JP6826933B2 - Steering device - Google Patents

Description

The present invention relates to a steering device having a function of adjusting the position of the steering wheel in the front-rear direction and a function of absorbing impact energy at the time of a secondary collision.

Vehicles are driven by drivers of various physiques. A steering device capable of adjusting the position of the steering wheel in the front-rear direction according to the physique of each driver is known. As a conventional technique relating to such a steering device, there is a technique disclosed in Patent Documents 1 and 2.

In the technique disclosed in Patent Document 1, the steering device includes an outer column and an inner pipe held by the outer column so as to be movable in the front-rear direction of the vehicle. The inner pipe is switched between a movement mode in which movement in the front-rear direction of the vehicle is allowed and a regulation mode in which movement is restricted by a fastening mechanism. The fastening mechanism includes a rotatable clamp bolt (operating shaft) and an operating lever for operating the clamping bolt. An eccentric cam is attached to the clamp bolt.

By turning the clamping bolt, the eccentric cam presses the claw plate against the lock plate via the support lever. A large number of lock holes are formed in this lock plate. The claw plate engages the lock hole. The impact force (secondary impact force) generated at the time of the secondary collision is applied forward through the inner pipe. At this time, the claw plate moves forward together with the inner pipe while being engaged with the lock hole. As a result, the claw plate bends and deforms the shock absorbing member so as to squeeze it, thereby absorbing the shock energy.

In addition, the steering device has a telescopic stopper to prevent over-movement of the inner pipe in the movement mode. This telesco stopper is composed of a telesco elongated hole formed in the outer column and a stopper projecting from the outer peripheral surface of the inner pipe.

The stopper is movably engaged in the telesco long hole in the longitudinal direction, and at the time of a secondary impact, the end of the telesco long hole breaks the stopper. In this case, there is room for improvement because the amount of shock energy absorbed at the time of the secondary collision changes depending on whether the position of the inner pipe with respect to the outer column is in the middle of the telesco adjustment range or at the limit point. Further, a configuration for setting the telesco adjustment range and a configuration for locking the telesco position are separately configured. Therefore, the number of parts of the steering device has to be increased.

On the other hand, it is conceivable to make the configuration of the telescopic stopper similar to the technique disclosed in Patent Document 2. The technique disclosed in Patent Document 2 will be described with reference to FIGS. 12 (a) and 12 (b).

As shown in FIG. 12A, the steering device 200 has an outer column 201 and an inner pipe 202 movably held by the outer column 201 in the front-rear direction of the vehicle. The inner pipe 202 is switched between a movement mode in which movement in the front-rear direction of the vehicle is allowed and a regulation mode in which movement is restricted by the fastening mechanism 203. In FIG. 12A, the steering device 200 is in a moving mode in which the inner pipe 202 is movably provided.

The fastening mechanism 203 includes a rotatable clamp bolt 204 and an operating lever 205 provided on the clamp bolt 204. A telescopic stopper 207 is attached to the operating lever 205 via a link mechanism 206. An opening 208 is formed in the outer column 201. In the moving mode, the telesco stopper 207 projects from the opening 208 into the outer column 201. When the inner pipe 202 moves to the position of the telesco stopper 207, further movement is restricted by hitting the telesco stopper 207. By turning the operating lever 205 in the counterclockwise direction (arrow direction) shown in the figure, the movement mode can be switched to the regulation mode.

FIG. 12B shows the steering device 200 in the regulated mode state. In the regulation mode, the movement of the inner pipe 202 is restricted by the fastening force of the fastening mechanism 203. The secondary collision force generated at the time of the secondary collision is applied forward through the inner pipe 202 as indicated by the white arrow. At this time, the inner pipe 202 moves forward against the fastening force of the fastening mechanism 203, and the impact energy is absorbed by the frictional force generated between the inner pipe 202 and the outer column 201.

In the steering device 200 in the regulation mode, the telesco stopper 207 is retracted from the inside of the outer column 201. As a result, the inner pipe 202 does not come into contact with the telescopic stopper 207 at the time of collision. The steering device 200 enables stable absorption of impact energy by retracting the telescopic stopper 207 during the regulation mode.

As described above, in the technique disclosed in Patent Document 2, the telesco stopper 207 is connected to the operating lever 205 via the link mechanism 206. This is complicated in configuration, has a large number of parts, and is disadvantageous in reducing the size of the entire steering device 200.

Japanese Unexamined Patent Publication No. 2016-185756 Japanese Unexamined Patent Publication No. 2005-001517

An object of the present invention is to provide a steering device capable of stably generating an impact energy absorption load at the time of a secondary collision while suppressing an increase in the number of parts.

According to the invention of claim 1, a cylindrical inner pipe, a pipe holding portion for holding the outer periphery of the inner pipe, and a slit portion formed in the pipe holding portion along the axial direction from the end thereof. An outer column having a pair of legs extending in the radial direction from the pipe holding portion on both sides in the width direction of the slit portion, and the outer column can be attached to the vehicle body, and side plate portions are provided on both sides in the width direction. A bracket having a bracket, a hanger bracket fixed to the inner pipe and arranged between the pair of legs, and a hanger bracket having a pair of extension plates having elongated holes , each of the side plates and the pair of legs. and have a clamp bolt which is inserted into the respective long holes, by the rotation of the clamp bolt, and movement mode movement of the vehicle longitudinal direction of the inner pipe relative to the outer column is allowed, the movement is restricted It has a fastening mechanism that switches to the regulation mode, a telesco stopper that limits the movement range of the inner pipe in the vehicle front-rear direction in the movement mode, and an energy absorbing member that absorbs impact energy at the time of a secondary collision. It is a steering device.

The telescopic stopper is attached to the clamp bolt and can rotate together with the clamp bolt. The elongated holes of the pair of extension plates are continuous with a wide portion that guides the telescopic stopper so as to be relatively movable in the longitudinal direction of the inner pipe in the movement mode, and the wide portion. It includes a narrow portion that guides the telesco stopper so that it can move relatively in the longitudinal direction of the inner pipe only in the regulation mode.

The energy absorbing member can be locked to the hanger bracket. The telescopic stopper has the energy absorbing member locked to the hanger bracket when the clamping bolt is in the regulation mode, and the energy absorbing member when the clamping bolt is in the moving mode. A cam that keeps the members separated from the hanger bracket is integrally formed.

As described in claim 2, preferably, the vertical width of the narrow portion is set smaller than the vertical width of the wide portion . The telescopic stopper includes a first slider that fits only in the wide portion so as to be relatively displaceable in the movement mode, and a stopper that can contact the edges of both ends of the wide portion in the longitudinal direction in the movement mode. It has a second slider that fits only in the narrow portion so as to be relatively displaceable in the regulation mode. The first slider, the stopper, and the second slider are substantially continuous in the rotation direction of the telescopic stopper.

As described in claim 3, preferably, the hanger bracket is formed with a plurality of locking holes. The plurality of locking holes are arranged along the longitudinal direction of the hanger bracket. The energy absorbing member has a pair of elastic pieces facing each other and a bottom piece continuous with each one end of the pair of elastic pieces, and the pair of elastic pieces are urged in a direction in which they separate from each other. The energy absorbing member is arranged between the pair of extension plates, and is positioned so that the open end and the bottom piece face the front-rear direction of the vehicle. One of the pair of elastic pieces is attached to the clamp bolt. On the other side of the pair of elastic pieces, a locking claw that engages with the locking hole is provided.

