed. For example, in the state before the second clip 7 is attached to the clip support plate 42, the distance T7 (see FIG. 17) between the second seat surface portion 71 and the tip of the second claw portion 72 is smaller than the distance T3. Therefore, when the second clip 7 is attached to the clip support plate 42, a force is applied to the second seat surface portion 71 and the second claw portion 72 in a direction away from each other. For example, in the present embodiment, the plate thickness T1 is 1.4 mm as described above, and the distance T3 is equal to the distance T2. As the second clip 7, a clip suitable for a member having a plate thickness of 2.0 mm can be used.

As shown in FIG. 4, the column cover support plate 43 is, for example, a plate-shaped member orthogonal to the clip support plate 42. That is, the column cover support plate 43 is parallel to the fixing plate 41. The column cover support plate 43 includes a column cover fixing hole 43a and a transport fixing hole 43b. For example, a connecting member attached to the column cover fixing hole 43a connects the column cover support plate 43 and the column cover 57. For example, the connecting member that connects the column cover support plate 43 and the column cover 57 is a bolt. The column cover fixing hole 43a is burring processed. The transport fixing hole 43b is used when transporting the steering device 80.

As shown in FIG. 4, the fixing plate 41 is located at the upper end of the clip support plate 42, and the column cover support plate 43 is located at the lower end of the clip support plate 42. The fixing plate 41 and the column cover support plate 43 extend in opposite directions with respect to the clip support plate 42. That is, the column cover support plate 43 does not face the fixed plate 41. The fixing plate 41, the clip support plate 42, and the column cover support plate 43 draw a substantially S shape. Therefore, when connecting the fixing plate 41 to the distance bracket 3, the column cover support plate 43 does not get in the way, so that the work is easy.

As shown in FIG. 4, the harness bracket 4 includes a groove 45 and a notch 48. The groove 45 and the notch 48 are arranged so as to extend over the clip support plate 42 and the fixing plate 41. The number of grooves 45 is two. A notch 48 is arranged between the two grooves 45. The presence of the groove 45 makes it difficult for the clip support plate 42 to bend with the fixing plate 41 as a fulcrum. Therefore, even when the clip support plate 42 receives a force from the wire harness, the deformation of the clip support plate 42 is suppressed. Further, the notch 48 reduces the weight of the harness bracket 4.

As shown in FIG. 6, when viewed from the X direction, the center of the first convex portion 421 is offset from the second straight line L2 that passes through the deepest portion of the groove portion 45 and is orthogonal to the fixed plate 41. For example, the center of the first convex portion 421 is located on the side opposite to the second convex portion 422 with respect to the second straight line L2. Further, when viewed from the X direction, the first convex portion 421 overlaps with the second straight line L2.

The harness bracket 4 does not necessarily have to be fixed to the distance bracket 3 by a connecting member 40 which is a bolt, and may be fixed to the distance bracket 3 by welding, crimping, or the like. Further, the harness bracket 4 does not necessarily have to be fixed to the distance bracket 3, and may be fixed to other members in the configuration of the steering device 80. For example, the harness bracket 4 may be fixed to the upper column 51, the switch bracket 53, the lower column 54, or the like.

The steering device 80 does not necessarily have to include both the first clip 6 and the second clip 7, and may include at least one clip. Further, the second convex portion 422 does not have to be substantially rectangular as described above, may be circular like the first convex portion 421, or may have another shape. Further, the first convex portion 421 does not have to be circular as described above, and may have a substantially rectangular shape like the second convex portion 422, or may have another shape.

As described above, the steering device 80 includes a harness bracket 4 attached to a support member (for example, a distance bracket 3) supported on the vehicle body, and a first clip 6 attached to the harness bracket 4. The harness bracket 4 includes a clip support plate 42 having a first clip fixing hole 421a provided in the first convex portion 421 and the first convex portion 421. The first clip 6 has a first harness support portion 64 to which a wire harness is attached, a first seat surface portion 61 arranged on the back side of the first convex portion 421 and in contact with the clip support plate 42, and a first clip fixing hole 421a. It includes a first claw portion 62 that penetrates and contacts the surface 4210 of the first convex portion 421. The maximum width D61 of the first seating surface portion 61 in the in-plane direction along the clip support plate 42 is larger than the maximum in-plane width D421b of the first concave portion 421b on the back side of the first convex portion 421.

