WO2015190337A1 - Steering device - Google Patents

Steering device Download PDF

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Publication number
WO2015190337A1
WO2015190337A1 PCT/JP2015/065779 JP2015065779W WO2015190337A1 WO 2015190337 A1 WO2015190337 A1 WO 2015190337A1 JP 2015065779 W JP2015065779 W JP 2015065779W WO 2015190337 A1 WO2015190337 A1 WO 2015190337A1
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WO
WIPO (PCT)
Prior art keywords
steering
steering shaft
backup
shaft
protrusion
Prior art date
Application number
PCT/JP2015/065779
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French (fr)
Japanese (ja)
Inventor
祐輔 末増
康幸 五十嵐
Original Assignee
日本精工株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by 日本精工株式会社 filed Critical 日本精工株式会社
Priority to CN201590000116.3U priority Critical patent/CN205468942U/en
Priority to JP2015550873A priority patent/JP5983893B2/en
Publication of WO2015190337A1 publication Critical patent/WO2015190337A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R25/00—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles
    • B60R25/01—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens
    • B60R25/02—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism
    • B60R25/021—Fittings or systems for preventing or indicating unauthorised use or theft of vehicles operating on vehicle systems or fittings, e.g. on doors, seats or windscreens operating on the steering mechanism restraining movement of the steering column or steering wheel hub, e.g. restraining means controlled by ignition switch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns

Definitions

  • the present invention relates to a steering device mounted on an automobile, and more particularly to a technique for suppressing displacement of a steering shaft in the vicinity of a key lock mechanism.
  • the steering device In order to prevent theft when the car is parked, the steering device is provided with a fitting portion such as a lock hole or a lock collar (hereinafter referred to as a lock hole) on the outer periphery of the steering shaft, and the lock device is attached to the steering column.
  • the lock hole and the lock device may constitute a key lock mechanism.
  • the key lock mechanism when the occupant rotates the ignition key to the OFF position when getting off the vehicle, the lock bar protrudes from the lock device to the steering shaft side with a predetermined elastic force, and the tip of the lock bar fits into the lock hole and the steering shaft Is prevented from rotating.
  • Patent Document 1 there is a problem that it is difficult to sufficiently suppress the displacement of the steering shaft because the backup protrusion is provided behind the lock device (on the steering wheel side). That is, since the steering shaft is supported by bearings installed at both ends of the steering column, the vicinity of the center of the steering shaft is greatly displaced when the aforementioned torsional force is applied. The displaced steering shaft is pressed by the backup protrusion, but the distance between the upper bearing and the backup protrusion is relatively small, so the backup protrusion cannot press the portion of the steering shaft where the displacement increases, and it is in the vicinity of the lock bar. The displacement of the steering shaft becomes larger. In this case, it is necessary to increase the amount of the lock bar to be inserted, and to ensure a secure fitting between the tip of the lock bar and the lock hole. However, it is difficult to design the lock device from the viewpoint of mechanism or dimensions.
  • the backup protrusion is separated from the upper bearing and formed inside the lock device, that is, at the same position as the lock device in the axial direction.
  • the locking device is attached by tightening the cylindrical steering column, it is desirable that the roundness of the steering column at the fixed portion of the locking device is high.
  • the backup protrusion is formed inside the lock device, it becomes difficult to ensure the roundness with a change in the outer diameter of the steering column, and the lock bar becomes unstable.
  • the present invention provides a steering device that suppresses the displacement of the steering shaft in the vicinity of the key lock mechanism while preventing a decrease in the roundness of the portion of the steering column to which the lock device is attached.
  • the present invention A steering shaft for transmitting steering torque; A steering column that rotatably supports the steering shaft with at least two spaced bearings; A vehicle body mounting bracket for fixing the steering column to the vehicle body,
  • the steering column includes a through-hole portion penetrating in a radial direction at a position on the vehicle rear side of the vehicle body mounting bracket,
  • the steering shaft has a fitting portion at a position corresponding to the through hole portion,
  • a force for rotating the steering shaft was applied to a portion of the steering column at a position in front of the locking device that protrudes radially inward and the locking device restricts the rotation of the steering shaft.