As described in claim 4, preferably, the plurality of locking holes are formed in at least one of the pair of extension plates.

As described in claim 5, preferably, the fastening mechanism has a fastening cam. A leaf spring having a bracket-side bulging portion that bulges toward the side plate portion is interposed between the fastening cam and the side plate portion.

In the invention according to claim 1, a telescopic stopper and a cam having different functions are integrally configured and provided on a clamp bolt of a fastening mechanism. The integrally configured telesco stopper and cam can rotate together with the clamp bolts, and the clamp bolts regulate the movement of the telescopic stopper and the cam in the front-rear direction of the vehicle.

Therefore, the function of adjusting the position of the steering wheel in the front-rear direction and the function of absorbing shock at the time of a secondary collision can be integrated. Therefore, the configuration of the telescopic stopper and the cam that is a part of the energy absorbing member can be simplified, and the movement mode side and the regulation mode can be reliably switched with a small number of parts.

That is, with a simple configuration in which the telescopic stopper and the cam, which are integrally configured, are incorporated into the clamp bolt, both prevention of over-movement of the inner pipe with respect to the outer column and shock absorption at the time of a secondary collision are both achieved. Can be done reliably.

Further, the telesco stopper can be relatively displaced from the wide portion to the narrow portion only in the regulation mode. That is, since the telesco stopper can contact both ends in the longitudinal direction (ends in the front-rear direction) of the wide portion only in the movement mode and does not contact in the regulation mode, the telesco stopper is configured to not contact in the secondary collision. A stable shock absorbing load can be obtained without applying a load in which the stopper and the rear end of the wide portion come into contact with each other.

In the invention according to claim 2, when the mobile mode, the inner pipe relative movably guided in the longitudinal direction in the wide portion fitted first slider. The telesco adjustment range is the range in which the stopper abuts on the edges of both ends of the wide portion in the longitudinal direction. When the regulation mode, the stopper without abutting the rear end of the wide portion relatively movably guided inner pipe in the longitudinal direction is fitted to the narrow portion and the second slider. In this way, the telesco stopper has a simple configuration of having the first and second sliders and the stopper that can be rotationally displaced together with the clamp bolt.

In the invention according to claim 3, the hanger bracket has a plurality of locking holes arranged along the longitudinal direction. In this way, since the wide portion , the narrow portion, and the plurality of locking holes are integrated in the hanger bracket, the accuracy of the position between these holes can be improved and the man-hours for hole processing can be reduced. Can be done. In addition, the energy absorbing member is an elastically deformable member and has a locking claw at one end. The cam switches between the locked state and the separated state of the plurality of locking holes and the locking claws. As described above, the energy absorbing member having a simple structure can sufficiently absorb the impact at the time of the secondary collision. Moreover, since the energy absorbing member is composed of elastically deformable members, a separate urging member for urging the energy absorbing member is not required. Therefore, the number of parts of the energy absorbing member can be reduced.

Further, the energy absorbing member urges the plurality of locking holes in the direction in which the locking claws are locked. Therefore, the cam only needs to drive the energy absorbing member in the direction of separating the locking claw from the locking hole only in the movement mode. After that, in the regulation mode, it is only necessary to remove the cam from the energy absorbing member. As a result, the energy absorbing member tries to surely restore its original shape by its own elasticity. The locking claw can be reliably returned to the locked state with respect to the locking hole.

Further, since the other end of one of the pair of elastic pieces is attached to the clamp bolt and the locking claws provided on the other of the pair of elastic pieces are locked in the plurality of locking holes, a secondary collision occurs. At this time, only the other of the pair of elastic pieces is displaced forward of the vehicle together with the inner pipe and the hanger bracket. As a result, the energy absorbing member is plastically deformed, and the impact load can be absorbed by the deformed load.

In the invention according to claim 4, the plurality of locking holes are formed in at least one of the pair of extension plates. As a result, the pair of elastic pieces of the energy absorbing member are arranged along the extending plate in the left-right direction. As a result, the energy absorbing member is locked to the hanger bracket only by bringing only the elastic piece on the side where the locking claw is formed by the cam close to the elastic piece on the side mounted on the clamp bolt. And can be switched to the separated state.

In the invention according to claim 5, since the leaf spring is interposed between the fastening cam and the side plate portion, the leaf spring is formed between the fastening cam and the side plate portion in either the moving mode or the regulation mode. It will be in a compressed state. That is, in the movement mode and the regulation mode, the bracket bulging portion of the leaf spring comes into contact with the side plate portion with elastic force. As a result, a frictional force is generated between the fastening cam and the side plate portion, and the outer column is securely held against the bracket.

It is a left side view of the steering apparatus by this invention. It is sectional drawing along line 2-2 of FIG. It is a figure which looked around the fastening mechanism of the steering apparatus shown in FIG. 1 from the left rear. It is an enlarged view of the hanger bracket, the telescopic stopper, the energy absorption member, and the cam shown in FIG. It is a block diagram and action diagram which shows the relationship between the 1st long hole and the 2nd long hole shown in FIG. 3 and a telesco stopper. It is a block diagram of the telesco stopper, the energy absorption member, and the cam shown in FIG. It is an operation diagram of the hanger bracket, the telescopic stopper, the energy absorption member, and the cam shown in FIG. 4 in the movement mode. It is an operation diagram of the hanger bracket, the telescopic stopper, the energy absorbing member, and the cam shown in FIG. 4 in the regulation mode and in the secondary collision. It is an operation diagram of the energy absorption member at the time of a secondary collision shown in FIG. It is a block diagram and operation diagram of a hanger bracket, a telescopic stopper, an energy absorption member, and a cam in a steering device according to a modification of the present invention. It is a perspective view of the cross section along the line 11-11 of FIG. It is explanatory drawing of the conventional steering apparatus.

A mode for carrying out the present invention will be described below with reference to the accompanying drawings. In the explanation, left and right refer to left and right based on the occupant of the vehicle, and front and rear refer to front and rear based on the traveling direction of the vehicle. In the figure, Fr is the front, Rr is the rear, Le is the left when viewed from the occupant, Ri is the right when viewed from the occupant, Up is the top, and Dn is the bottom.

The steering device according to the embodiment will be described with reference to the drawings. The steering device 10 in the present invention can be attached to a vehicle body and has a so-called telescopic function. That is, as shown in FIG. 1, when the steering device 10 is attached to the vehicle body, the occupant can adjust the position of the steering wheel 15 in the vehicle front-rear direction (left-right direction in the drawing) according to his / her own physique. Further, the steering device 10 can adjust the tilt of the steering wheel 15 in the vertical direction (tilt adjustment) with respect to the vehicle body.

As shown in FIGS. 1 and 2, the steering device 10 includes a bracket 11 that can be attached to a vehicle body, an outer column 12 that is vertically movable (swingable) to the bracket 11, and the outer column. A cylindrical inner pipe 13 held by 12 so as to be movable in the front-rear direction of the vehicle, a steering shaft 14 inserted into the inner pipe 13, and a fastening mechanism capable of fastening the inner pipe 13 to the outer column 12. It has 30 and.