As a result, the first seat surface portion 61 does not enter the first recess 421b, but comes into contact with the surface 420 on the side where the first recess 421b of the clip support plate 42 is formed. Therefore, the distance between the first seat surface portion 61 and the first claw portion 62 that sandwich the clip support plate 42 is larger than the plate thickness T1 of the clip support plate 42. Therefore, even if the plate thickness T1 of the clip support plate 42 is reduced for weight reduction, the distance between the first seat surface portion 61 and the first claw portion 62 that sandwich the clip support plate 42 is not reduced. That is, it is possible to reduce the thickness T1 of the clip support plate 42 and to maintain the distance between the first seating surface portion 61 and the first claw portion 62 that sandwich the clip support plate 42. Therefore, the steering device 80 can be reduced in weight and the noise caused by the first clip 6 that supports the wire harness can be suppressed.

Further, the steering device 80 includes a second clip 7 attached to the harness bracket 4. The clip support plate 42 includes a second convex portion 422 that projects in the same direction as the first convex portion 421 at a position different from that of the first convex portion 421, and a second clip fixing hole 422a provided in the second convex portion 422. .. The second clip 7 has a second harness support portion 74 to which a wire harness is attached, a second seat surface portion 71 arranged on the back side of the second convex portion 422 and in contact with the clip support plate 42, and a second clip fixing hole 422a. It includes a second claw portion 72 that penetrates and is in contact with the surface 4220 of the second convex portion 422. The maximum width D71 of the second bearing surface portion 71 in the in-plane direction is larger than the maximum width D422b in the in-plane direction of the second concave portion 422b on the back side of the second convex portion 422.

As a result, the noise generated by the second clip 7 is suppressed. Further, since the wire harness is supported at two places, the force applied to each of the first clip 6 and the second clip 7 is reduced. Therefore, the noise generated by the first clip 6 and the second clip 7 is more likely to be suppressed.

Further, the clip support plate 42 includes a raised portion 423 extending from the first clip fixing hole 421a toward the second clip fixing hole 422a.

If there is a difference in the forces applied to the first clip 6 and the second clip 7, the clip support plate 42 may bend about, for example, the Y axis. Deformation of the clip support plate 42 is not desirable because it causes noise. On the other hand, by providing the raised portion 423, deformation of the clip support plate 42 is suppressed even when the clip support plate 42 receives a force from the wire harness. As a result, the noise generated in the harness bracket 4 is suppressed.

Further, the raised portion 423 projects in the same direction as the first convex portion 421.

As a result, the first convex portion 421, the second convex portion 422, and the raised portion 423 are formed by being pressed from the same direction. Therefore, the manufacturing efficiency of the harness bracket 4 is improved.

Further, the harness bracket 4 includes a fixing plate 41 that intersects the clip support plate 42. The fixing plate 41 includes a fixing hole 41a through which a connecting member 40 fastened to a support member (for example, a distance bracket 3) penetrates. Seen from the direction orthogonal to the clip support plate 42 (X direction), the raised portion 423 passes through the center of the fixing hole 41a and overlaps with the first straight line L1 orthogonal to the fixing plate 41.

As a result, the moment of inertia of area increases at the portion close to the fixing hole 41a, which is the support point of the harness bracket 4. Therefore, the deformation of the clip support plate 42 is further suppressed.

Further, the harness bracket 4 includes a groove portion 45 extending over the clip support plate 42 and the fixing plate 41. Seen from the direction orthogonal to the clip support plate 42 (X direction), the first convex portion 421 passes through the deepest portion of the groove portion 45 and overlaps with the second straight line L2 orthogonal to the fixed plate 41. The center of the first convex portion 421 is located on the side opposite to the second convex portion 422 with respect to the second straight line L2.

In order to facilitate the positioning of the wire harness, it is preferable that the distance between the first clip 6 and the second clip 7 is large. Since the center of the first convex portion 421 is on the side opposite to the second convex portion 422 with respect to the second straight line L2, the distance between the first clip 6 and the second clip 7 becomes large. On the other hand, the farther the first convex portion 421 is from the second convex portion 422, the more easily the clip support plate 42 is deformed. However, the deformation of the clip support plate 42 is suppressed by overlapping the first convex portion 421 with the second straight line L2. Therefore, the steering device 80 can facilitate the positioning of the wire harness and suppress the noise generated by the harness bracket 4.