  • the steering device is characterized in that a backup protrusion is provided to suppress a radial displacement of the steering shaft that is sometimes deformed away from the lock bar.
  • a second backup projection that protrudes radially inward and suppresses displacement of the steering shaft is provided at a portion of the steering column located between the locking device and the vehicle body mounting bracket. ing.
  • the backup projection has a curved surface along the outer periphery of the steering shaft on the surface on the steering shaft side.
  • the backup projection and the second backup projection have a curved surface along the outer periphery of the steering shaft on the surface on the steering shaft side.
  • the backup protrusion and the second backup protrusion are arranged with a uniform gap between the steering shaft.
  • the backup protrusion and the second backup protrusion have a rectangular shape that is long in the circumferential direction.
  • the backup projection and the second backup projection are arranged across a straight line passing through the center axis and the center of the lock bar when viewed in the direction of the center axis of the steering shaft. They are arranged symmetrically.
  • the backup protrusion and the second backup protrusion are closer to a portion of the steering column that is radially opposed to the lock bar than the lock bar in the circumferential direction of the steering column. Are arranged.
  • Such a configuration can further suppress the displacement of the steering shaft.
  • the axial positions of the backup protrusion and the second backup protrusion are different.
  • the present invention it is possible to provide a steering device that suppresses the displacement of the steering shaft in the vicinity of the key lock mechanism while preventing the roundness of the steering column portion to which the lock device is attached from being lowered.
  • FIG. 1 is a side view showing a steering apparatus according to an embodiment.
  • FIG. 2 is a side view in which a main part of the steering device according to the embodiment is shown in cross section.
  • 3 is a cross-sectional view showing a section taken along the line III-III shown in FIG.
  • FIG. 4 is a cross-sectional view showing a section taken along the line IV-IV shown in FIG. 5A and 5B are cross-sectional views of the steering device showing the operation of the present embodiment.
  • 5A shows a case where a force for rotating the steering wheel clockwise (clockwise) is applied
  • FIG. 5B shows a case where a force for rotating the steering wheel counterclockwise (counterclockwise) is applied.
  • FIG. 6 is a longitudinal sectional view showing the displacement of the steering shaft.
  • FIG. 7 is a longitudinal sectional view of a main part of the steering device showing the operation of the present embodiment.
  • FIG. 8 is a plan view of a steering apparatus showing a modification of the present embodiment.
  • a tilt / telescopic adjustment type electric power steering apparatus for a passenger car
  • a steering apparatus for a passenger car
  • any one of front and rear, left and right, and top and bottom is indicated by an arrow, and the position and direction of each member will be described.
  • FIG. 1 is a side view showing a state in which the steering device 1 of the present embodiment is attached to the vehicle body 2.
  • the steering device 1 includes a steering column 3 and a steering shaft 4 pivotally supported on the steering column 3 as main components.
  • the steering device 1 has a steering wheel 5 attached to the rear end of the steering shaft 4 when the vehicle is mounted, and transmits the steering torque generated by the driver's operation to the front of the vehicle through the steering shaft 4.
  • the steering torque transmitted to the front of the vehicle is further transmitted to an intermediate shaft 7 connected via a universal joint 6 attached to the front end of the steering shaft 4.
  • a steering gear having an electric assist mechanism is connected to the lower end of the intermediate shaft 7, and when the driver rotates the steering wheel 5, via tie rods connected to the left and right ends of the steering gear.
  • the front wheels are steered.
  • the steering device 1 has a lock device 8 constituting a key lock mechanism attached to the rear portion of the steering column 3 when the vehicle is mounted.
  • the steering device 1 includes a tilt / telescopic adjustment mechanism denoted by reference numeral 9 in FIG. 1, and when the driver operates the operation lever 10, the inclination angle of the steering column 3 and the front and rear positions of the steering wheel 5 are predetermined. Adjustment is possible within the adjustment range.