In this way, the outer column 12 can be attached to the vehicle body via the bracket 11. The steering shaft 14 is rotatably supported by the outer column 12 and the inner pipe 13. A steering wheel 15 is attached to the rear end of the steering shaft 14.

As shown in FIG. 2, the bracket 11 has a pair of side plate portions 11a, 11a extending downward from both sides in the width direction. The pair of side plate portions 11a, 11a are formed in a flat plate shape so as to face each other substantially in parallel with each other. The pair of side plate portions 11a, 11a are formed with elongated holes 11b, 11b for tilt adjustment, which are long in the vertical direction, respectively.

The outer column 12 that can be attached to the vehicle body via the bracket 11 is formed in a substantially inverted U shape when viewed from the steering wheel 15 side (see FIG. 2). That is, the outer column 12 has a pipe holding portion 21 that holds the outer peripheral surface of the inner pipe 13, an opening 22 formed along the axial direction of the pipe holding portion 21, and both sides of the opening 22 in the width direction. Moreover, it is an integrally molded product including a pair of leg portions 23, 23 extending from the pipe holding portion 21.

The pair of leg portions 23, 23 are located between the pair of side plate portions 11a, 11a. The pair of side plate portions 11a, 11a can sandwich the pair of leg portions 23, 23. Further, the pair of legs 23, 23 have a pair of bolt insertion holes 23a, 23a penetrating in the vehicle width direction, respectively.

The pair of legs 23, 23 can be fastened to each other by the fastening mechanism 30. The fastening mechanism 30 includes a clamping bolt 31, a fastening cam 32, an operating lever 33, and a nut 34.

The clamp bolt 31 penetrates the elongated holes 11b and 11b of the pair of side plate portions 11a and 11a and the bolt insertion holes 23a and 23a of the pair of leg portions 23 and 23. The outer column 12 is supported by the bracket 11 by the clamping bolt 31.

The fastening cam 32 and the operating lever 33 are located on the outer side of one of the pair of side plate portions 11a and 11a in the vehicle width direction. The nut 34 is located on the outer side in the width direction of the other vehicle and is screwed into the clamp bolt 31.

The fastening cam 32 includes a fixed cam 35 and a movable cam 36 that face each other. A cam ridge is formed on the facing surfaces of the fixed cam 35 and the movable cam 36 that face each other. The fixed cam 35 is fitted into the elongated hole 11b of the outer column support portion 11a on the left side when viewed from the steering wheel 15 side so as to be slidable up and down and whose rotation is restricted. The clamp bolt 31 penetrates the fixing cam 35. The movable cam 36 is fitted in the operating lever 33.

The operation lever 33 is an operation member that rotates and operates the clamp bolt 31. The operating lever 33 is rotatably attached to the clamp bolt 31 together with the movable cam 36.

When the operating lever 33 is at the moving position P1 shown by the solid line in FIG. 1, the fixed cam 35 and the movable cam 36 shown in FIG. 2 are close to each other, and the distance Cr is narrow. As a result, the inner pipe 13 is released from being fixed by the pipe holding portion 21, and the inner pipe 13 can be displaced in the front-rear direction of the vehicle. By turning the clamp bolt 31 in one direction and loosening the fastening mechanism 30 in this way, the position of the inner pipe 13 with respect to the outer column 12 in the vehicle front-rear direction can be adjusted.

After that, when the operating lever 33 is rotated in the counterclockwise direction in FIG. 1 to switch to the regulated position P2 indicated by the imaginary line, the fixed cam 35 and the movable cam 36 are separated from each other, and the gap Cr becomes wide. .. The pair of leg portions 23, 23 are pressed by the pair of side plate portions 11a, 11a tightened by the fixed cam 35 and the nut 34, and are deformed so as to approach each other. By turning the clamp bolt 31 to the other side and tightening the fastening mechanism 30 in this way, it is possible to set the regulation mode for restricting the movement of the inner pipe 13 with respect to the outer column 12 in the vehicle front-rear direction.

Both ends 31a, 31a of the clamp bolt 31 in the longitudinal direction are suspended on both sides of the bracket 11 in the vehicle width direction by a pair of tension springs 37, 37. When the clamp bolt 31 is loosened by the operating lever 33, the pair of tension springs 37, 37 hold the clamp bolt 31 and the outer column 12 by urging force.

As is clear from the above description, the fastening mechanism 30 can switch the holding of the inner pipe 13 by the outer column 12 between the movement mode and the regulation mode. That is, the fastening mechanism 30 switches between a permissible state that allows the inner pipe 13 to move in the longitudinal direction with respect to the outer column 12 and a regulated state that regulates the movement. In regulated mode, the inner pipe 13 is held by frictional forces against the outer column 12. In this way, the inner pipe 13 is held by the outer column 12 so as to be movable and fixed in the vehicle front-rear direction.

As shown in FIGS. 2 and 3, it is preferable that a leaf spring 38 is interposed between the side plate portion 11a and the fixed cam 35. FIG. 3A is a perspective view around the fastening mechanism 30 shown in FIG. FIG. 3B is a perspective view of the leaf spring 38 shown in FIG. 3A. FIG. 3C is a plan view of the leaf spring 38 shown in FIG. 3B.

When the steering device 10 is viewed from the longitudinal direction of the clamping bolt 31, the leaf spring 38 has edge folding portions 38a and 38a extending from the front end and the rear end toward the fixed cam 35 side, and the leaf spring 38 from the central portion to the fixed cam 35 side. It has a bulging cam-side bulging portion 38b and bracket-side bulging portions 38c, 38c formed between the edge-folded portions 38a, 38a and the cam-side bulging portion 38b. The cam-side bulge 38b has a bolt fitting hole 38d that penetrates. The clamp bolt 31 is fitted in the bolt fitting hole 38d.

The leaf spring 38 is assembled between the side plate portion 11a and the fixed cam 35 so as to be in a state of being compressed by the side plate portion 11a and the fixed cam 35 in either the moving mode or the regulation mode. Has been done. That is, the cam-side bulging portion 38b is always in contact with the side plate portion 11a, and a frictional force is generated between the side plate portion 11a and the fixed cam 35. This frictional force assists the urging force of the pair of tension springs 37, 37 (see FIG. 2). The clamping bolt 31 and the outer column 12 can be held more reliably by the frictional force and the urging force. Therefore, especially in the movement mode, the outer column 12 is securely held against the bracket 11 so as not to be lowered by its own weight. The tilt position of the steering device 10 with respect to the vehicle body can be sufficiently held.

Further, the steering device 10 has a pair of telescopic stoppers 70, 70 and an energy absorbing member 90, as shown in FIGS. 1, 4, 5 and 7.

When the telesco stoppers 70 and 70 are in the moving mode, the inner pipe 13 with respect to the outer column 12 is brought into contact with both ends 51 and 52 in the longitudinal direction of the first elongated hole 50, which is a long hole for adjusting the telesco, which will be described later. Limit the range of movement in the front-rear direction of the vehicle.

The first elongated hole 50 is provided in the hanger bracket 42 joined to the inner pipe 13.