(First modification)
FIG. 20 is a cross-sectional view of the first convex portion according to the first modification. The same components as those described in the above-described embodiment are designated by the same reference numerals, and duplicate description will be omitted.

As shown in FIG. 20, the clip support plate 42A according to the first modification includes a first convex portion 421A having a shape different from that of the first convex portion 421 described above. The first convex portion 421A is formed by drawing (embossing). The first convex portion 421A includes an inclined portion 4215 between the outer edge 421S and the first clip fixing hole 421a. As a result, the first convex portion 421A is more easily deformed than the first convex portion 421 described above. That is, the first convex portion 421A functions as a spring. Therefore, the first clip 6 is easily brought into close contact with the first convex portion 421A, so that the first clip 6 is prevented from rattling.

(Second modification)
FIG. 21 is a cross-sectional view of the first convex portion according to the second modification. The same components as those described in the above-described embodiment are designated by the same reference numerals, and duplicate description will be omitted.

As shown in FIG. 21, the clip support plate 42B according to the second modification includes a first convex portion 421B having a shape different from that of the first convex portion 421 described above. The first convex portion 421B is formed by drawing (embossing). The first convex portion 421B includes a bent portion 4216 between the outer edge 421S and the first clip fixing hole 421a. As a result, the first convex portion 421B is more easily deformed than the first convex portion 421 described above. That is, the first convex portion 421B functions as a spring. Therefore, the first clip 6 is likely to be in close contact with the first convex portion 421B, so that the first clip 6 is prevented from rattling.

(Third modification example)
FIG. 22 is a cross-sectional view of the first convex portion according to the third modification. The same components as those described in the above-described embodiment are designated by the same reference numerals, and duplicate description will be omitted.

As shown in FIG. 22, the clip support plate 42C according to the third modification includes a first convex portion 421C having a shape different from that of the first convex portion 421 described above. The first convex portion 421C is formed by drawing (embossing). The first convex portion 421C includes two bent portions 4217 between the outer edge 421S and the first clip fixing hole 421a. As a result, the first convex portion 421C is more easily deformed than the first convex portion 421 described above. That is, the first convex portion 421C functions as a spring. Therefore, the first clip 6 is likely to be in close contact with the first convex portion 421C, so that the first clip 6 is prevented from rattling.

The configurations of the first modified example to the third modified example can also be applied to the second convex portion 422 and the raised portion 423.

(Fourth modification)
FIG. 23 is a perspective view of the harness bracket according to the fourth modification. FIG. 24 is a sectional view taken along the line HH in FIG. 23. The same components as those described in the above-described embodiment are designated by the same reference numerals, and duplicate description will be omitted.

As shown in FIG. 23, in the clip support plate 42D of the harness bracket 4D according to the fourth modification, the first convex portion 421, the second convex portion 422, and the raised portion 423D are integrally formed. For example, as shown in FIG. 24, the shape shown in the third modification is used as the cross-sectional shape of the first convex portion 421, the second convex portion 422, and the raised portion 423D. In addition, other shapes may be used as the cross-sectional shape of the first convex portion 421, the second convex portion 422, and the raised portion 423D.

Since the raised portion 423D is longer than the raised portion 423 described above, the deformation of the clip support plate 42 is further suppressed. Further, since the first convex portion 421, the second convex portion 422 and the raised portion 423D can be formed at the same time, the manufacturing efficiency is improved.

(Fifth modification)
FIG. 25 is a perspective view of the harness bracket according to the fifth modification. The same components as those described in the above-described embodiment are designated by the same reference numerals, and duplicate description will be omitted.

As shown in FIG. 25, in the harness bracket 4E according to the fifth modification, the length of the column cover support plate 43E in the Z direction is equal to the length of the clip support plate 42 in the Z direction. The column cover support plate 43E reinforces the clip support plate 42. Therefore, the deformation of the clip support plate 42 is suppressed.

(6th modification)
FIG. 26 is a perspective view of the harness bracket according to the sixth modification. The same components as those described in the above-described embodiment are designated by the same reference numerals, and duplicate description will be omitted.