  • the steering column 3 includes a support portion at the upper part on the front end side, and is rotatably attached to the vehicle body 2 by the support portion and a pivot bracket 11 attached to the vehicle body 2. Further, the center portion in the longitudinal direction of the steering column 3 is sandwiched from the left and right sides of the vehicle by the vehicle body mounting bracket 12 and can be fixed and released within the adjustment range by operating the operation lever 10.
  • the steering column 3 is detached from the pivot bracket 11 and the vehicle body mounting bracket 12 is detached from the vehicle body 2, whereby the impact of the secondary collision.
  • the locking device 8 is attached between the vehicle body mounting bracket 12 and the rear bearing 21.
  • FIG. 2 is a side view in cross section of the main part of the steering apparatus according to the embodiment
  • FIG. 3 is a cross-sectional view taken along the line III-III shown in FIG.
  • the steering column 3 is a press-molded product made of a steel pipe, and the steering shaft 4 is rotatably supported by a rear bearing 21 held at the rear end and a front bearing 22 held at the front end.
  • the steering shaft 4 includes an outer shaft 23 and an inner shaft 24, both of which are steel pipe drawing molded products.
  • the outer shaft 23 and the inner shaft 24 are fitted with the rear end of the inner shaft 24 inside the front end portion of the outer shaft 23. Splined in shape.
  • the outer shaft 23 is provided with four lock holes 25 penetrating in the radial direction at equal intervals in the circumferential direction as fitting portions.
  • the lock bar 26 protruding from the lock device 8 is fitted into one of these four lock holes 25 through a through-hole portion 27 formed by drilling in the lower surface of the steering column 3.
  • the lock bar 26 of the lock device 8 protrudes from the lock device 8 to the outer shaft 23 side with a predetermined elastic force when the driver rotates the ignition key to the OFF position. At this time, when the lock hole 25 is in a position allowing the insertion of the lock bar 26, the lock bar 26 is fitted into the lock hole 25, the rotation of the steering shaft 4 is restricted, and the steering by the steering wheel 5 is prevented. become unable. On the other hand, when the lock bar 26 protrudes, if the lock hole 25 is not in a position where the lock bar 26 is allowed to be inserted, that is, the lock hole 25 is located at a position where the tip of the lock bar 26 contacts the outer peripheral surface of the outer shaft 23.
  • the outer shaft 23 is rotated accordingly, and the lock bar 26 is fitted into the lock hole 25 when the lock hole 25 is moved to a position allowing the lock bar 26 to be inserted.
  • the rotation of the steering shaft 4 is restricted, and the steering wheel 5 cannot be steered.
  • FIG. 4 is a cross-sectional view showing the IV-IV section shown in FIG.
  • each of the backup protrusions 31, 32 has a rectangular shape that is long in the circumferential direction, and a substantially uniform and small gap S is formed on the entire surface with the outer peripheral surface of the steering shaft 4.
  • the bottom surface part which comprises the curved surface along the outer peripheral surface of the steering shaft 4, and the inclined surface part around this bottom surface.
  • the backup protrusions 31 and 32 are located above the center in the vertical direction, and the vertical line passing through the axis C, that is, the axis C and the center of the lock bar 26. It is arranged symmetrically with respect to the straight line that passes.
  • the backup protrusions 31 and 32 can be easily formed by pressing.
  • the backup protrusions 31 and 32 can suppress the displacement small while smoothly receiving the deformation of the steering shaft 4. Further, since the magnitude of the torque received by the steering shaft 4 at the time of the lock operation is not constant, even when a large torque is received, even if the rotation of the steering shaft 4 advances and the direction in which the steering shaft 4 is deformed changes, the backup is performed. Since the protrusions 31 and 32 are always in contact with each other, the backup protrusions 31 and 32 can suppress deformation of the steering shaft 4 corresponding to a wide range of torque.