The hanger bracket 42 extends outwardly from the inner pipe 13 and is located between the pair of legs 23, 23 (see FIG. 2), and is long in the longitudinal direction of the inner pipe 13. The hanger bracket 42 has a substantially U-shaped cross section when viewed from the longitudinal direction of the inner pipe 13, and the open end of the U-shape is joined to the outer peripheral surface of the inner pipe 13. The hanger bracket 42 having a substantially U-shaped cross section has a pair of flat plate-shaped extension plates 43 and 44 that are separated from each other and face each other in the longitudinal direction of the clamp bolt 31, and a flat plate-shaped base that forms the bottom of the substantially U-shaped cross section. It is composed of a bottom plate 45.

Hereinafter, one 43 of the pair of extension plates 43 and 44 is referred to as a "first extension plate 43", and the other 44 is referred to as a "second extension plate 44". The second extension plate 44 is located on the operation lever 33 side, that is, on the left leg 23 side when viewed from the steering wheel 15 side.

The pair of extension plates 43, 44 has a pair of first elongated holes 50, 50, a pair of second elongated holes 60, 60, and a pair of guide protrusions 48, 48. Further, a plurality of locking holes 47 are formed in the second extending plate 44. The first elongated hole 50, the second elongated hole 60, and the plurality of locking holes 47 each penetrate in the longitudinal direction of the clamp bolt 31.

The first elongated holes 50, 50 and the second elongated holes 60, 60 can be inserted with clamp bolts 31 and can be fitted with telescopic stoppers 70, 70. The first elongated holes 50, 50 and the second elongated holes 60, 60 are formed in a pair of extending plates 43, 44, respectively, and are long in the longitudinal direction of the inner pipe 13.

The first elongated hole 50 is a guide hole that guides the telescopic stopper 70 in the longitudinal direction of the inner pipe 13 so as to be relatively movable in the “movement mode”. The second elongated hole 60 is continuous with the first elongated hole 50, and the telesco stopper 70 is relatively moved in the longitudinal direction of the inner pipe 13 only when there is a secondary collision in the “regulation mode”. It is a guide hole that guides as much as possible.

The width Wh2 of the second elongated hole 60 is set to be smaller than the width Wh1 of the first elongated hole 50 (Wh2 <Wh1). The first elongated hole 50 includes a front end 51 and a rear end 52 in the longitudinal direction, and an upper edge 53 and a lower edge 54 in the width direction. The second elongated hole 60 includes a front end 61 and a rear end 62 in the longitudinal direction, and an upper edge 63 and a lower edge 64 in the width direction. The front end 61 of the second elongated hole 60 communicates with the rear end 52 of the first elongated hole 50. Here, the upper edges 53 and 63 in the width direction are edges of the inner pipe 13 near the outer peripheral surface. The lower edges 54 and 64 in the width direction are the edges away from the outer peripheral surface of the inner pipe 13.

The first elongated hole 50 and the second elongated hole 60 are continuous so that the clamping bolt 31 can move relatively in the longitudinal direction of the inner pipe 13. For example, the upper edge 53 of the first elongated hole 50 in the width direction and the upper edge 63 of the second elongated hole 60 in the width direction are continuous in a straight line in the longitudinal direction of the inner pipe 13. The rear end 52 of the first elongated hole 50 is an inclined surface inclined toward the front end 61 of the second elongated hole 60.

The plurality of locking holes 47 are formed in the second extending plate 44 at a position closer to the bottom plate 45 than the first elongated hole 50. More specifically, the plurality of locking holes 47 are arranged in a row at a predetermined equal pitch along the longitudinal direction of the first elongated hole 50.

The pair of guide protrusions 48, 48 are formed on the inner surfaces 43a, 44a of the pair of extension plates 43, 44, and are located behind the plurality of locking holes 47. That is, the pair of guide protrusions 48, 48 bulge from the pair of extension plates 43, 44 so as to face each other, and extend elongated in the front-rear direction of the vehicle. When the hanger bracket 42 is viewed from the rear of the vehicle, the tip surfaces of the pair of guide protrusions 48, 48 have an arc shape. In the second extension plate 44, the plurality of locking holes 47 and the guide protrusions 48 are arranged in a straight line in the longitudinal direction of the inner pipe 13.

The two telescopic stoppers 70 and 70 are attached to the clamp bolts 31 and can rotate together. The telescopic stoppers 70 and 70 are fitted to the clamp bolt 31 in a regulated manner in both relative rotation and relative movement in the bolt axial direction. The telescopic stopper 70 is located in the first elongated holes 50, 50 in the moving mode (see FIG. 5A).
At the same time, in the regulation mode, the clamp bolt 31 is rotationally displaced (in the direction of the arrow Ru in FIG. 5A) with the rotation.

When the hanger bracket 42 is viewed from the steering wheel 15 side, the two telescopic stoppers 70 and 70 are symmetrical to each other, and have the same shape and size.

The two telesco stoppers 70 and 70 will be described in detail. Here, only one of the two telescopic stoppers 70 and 70 will be described as a representative, and the other will be designated by the same reference numerals and description thereof will be omitted.

FIG. 5A shows a configuration in the moving mode in which the telescopic stopper 70 is fitted in the first elongated hole 50. FIG. 5B shows a configuration in the regulation mode in which the telescopic stopper 70 is fitted in the second elongated hole 60 and in the case of a secondary collision. The telescopic stopper 70 has a pair of first sliders 71 and 72 facing each other so as to be relatively displaceably fitted only to the first elongated hole 50 in the moving mode, and a longitudinal direction of the first elongated hole 50 in the movable mode. A pair of stoppers 73, 74 facing each other so as to be in contact with the edges of both ends 51, 52, and a pair of second sliders 75 facing each other so as to be fitted so as to be relatively displaceable only in the second elongated hole 60 in the regulation mode. , 76 and.

The pair of first sliders 71 and 72, the pair of stoppers 73 and 74, and the pair of second sliders 75 and 76 face each other in the radial direction of the clamp bolt 31. The pair of first sliders 71 and 72, the pair of stoppers 73, 74, and the pair of second sliders 75, 76 are substantially continuous in the rotation direction of the telescopic stopper 70.

The dimension Wt1 between the pair of first sliders 71 and 72 is such that the telesco stopper 70 can slide relative to the first elongated hole 50. The dimension Wt2 between the pair of second sliders 75 and 76 is a size that allows the telesco stopper 70 to slide relative to the second elongated hole 60, and is smaller than the dimension Wt1 between the first sliders 71 and 72. (Wt2 <Wt1).

More specifically, as shown in FIG. 5A, in the moving mode, the pair of first sliders 71, 72 are attached to the upper edge 53 and the lower edge 54 in the width direction of the first elongated hole 50. On the other hand, it is relatively slidable. Therefore, the telesco stopper 70 is guided so as to be relatively slidable in the longitudinal direction of the first elongated hole 50. In this movement mode, the stopper 73 abuts on the front end 51 of the first elongated hole 50 in the longitudinal direction, or the stopper 74 abuts on the rear end 52 of the first elongated hole 50 in the longitudinal direction, whereby the inner pipe 13 The movement range of is determined. The inclination of the rear end 52 in the longitudinal direction of the first elongated hole 50 exhibits an inclined surface corresponding to the stopper 74.