As shown in FIG. 26, the fixing plate 41F of the harness bracket 4F according to the sixth modification includes fins 416, fins 417, and fins 418. The fins 416 are arranged at the front end of the fixing plate 41F. The fins 417 are arranged at the rear end of the fixing plate 41F. Fins 418 project from the inner wall of the notch 48. The presence of the fins 416, 417, and 418 suppresses the rattling of the fixed plate 41F as compared with the above-described embodiment.

101 Body side member 3 Distance bracket 31 Side plate 32 Bottom plate 32a Round holes 4, 4D, 4E, 4F Harness bracket 40 Connecting members 41, 41F Fixing plate 41a Fixing holes 42, 42A, 42B, 42C Clip support plates 421, 421A, 421B, 421C 1st convex part 4215 Inclined part 4216, 4217 Bending part 421a 1st clip fixing hole 421b 1st concave part 422 2nd convex part 422a 2nd clip fixing hole 423, 423D Raised part 43, 43E Column cover support plate 45 Groove part 48 cut Notch 51 Upper column 52 Column bracket 521 Side plate 521a Tilt adjustment hole 522 Mounting plate 53 Switch bracket 54 Lower column 541 Anti-rotation member 56 Share pin 57 Column cover 58 Key lock bracket 59 Reducer cover 6 1st clip 61 1st seat surface 62 1st Claw 64 1st harness support 7 2nd clip 71 2nd seat 72 2nd claw 74 2nd harness support 80 Steering device 81 Steering wheel 82 Steering shaft 82a Input shaft 82b Output shaft 83 Steering force assist mechanism 84 Universal Joint 85 Lower shaft 86 Universal joint 87 Pinion shaft 88 Steering gear 88a Pinion 88b Rack 89 Tie rod 90 ECU
92 Speed reducer 93 Electric motor 94 Torque sensor 95 Vehicle speed sensor 98 Ignition switch 99 Power supply device L1 1st straight line L2 2nd straight line R Rotating shaft

Claims (6)

A harness bracket that can be attached to a support member supported by the vehicle body,
The first clip attached to the harness bracket and
With
The harness bracket includes a first convex portion and a clip support plate having a first clip fixing hole provided in the first convex portion.
The first clip penetrates the first harness support portion to which the wire harness is attached, the first seat surface portion arranged on the back side of the first convex portion and in contact with the clip support plate, and the first clip fixing hole. Moreover, a first claw portion in contact with the surface of the first convex portion is provided.
A steering device in which the maximum width of the first seating surface portion in the in-plane direction along the clip support plate is larger than the maximum width in the in-plane direction of the first concave portion on the back side of the first convex portion. With a second clip attached to the harness bracket
The clip support plate includes a second convex portion that protrudes in the same direction as the first convex portion at a position different from the first convex portion, and a second clip fixing hole provided in the second convex portion.
The second clip penetrates the second harness support portion to which the wire harness is attached, the second seat surface portion arranged on the back side of the second convex portion and in contact with the clip support plate, and the second clip fixing hole. In addition, a second claw portion in contact with the surface of the second convex portion is provided.
The steering device according to claim 1, wherein the maximum width of the second seating surface portion in the in-plane direction is larger than the maximum width in the in-plane direction of the second concave portion on the back side of the second convex portion. The steering device according to claim 2, wherein the clip support plate includes a raised portion extending from the first clip fixing hole toward the second clip fixing hole. The steering device according to claim 3, wherein the raised portion projects in the same direction as the first convex portion. The harness bracket comprises a fixing plate that intersects the clip support plate.
The fixing plate includes a fixing hole through which a connecting member fastened to the support member penetrates.
The steering device according to claim 3 or 4, wherein the raised portion passes through the center of the fixing hole and overlaps with a first straight line orthogonal to the fixing plate when viewed from a direction orthogonal to the clip support plate. .. The harness bracket includes a fixing plate that intersects the clip support plate, and a groove that extends over the clip support plate and the fixing plate.
When viewed from a direction orthogonal to the clip support plate, the first convex portion passes through the deepest portion of the groove portion and overlaps with a second straight line orthogonal to the fixed plate.
The steering device according to any one of claims 2 to 5, wherein the center of the first convex portion is located on the side opposite to the second convex portion with respect to the second straight line.

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