  • the backup protrusions 31 and 32 symmetrically, the displacement of the steering shaft 4 can be suppressed regardless of the rotation direction of the steering shaft 4.
  • the symmetrical back-up protrusions 31 and 32 are preferable because force can be applied in a well-balanced manner even when pressing.
  • the backup protrusions 31 and 32 can be expected to reinforce the steering column 3, and the bending rigidity of the steering column 3 can be increased.
  • a portion of the steering shaft 4 adjacent to the front side of the portion to which the lock device 8 is attached that is, a portion between the lock device 8 and the vehicle body mounting bracket 12 is provided with a key lock collar or a steering shaft. 4 is provided with a large-diameter portion serving as a shoulder for mounting the rear bearing 21, the gap between the steering column 3 and the steering shaft 4 becomes relatively small. Therefore, by arranging the backup protrusions 31 and 32 in a portion adjacent to the front side of the portion to which the locking device 8 is attached, the radial dimension of the backup protrusions 31 and 32, that is, the protrusion height can be reduced. .
  • FIG. 5A and 5B are cross-sectional views of the steering column 3 showing the operation of the present embodiment.
  • FIG. 5A shows a state where the steering wheel 5 is rotated clockwise (clockwise) with the lock bar 26 fitted in the lock hole 25, and
  • FIG. 5B shows a state where the lock bar 26 is fitted in the lock hole 25.
  • FIG. 6 is a longitudinal sectional view showing the displacement of the steering shaft 4 when no backup protrusion is provided.
  • FIG. 7 is a vertical cross-sectional view of the main part of the steering device showing the operation of the present embodiment.
  • the outer shaft 23 tends to be displaced in the direction of escaping from the lock bar 26 due to a large torsional force. Specifically, when a force that rotates the steering wheel 5 clockwise is applied, the outer shaft 23 tends to be displaced in the upper right direction, that is, in the a direction shown in FIG. 5A. Further, when a force for rotating the steering wheel 5 counterclockwise is applied, the outer shaft 23 tends to be displaced in the upper left direction, that is, the b direction shown in FIG. 5B. As shown in FIG. 6, when there is no backup protrusion, the central portion of the steering shaft 4 tends to be displaced greatly.
  • the deformation of the steering shaft 4 increases in the order of the rear bearing 21, the fixing portion of the lock device 8, and the fitting portion of the outer shaft 23 and the inner shaft 24, and decreases from the fitting portion toward the front bearing 22. Become. This becomes prominent when there is a fitting portion between the outer shaft 23 and the inner shaft 24 as in the present embodiment.
  • the backup protrusions 31 and 32 are provided at positions relatively close to the central portion where the steering shaft 4 is largely displaced, as shown in FIGS. 5A and 5B, the outer shaft 23 is The outer shaft 23 comes into contact with the backup protrusions 31 and 32 at a stage where it is slightly displaced.
  • the backup protrusions 31 and 32 are present in front of the locking device 8 and are separated from the rear bearing 21 that supports the outer shaft 23. Therefore, as shown in FIG. The displacement of the shaft 23 becomes small, and the displacement of the outer shaft 23 in the vicinity of the lock bar 26 becomes very small. As a result, the insertion length of the lock bar 26 into the lock hole 25 can be set smaller than in the conventional device, and the design of the lock device 8 is facilitated. Further, since the arc-shaped backup protrusions 31 and 32 are positioned in front of the lock device 8, the roundness of the steering column 3 at the fixing portion of the lock device 8 is prevented from being lowered, and the lock device 8 is surely and stable. Fixing is realized.
  • the backup protrusions 31 and 32 are not limited to those formed by pressing, and can be configured by attaching backup parts to the inside of the steering column 3 by welding, pressure welding, brazing, adhesion, or the like.
  • the number of the backup protrusions 31 and 32 is not limited to two, and the above-described two backup protrusions can be made continuous to be one.
  • the steering column 3 bends upward from the backup protrusions 31 and 32 due to the impact of the secondary collision.