By rotating the operating lever 33 counterclockwise, the telescopic stopper 70 also rotates in the same direction (arrow Ru direction). As shown in FIG. 5B, in regulated mode, the pair of second sliders 75, 76 are relative to the upper edge 63 and the lower edge 64 in the width direction of the second elongated hole 60. It is slidable. Therefore, at the time of the secondary collision, the telesco stopper 70 is guided so as to be relatively slidable in the longitudinal direction of the second elongated hole 60.

As shown in FIGS. 4, 7 and 8, the energy absorbing member 90 absorbs impact energy at the time of a secondary collision by being displaced by a cam 100 described later.

FIG. 6A shows a configuration in which the telescopic stopper 70 and the energy absorbing member 90 in the moving mode are viewed from the left side. FIG. 6 (b) shows a cross section along the line bb of FIG. 6 (a). FIG. 6C shows a configuration in which the energy absorbing member 90 shown in FIG. 6A is viewed from diagonally above. FIG. 6D shows a configuration in which the telescopic stopper 70, the energy absorbing member 90, and the cam 100 are viewed from the bottom piece 95 side.

The energy absorbing member 90 has a substantially U-shape composed of a pair of first elastic pieces 93 and second elastic pieces 94 facing each other and a bottom piece 95 continuous with the first elastic pieces 93 and the second elastic pieces 94. It is a leaf spring. The first elastic piece 93 and the second elastic piece 94 are opened at an opening angle θ (see FIG. 6B) with the bottom piece 95 as a base point, and are urged in a direction away from each other. It is more preferable that the bottom piece 95 has an arc shape having a radius r. As shown in FIGS. 7 (b) and 8 (b), the substantially U-shaped energy absorbing member 90 is located in the hanger bracket 42 so that the bottom piece 95 faces the rear of the vehicle, and is used for clamping. It is located closer to the bottom plate 45 of the hanger bracket 42 than the bolt 31. The hanger bracket 42 is positioned so as to sandwich the first elastic piece 93 and the second elastic piece 94 by a pair of extension plates 43 and 44.

The first elastic piece 93 faces the inner surface 43a of the first extension plate 43. The second elastic piece 94 faces the inner surface 44a of the second extension plate 44.

The end portion 93b of the first elastic piece 93 is fastened to the clamping bolt 31. More specifically, the end portion 93b of the first elastic piece 93 has a hooking piece 96 extending toward the clamping bolt 31. A clamp bolt 31 is fitted in the fitting hole 96a formed in the hooking piece 96 so as to allow relative rotation. Therefore, the energy absorbing member 90 is restricted from moving in the front-rear direction of the vehicle and relative to the bolt axis direction with respect to the outer column 12.

At least one (for example, two) locking claws 97, 98 are provided at the end 94b of the second elastic piece 94. The two locking claws 97 and 98 are aligned in a straight line in the front-rear direction of the vehicle. The pitch between the two locking claws 97 and 98 corresponds to the arrangement pitch of the plurality of locking holes 47 shown in FIG. 7 or 8. The two locking claws 97 and 98 can be locked to the plurality of locking holes 47.

Here, the locking claw 97 located at the tip of the second elastic piece 94 is called a "first locking claw 97", and the locking claw 98 located closer to the bottom piece 95 than the first locking claw 97. This is called "second locking claw 98". The first and second locking claws 97 and 98 extend from the second elastic piece 94 toward the inner surface 43a of the first extension plate 43. For example, the first locking claw 97 is formed by bending a part of the tip of the second elastic piece 94. The second locking claw 98 is cut up from the second elastic piece 94. The second elastic piece 94 is located in the vicinity of the clamp bolt 31 so that it can be switched between the locked state and the separated state by the cam 100.

As shown in FIG. 7 or 8, the pair of elastic pieces 93, 94 are sandwiched by the pair of guide protrusions 48, 48 extending in the vehicle front-rear direction.

The cam 100 is a member that switches the energy absorbing member 90 between the locked state and the separated state with respect to the inner pipe 13, and is rotatable together with the clamping bolt 31. For example, the cam 100 is fitted with the clamp bolt 31 regulated in both relative rotation and relative movement in the bolt axial direction. The cam 100 is attached to the clamp bolt 31.

4 and 6 (d) show the cam 100 in the regulated mode. The cam 100 is integrally formed with one of the two telescopic stoppers 70, 70.

The cam 100 is interposed between the second extension plate 44 and the energy absorbing member 90, and the first and second locking claws 97 and 98 are separated from the locked state with respect to the plurality of locking holes 47. It is a member that switches between states.

More specifically, the cam 100 has a cam ridge 101. The cam ridge 101 is located so as to be able to come into contact with and separate from the cam contact surface 94c on the upper edge of the second elastic piece 94 (see FIGS. 6 (c) and 6 (d)). The cam ridge 101 is inclined so that the amount of protrusion toward the inner surface 43a of the first extension plate 43 increases with the rotation of the operation lever 33 from the regulation mode to the movement mode. Therefore, in the regulation mode, the cam ridge 101 is farthest from the second elastic piece 94. After that, as the operation lever 33 rotates from the regulation mode to the movement mode, the cam ridge 101 separates the second elastic piece 94 from the inner surface 44a of the second extension plate 44. That is, the second elastic piece 94 is brought close to the first elastic piece 93 against the elastic force of the energy absorbing member 90.

Next, the action of the telesco stopper 70, the energy absorbing member 90, and the cam 100 having the above configuration will be described. FIG. 7 shows the movement mode, and FIG. 7A shows that the telesco stopper 70 is located in the first elongated hole 50. FIG. 7 (b) shows a cross section taken along the line bb of FIG. 7 (a).

The pair of first sliders 71 and 72 of the telescopic stopper 70 are fitted to the upper edge 53 and the lower edge 54 of the first elongated hole 50. At this time, as shown in FIG. 7B, the cam ridge 101 of the cam 100 pushes the second elastic piece 94 toward the first elastic piece 93 side. That is, the cam 100 keeps the locking claws 97 and 98 away from the plurality of locking holes 47. Therefore, the hanger bracket 42 can be slid relative to the clamp bolt 31 in the front-rear direction of the vehicle. Therefore, the position of the inner pipe 13 in the vehicle front-rear direction with respect to the outer column 12 can be adjusted.

After that, the result of displaced the inner pipe 13 and the hanger bracket 42 most to the front of the vehicle is shown in FIG. 7 (c). The position where the rear end 52 of the first elongated hole 50 is in contact with the stopper 74 behind the telescopic stopper 70 is the limit point at which the inner pipe 13 moves forward with respect to the outer column 12.

FIG. 7 (d) shows the result of the inner pipe 13 and the hanger bracket 42 being most displaced rearward of the vehicle. The position where the front end 51 of the first elongated hole 50 is in contact with the stopper 73 in front of the telescopic stopper 70 is the limit point at which the inner pipe 13 moves backward with respect to the outer column 12.

As described above, the longitudinal movement range of the inner pipe 13 with respect to the telescopic stopper 70, that is, the longitudinal movement range of the inner pipe 13 with respect to the outer column 12 is defined by the length of the first elongated hole 50.