  • the backup protrusions 31 and 32 can be provided on a portion adjacent to the front side of the portion to which the lock device 8 is attached.
  • the outer diameter of the steering column 3 before processing remains between the two backup protrusions, so that it is strong against bending. Accordingly, it is possible to prevent the steering shaft 4 from being displaced in a wider angle range while maintaining the rigidity of the steering device 1.
  • the upper and lower portions of the backup protrusions 31 and 32 are provided with portions that are not recessed inward in the radial direction, thereby preventing the steering column 3 from bending upward due to a thrust load at the time of a secondary collision.
  • the shape of the backup protrusions 31 and 32 is not limited to that of the above-described embodiment, and various shapes such as an elliptical shape and a square shape can be employed.
  • the present invention is applied to the steering device 1 having the two-part steering shaft 4.
  • the present invention is naturally applicable to a steering device having the integral steering shaft 4. It is.
  • the steering column 3 is a press-molded product made of a steel pipe, but an aluminum alloy die-cast molded product may be adopted.
  • the lock hole 25 is formed in the steering shaft 4.
  • a lock collar having a plurality of lock holes into which the tips of the lock bars 26 are fitted may be attached to the steering shaft 4.
  • a fitting part can also be adopted.
  • a male spline-shaped fitting portion in which a plurality of protrusions that protrude radially outward and extend in the axial direction may be employed in the circumferential direction.
  • the number of the lock holes 25 is one or more, and an arbitrary number can be provided.
  • the positions of the backup protrusions 31 and 32 in the axial direction may be different as shown in FIG. Thereby, the fall of the rigidity of steering device 1 can be prevented. Moreover, you may provide in the position which overlaps with the vehicle body mounting bracket 12. FIG.
  • the steering device 1 that suppresses the displacement of the steering shaft 4 in the vicinity of the key lock mechanism while preventing the roundness of the steering column 3 to which the lock device 8 is attached from being lowered.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Steering Controls (AREA)

Abstract

Provided is a steering device (1) to which a lock device (8) that regulates the rotation of a steering shaft (4) can be fitted, wherein backup projections (31, 32) are provided on a portion of a steering column (3) located between the lock device (8) and a chassis attachment bracket (12), and the projections project radially inward and, in a state in which the lock device (8) restricts the rotation of the steering shaft (4), suppress displacement of the steering shaft (4) which deforms in the direction away from a lock bar (26) when force is applied to rotate the steering shaft (4).

Description

ステアリング装置Steering device
　本発明は、自動車に搭載されるステアリング装置に係り、詳しくは、キーロック機構の近傍におけるステアリングシャフトの変位を抑制する技術に関する。 The present invention relates to a steering device mounted on an automobile, and more particularly to a technique for suppressing displacement of a steering shaft in the vicinity of a key lock mechanism.
　自動車の駐車時における盗難を防ぐべく、ステアリング装置には、ステアリングシャフトの外周にロック孔やロックカラーといった嵌合部（以下、ロック孔に代表させる）が設けられ、ステアリングコラムにロック装置を取り付け、これらロック孔とロック装置とでキーロック機構が構成されることがある。キーロック機構では、降車時に乗員がイグニッションキーをＯＦＦ位置に回転させると、ロック装置からステアリングシャフト側にロックバーが所定の弾発力をもって突出し、ロックバーの先端がロック孔に嵌入してステアリングシャフトの回転が防止される。 In order to prevent theft when the car is parked, the steering device is provided with a fitting portion such as a lock hole or a lock collar (hereinafter referred to as a lock hole) on the outer periphery of the steering shaft, and the lock device is attached to the steering column. The lock hole and the lock device may constitute a key lock mechanism. In the key lock mechanism, when the occupant rotates the ignition key to the OFF position when getting off the vehicle, the lock bar protrudes from the lock device to the steering shaft side with a predetermined elastic force, and the tip of the lock bar fits into the lock hole and the steering shaft Is prevented from rotating.