FIG. 8 shows the telescopic stopper 70, the energy absorbing member 90, and the cam 100 in the regulation mode. FIG. 8A shows that the telesco stopper 70 is located in the first elongated hole 50 in the regulation mode. FIG. 8B shows a cross section taken along the line bb of FIG. 8A.

As shown in FIG. 8A, the telesco stopper 70 is located in the first elongated hole 50 in the regulation mode. The pair of second sliders 75, 76 of the telesco stopper 70 are positioned parallel to the upper edge 53 and the lower edge 54. Of the pair of second sliders 75 and 76, the upper slider 75 is in contact with the upper edge of the first elongated hole 50. The lower slider 76 is not in contact with the lower edge 54.

In this regulation mode, when a secondary collision occurs, the secondary collision force acts on the inner pipe 13. The inner pipe 13 and the hanger bracket 42 move forward with respect to the outer column 12.

At this time, as shown in FIG. 8C, the telesco stopper 70 can be relatively moved from the first elongated hole 50 to the second elongated hole 60 as it is. Therefore, no matter where the telescopic stopper 70 is located in the first elongated hole 50, the stopper 74 does not interfere with the rear end 52 of the first elongated hole 50. Further, in the regulation mode, as shown in FIG. 8B, the cam ridge 101 of the cam 100 does not push the second elastic piece 94. The second elastic piece 94 approaches or is in contact with the inner surface 44a of the second publication 44 by its own elastic force (urging force). The locking claws 97 and 98 are in a state of being locked in a plurality of locking holes 47.

Here, the behavior of the energy absorbing member 90 in the regulation mode shown in FIG. 8 will be further described with reference to FIG. Here, the state in which the locking claw 97 is locked in the locking hole 47 is shown, and the locking claw 98 is omitted.

9 (a) corresponds to FIGS. 8 (a) and 8 (b), and shows a state in which a pair of elastic pieces 93, 94 are sandwiched by a pair of guide protrusions 48, 48. The end portion 93b of the first elastic piece 93 is fastened to the clamping bolt 31. The locking claw 97 is locked in the locking hole 47.

Due to the secondary collision force fs when the secondary collision occurs, the locking hole 47 attempts to displace the locking claw 97 forward of the vehicle. As a result, the second elastic piece 94 moves to the front of the vehicle together with the inner pipe 13 and the hanger bracket 42. However, since the clamp bolt 31 is inserted through the end portion 93b of the first elastic piece 93, the first elastic piece 93 does not move forward due to the secondary collision force fs. Therefore, as shown in FIG. 9B, the energy absorbing member 90 is plastically deformed while being guided by the pair of guide convex portions 48, 48 with the end portion 93b of the first elastic piece 93 as a base point. , Absorbs part of the impact energy at the time of secondary collision. The center point Q2 of the arcuate bottom piece 95 shown in FIG. 9A is displaced forward of the vehicle as shown in FIG. 9B.

Moreover, the pair of elastic pieces 93 and 94 are sandwiched by the pair of guide protrusions 48 and 48. Therefore, since the energy absorbing member 90 is plastically deformed between the pair of guide convex portions 48, 48, the arc-shaped radius r of the bent portion does not change. As a result, the energy absorbing member 90 can exhibit stable impact energy performance.

As is clear from the above description, the steering device 10 is set to the regulation mode while the vehicle is driving. In this regulation mode, when a secondary collision occurs in the front of the vehicle with the steering wheel 15, the inner pipe 13 moves forward against the fastening force of the fastening mechanism 30. Part of the impact energy is absorbed by the frictional resistance between the pipe holding portion 21 and the inner pipe 13, that is, the frictional force. In addition to this, the impact energy is absorbed by the plastic deformation of the energy absorbing member 90. In this way, more impact energy can be absorbed by both the frictional resistance between the outer column 12 and the inner pipe 13 and the plastic deformation load of the energy absorbing member 90.

The above explanation can be summarized as follows. As shown in FIGS. 2 and 5, the movement mode and the regulation mode can be switched by turning the clamp bolt 31 with the operating lever 33. The clamp bolts 31 are directly provided with telescopic stoppers 70, 70 and cams 100 having different functions. More specifically, the telesco stopper 70 on the second extension plate 44 side and the cam 100 are integrally formed. Only the telescopic stoppers 70 and 70 may be interposed between the clamp bolt 31 and both ends 51 and 52 in the longitudinal direction of the first elongated hole 50. Only the cam 100 is interposed between the clamp bolt 31 and the energy absorbing member 90. The telescopic stoppers 70 and 70 and the cam 100 can rotate together with the clamp bolt 31, and the clamp bolt 31 restricts the movement of the telesco stopper 70 and 70 in the front-rear direction of the vehicle.

Therefore, the function of adjusting the position of the steering wheel 15 in the front-rear direction and the function of absorbing impact energy at the time of a secondary collision can be integrated. Therefore, the switching timing between the movement mode and the regulation mode, that is, the switching timing between the position adjusting function and the impact energy absorption function can be set accurately and accurately. The configuration of the telescopic stopper 70 and the energy absorbing member 90 can be simplified, and the movement mode side and the regulation mode can be reliably switched with a small number of parts. Moreover, the overall size of the steering device 10 can be reduced.

That is, it is possible to reduce the size of the entire steering device 10 having a function of adjusting the position of the steering wheel 15 in the front-rear direction and a function of absorbing impact energy at the time of a secondary collision. Moreover, with a simple configuration in which the telescopic stopper 70 and the cam 100 are simply incorporated into the clamp bolt 31, both prevention of over-movement of the inner pipe 13 with respect to the outer column 12 and absorption of impact energy at the time of a secondary collision are both possible. Can be done reliably.

When the rotation position of the clamp bolt 31 is in the movement mode position, the telescopic stoppers 70 and 70 are located between the front end 51 and the rear end 52 of the first elongated hole 50, and the cam 100 is the energy absorbing member 90. The second elastic piece 94 is separated from the hanger bracket 42. Therefore, the positions of the telescopic stoppers 70 and 70 in the vehicle front-rear direction can be adjusted between the front end 51 and the rear end 52 of the first elongated hole 50, respectively. The movement range (telesco adjustment range) of the inner pipe 13 with respect to the outer column 12 shown in FIG. 1 is the range of the distance between the front end 51 and the rear end 52 of the first elongated hole 50, and the movement beyond that, that is, the excessive movement is performed. Be prevented.

When the clamp bolt 31 is rotated from the movement mode to the regulation mode, the telescopic stoppers 70 and 70 are also rotationally displaced (in the direction of the arrow Ru in FIG. 5A), and the cam 100 attaches the energy absorbing member 90 to the hanger bracket 42. Switch to the locked state. As a result, the energy absorbing member 90 can be plastically deformed to absorb the impact energy at the time of the secondary collision.

Further, as shown in FIG. 5, the telesco stopper 70 and the cam 100, which have different functions from each other, are integrally configured. By combining the telescopic stopper 70 and the cam 100 into one, the switching timing between the movement mode and the regulation mode, that is, the switching timing between the position adjustment function and the impact energy absorption function can be set more accurately and accurately. Can be done. It is not necessary to align the telescopic stopper 70 and the cam 100. Moreover, since the telesco stopper 70 and the cam 100 are integrated into one, the number of parts can be further reduced, the man-hours for assembling the clamp bolt 31 can be reduced, and the overall size of the steering device 10 can be further reduced. Can be planned.

Further, in the regulation mode shown in FIG. 8 and when there is a secondary collision, the second elongated hole 60 of the hanger bracket 42 guides the telesco stopper 70 so as to be relatively movable in the longitudinal direction of the inner pipe 13. .. That is, the telesco stopper 70 is displaced from the first elongated hole 50 to the second elongated hole 60. Since the telesco stopper 70 can abut on both ends 51 and 52 in the longitudinal direction of the first elongated hole 50 only in the moving mode, it is affected by the telesco adjustment range by the first elongated hole 50 at the time of a secondary collision. The impact energy can be sufficiently absorbed without any problem.

Further, as shown in FIG. 5, each telesco stopper 70, 70 has a first slider 71, 72, a stopper 73, 74, and a second slider 75, 76, which can be rotationally displaced together with the clamp bolt 31, respectively. .. In the movement mode, the first elongated hole 50 guides the first sliders 71 and 72 so as to be relatively movable in the longitudinal direction. The telescopic adjustment range is a range in which the stoppers 73 and 74 abut on the edges of both ends 51 and 52 in the longitudinal direction of the first elongated hole 50. When the clamp bolt 31 is turned from the position of the movement mode to the position of the regulation mode, the second sliders 75 and 76 are positioned parallel to the upper edge 53 and the lower edge 54. At the time of the secondary collision, the second sliders 75 and 76 move relatively in the longitudinal direction in the second elongated hole 60 without contacting both ends 51 and 52 in the longitudinal direction of the first elongated hole 50. As described above, the telesco stopper 70 has a simple configuration of having the first sliders 71 and 72 and the second sliders 75 and 76 that can be rotationally displaced together with the clamp bolt 31.

Further, as shown in FIG. 7, the hanger bracket 42 also has a plurality of locking holes 47 arranged in a row along the longitudinal direction in addition to the first elongated hole 50 and the second elongated hole 60. doing. In this way, since both the first elongated hole 50, the second elongated hole 60, and the plurality of locking holes 47 are integrated in the hanger bracket 42, the accuracy of the position can be improved and the man-hours for hole processing can be improved. Can be reduced.

The energy absorbing member 90 is an elastically deformable member and has locking claws 97 and 98 at free ends. The cam 100 switches the locking claws 97 and 98 to the locked state and the separated state with respect to the plurality of locking holes 47. Since the energy absorbing member 90 is composed of elastically deformable members, a separate urging member for urging the energy absorbing member 90 is not required. Therefore, the number of parts can be reduced.

Further, as shown in FIG. 7, the elastically deformable energy absorbing member 90 urges the plurality of locking holes 47 in the direction in which the locking claws 97 and 98 are locked. Therefore, the cam 100 may drive the energy absorbing member in the direction of separating the locking claws 97 and 98 from the locking hole 47 only in the regulation mode. In the movement mode, the locking claws 97 and 98 are securely locked to the locking hole 47 by simply removing the cam 100 from the energy absorbing member 90 and surely restoring the original state by its own elasticity. Can be restored to.

Further, as a result of the telescopic adjustment, even when the regulation mode is set in the position where the locking claws 97 and 98 are other than the locking hole 47, that is, the locking claws 97 and 98 are not locked in the locking hole 47, At the time of the next collision, the locking claws 97 and 98 are locked in the locking holes 47 by the elastic force of the energy absorbing member 90. As a result, the energy absorbing member 90 can be reliably plastically deformed.

Next, the steering device 10A of the modified example of the present invention will be described with reference to FIGS. 11 and 12. FIG. 10A is a vertical cross-sectional view of the energy absorbing member 90A and the cam 100A in the “movement mode” of the steering device 10A, and is shown in correspondence with FIG. 7. FIG. 10B is a vertical cross-sectional view of the energy absorbing member 90A and the cam 100A in the "regulation mode" in the steering device 10A, and is shown corresponding to FIG. FIG. 11 is a perspective view of a cross section taken along the line 11-11 of FIG. 10 (b).

The steering device 10A of the modified example is characterized in that the formation positions of the plurality of locking holes 47 of the hanger bracket 45 shown in FIGS. 7 and 8 and the energy absorbing member 90 and the cam 100 are changed. The steering device 10A of the modified example has two cams 100A and 100A. In the steering device 10A of the modified example, reference numerals are used for the parts common to the above-described embodiment, and detailed description thereof will be omitted.

Hereinafter, the steering device 10A of the modified example will be described in detail. The telesco stopper 70 of the steering device 10A of the modified example has the same configuration as the telesco stopper 70 shown in FIGS. 5, 7, and 8. The hanger bracket 42 having a substantially U-shaped cross section has substantially (basically) the same configuration as that of the above embodiment, and includes a pair of extension plates 43 and 44 and a bottom plate 45.

Only the first elongated hole 50 and the second elongated hole 60 are formed in the pair of extending plates 43 and 44, and the plurality of locking holes 47 and the guide convex portion 48 shown in FIGS. 7 and 8 are formed. Does not have. The plurality of locking holes 47 shown in FIGS. 7 and 8 are formed in the bottom plate 45. The plurality of locking holes 47 are arranged in a row at a predetermined equal pitch along the longitudinal direction of the first elongated hole 50 and the second elongated hole 60, and penetrate in the plate thickness direction of the bottom plate 45.

The energy absorbing member 90A of the modified example has substantially the same configuration as the energy absorbing member 90 shown in FIG. 6, and has a pair of first elastic pieces 93 and second elastic pieces 94 facing each other and an arc-shaped bottom piece. It is a substantially U-shaped leaf spring composed of 95. The first elastic piece 93 and the second elastic piece 94 are urged in a direction away from each other with the bottom piece 95 as a base point. In the modified example, the clamp bolt 31 is located between the first elastic piece 93 and the second elastic piece 94.

The first elastic piece 93 is adjacent to the inner pipe 13 and extends in the longitudinal direction of the inner pipe 13. The end portion 93b of the first elastic piece 93 is fastened to the clamping bolt 31.

The second elastic piece 94 faces the inner surface of the bottom plate 45. At least one (for example, three) locking claws 97, 98, 99 and two cam action pieces 111, 111 are provided at the end 94b of the second elastic piece 94.

The three locking claws 97, 98, 99 are aligned in the front-rear direction of the vehicle and extend toward the bottom plate 45 of the hanger bracket 42 so that they can be locked to the plurality of locking holes 47. ing. For example, the first locking claw 97 is formed by bending a part of the tip of the second elastic piece 94. The second and third locking claws 98 and 99 are cut and raised from the second elastic piece 94.

The two cam action pieces 111 and 111 are aligned in the width direction of the second elastic piece 94 and extend obliquely from the second elastic piece 94 toward the first elastic piece 93 (see FIG. 11). The two cam action pieces 111 and 111 are cut up from, for example, the second elastic piece 94.

The two cams 100A and 100A are members that switch the locking claws 97, 98, 99 of the energy absorbing member 90A between the locked state and the separated state with respect to the bottom plate 45 of the hanger bracket 42, together with the clamp bolt 31. It is rotatable. That is, these cams 100A and 100A are attached to the clamp bolt 31. Further, these cams 100A and 100A are integrally configured with respect to the telescopic stoppers 70 and 70, respectively.

The cams 100A and 100A are located between the pair of elastic pieces 93 and 94, and the locking claws 97, 98 and 99 can be switched between the locked state and the separated state for the plurality of locking holes 47. , It is hung on the energy absorbing member 90.

More specifically, each of the cams 100A and 100A has cam ridges 101A and 101A, respectively. The cam ridges 101A and 101A are formed in a hook shape capable of approaching the first elastic piece 93 side by hanging on the cam working pieces 111 and 111 of the second elastic piece 94.

As shown in FIG. 10A, in the moving mode, the cam ridges 101A and 101A lift the cam working pieces 111 and 111 so as to approach the first elastic piece 93. Therefore, the second elastic piece 94 is separated from the bottom plate 45, and the locking claws 97, 98, 99 are separated from each other through the plurality of locking holes 47. As a result, the hanger bracket 42 can be slid relative to the clamp bolt 31 in the front-rear direction of the vehicle. Therefore, the position of the inner pipe 13 in the vehicle front-rear direction with respect to the outer column 12 can be adjusted.

After that, when the operation lever 33 is rotated from the movement mode to the regulation mode, the cam ridges 101A and 101A also rotate in the same direction. As shown in FIG. 10B, in the regulation mode, the lifting action of the cam action pieces 111 and 111 by the cam ridges 101A and 101A is released, and the second elastic piece 94 has its own elastic force to release the bottom plate 45. Approaches or touches the inner surface of. As a result, the locking claws 97, 98, 99 are in a state of being locked in the plurality of locking holes 47.

In this regulation mode, when a secondary collision occurs, the secondary collision force acts on the inner pipe 13. The inner pipe 13 and the hanger bracket 42 move forward with respect to the outer column 12. In the energy absorbing member 90A, since the locking claws 97, 98, 99 are locked in the plurality of locking holes 47, the second elastic piece 94 moves to the front of the vehicle together with the inner pipe 13 and the hanger bracket 42. As a result, the energy absorbing member 90A is plastically deformed to absorb a part of the impact energy at the time of the secondary collision.

The steering device 10A of the modified example exhibits substantially the same effect as the steering device 10.

In the present invention, the steering devices 10 and 10A may or may not have tilt adjustment. Further, the present invention is not limited to the examples as long as the actions and effects of the present invention are exhibited.

Further, it is sufficient to have at least one telescopic stopper 70 and one cam 100 (100A) on the second elastic piece 94 side.

Further, the energy absorbing members 90 and 90A that absorb the impact energy have the material of the leaf spring (including elastic characteristics), the length, width and thickness of the leaf spring, and the locking claw 97, according to the steering devices 10 and 10A. By appropriately setting the number of 98 and 99, the energy absorption load can be appropriately changed.

The steering devices 10 and 10A of the present invention are suitable for use in the steering system of a passenger car.

10 Steering device 10A Steering device 11 Bracket 12 Outer column 13 Inner pipe 30 Fastening mechanism 31 Clamping bolt 38 Leaf spring 38b Cam side bulge 38c Bracket side bulge 42 Hanger bracket 43 1st extension plate 44 2nd extension Plate 45 Bottom plate 47 Locking hole 48 Guide convex part 50 First elongated hole 51 Longitudinal front end of first elongated hole 52 Longitudinal rear end of first elongated hole 60 Second elongated hole 70 Telesco stopper 71 First slider 72 1st slider 73 Stopper 74 Stopper 75 2nd slider 76 2nd slider 90 Energy absorbing member 90A Energy absorbing member 93 1st elastic piece 93b 1st elastic piece end 94 2nd elastic piece 94b 2nd elastic piece end 95 Bottom piece 97 1st locking claw 98 2nd locking claw 100 Cam 100A Cam Wh1 Width of 1st elongated hole Wh2 Width of 2nd elongated hole

Claims (5)

Cylindrical inner pipe and
A pipe holding portion that holds the outer circumference of the inner pipe, a slit portion formed in the pipe holding portion along the axial direction from the end portion thereof, and both sides in the width direction of the slit portion and in the radial direction from the pipe holding portion. An outer column with a pair of legs extending to
A bracket that can be attached to the vehicle body and has side plates on both sides in the width direction,
A hanger bracket fixed to the inner pipe and arranged between the pair of legs and having a pair of extension plates having elongated holes.
Each of the side plates, the pair of legs, and the clamp bolts to be inserted into the elongated holes are provided, and the rotation of the clamp bolts causes the inner pipe to move in the vehicle front-rear direction with respect to the outer column. A fastening mechanism that switches between an acceptable movement mode and a regulation mode in which movement is restricted.
In the movement mode, the telesco stopper that limits the movement range of the inner pipe in the vehicle front-rear direction and
A steering device having an energy absorbing member that absorbs impact energy at the time of a secondary collision.
The telescopic stopper is attached to the clamp bolt and can rotate together with the clamp bolt.
The elongated holes of the pair of extension plates are continuous with a wide portion that guides the telescopic stopper so as to be relatively movable in the longitudinal direction of the inner pipe in the movement mode, and the wide portion. Includes a narrow portion that guides the telesco stopper so that it can move relatively in the longitudinal direction of the inner pipe only in the regulated mode.
The energy absorbing member can be locked to the hanger bracket.
The telescopic stopper has the energy absorbing member locked to the hanger bracket when the clamping bolt is in the regulation mode, and the energy absorbing member when the clamping bolt is in the moving mode. A steering device characterized in that a cam that keeps a member separated from the hanger bracket is integrally formed. The vertical width of the narrow portion is set smaller than the vertical width of the wide portion .
The telesco stopper is
In the movement mode, the first slider that fits only in the wide portion so as to be relatively displaceable,
A stopper capable of contacting the edges of both ends of the wide portion in the longitudinal direction in the movement mode,
It has a second slider that fits only in the narrow portion so as to be relatively displaceable in the regulation mode.
The steering device according to claim 1, wherein the first slider, the stopper, and the second slider are substantially continuous in the rotation direction of the telescopic stopper. A plurality of locking holes are formed in the hanger bracket.
The plurality of locking holes are arranged along the longitudinal direction of the hanger bracket.
The energy absorbing member has a pair of elastic pieces facing each other and a bottom piece continuous with each end of the pair of elastic pieces, and the pair of elastic pieces are urged in a direction in which they separate from each other.
This energy absorbing member is arranged between the pair of extension plates, and is positioned so that the open end and the bottom piece face the front-rear direction of the vehicle.
One of the pair of elastic pieces is attached to the clamp bolt.
The steering device according to claim 1 or 2, wherein a locking claw that engages with the locking hole is provided on the other side of the pair of elastic pieces. The steering device according to claim 3, wherein the plurality of locking holes are formed in at least one of the pair of extension plates. The fastening mechanism has a fastening cam and
Any one of claims 1 to 3, wherein a leaf spring having a bracket-side bulging portion that bulges toward the side plate portion is interposed between the fastening cam and the side plate portion. The steering device described.

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