　上述したキーロック機構の場合、ステアリングホイールを無理に回転させると、ロックバーに係止されたステアリングシャフトには大きなねじり力が作用する。これにより、ロックバーから逃げる方向にステアリングシャフトが変位あるいは変形（以下、変位に代表させる）し、ロック孔とロックバーのかみ合いが浅くなる。特に、テレスコピック式やコラプシブル式などに採用される２分割ステアリングシャフトでは、スプライン結合部に存在するガタによってステアリングシャフトはより容易に変位する。 In the case of the key lock mechanism described above, if the steering wheel is forcibly rotated, a large torsional force acts on the steering shaft locked to the lock bar. As a result, the steering shaft is displaced or deformed (hereinafter referred to as displacement) in the direction of escaping from the lock bar, and the engagement between the lock hole and the lock bar becomes shallow. In particular, in a two-part steering shaft employed in a telescopic type, a collapsible type, etc., the steering shaft is more easily displaced by play existing in the spline coupling portion.
　そこで、鋼管製のステアリングコラムの内周面にバックアップ突起（外側から見ると凹み部）を成形し、これらバックアップ突起に当接させることでステアリングシャフトの過大な変位を抑制するステアリング装置がある（特許文献１参照）。 Therefore, there is a steering device that suppresses excessive displacement of the steering shaft by forming backup protrusions (dents when viewed from the outside) on the inner peripheral surface of a steel pipe steering column and bringing them into contact with these backup protrusions (Patent) Reference 1).
実公昭５１－３５８０９号公報Japanese Utility Model Publication No. 51-35809
　特許文献１の場合、バックアップ突起がロック装置の後方（ステアリングホイール側）に設けられていることにより、ステアリングシャフトの変位を十分に抑制することが難しいという問題があった。すなわち、ステアリングシャフトはステアリングコラムの両端に設置された軸受によって支持されているため、前述したねじり力が作用するとステアリングシャフトの中心付近が大きく変位する。変位したステアリングシャフトはバックアップ突起によって押えられるが、アッパベアリングとバックアップ突起との間隔が比較的小さいことから、バックアップ突起が、変位が大きくなるステアリングシャフトの部分を押えることができず、ロックバーの近傍におけるステアリングシャフトの変位が大きくなる。この場合、ロックバーの進入量を大きくし、ロックバーの先端とロック孔との確実な嵌合を図る必要があるが、機構上あるいは寸法上の観点からロック装置の設計が困難になる。 In the case of Patent Document 1, there is a problem that it is difficult to sufficiently suppress the displacement of the steering shaft because the backup protrusion is provided behind the lock device (on the steering wheel side). That is, since the steering shaft is supported by bearings installed at both ends of the steering column, the vicinity of the center of the steering shaft is greatly displaced when the aforementioned torsional force is applied. The displaced steering shaft is pressed by the backup protrusion, but the distance between the upper bearing and the backup protrusion is relatively small, so the backup protrusion cannot press the portion of the steering shaft where the displacement increases, and it is in the vicinity of the lock bar. The displacement of the steering shaft becomes larger. In this case, it is necessary to increase the amount of the lock bar to be inserted, and to ensure a secure fitting between the tip of the lock bar and the lock hole. However, it is difficult to design the lock device from the viewpoint of mechanism or dimensions.
　そこで、バックアップ突起をアッパベアリングから離し、ロック装置の内側、即ち、軸方向においてロック装置と同じ位置に形成することも考えられる。しかし、ロック装置は円筒状のステアリングコラムを締め付けるかたちで取り付けられるため、ロック装置の固定部位におけるステアリングコラムの真円度が高いことが望ましい。バックアップ突起をロック装置の内側に形成した場合、ステアリングコラムの外径変化も伴って上記真円度を確保することが困難となり、ロックバーの嵌合が不安定になる。 Therefore, it is also conceivable that the backup protrusion is separated from the upper bearing and formed inside the lock device, that is, at the same position as the lock device in the axial direction. However, since the locking device is attached by tightening the cylindrical steering column, it is desirable that the roundness of the steering column at the fixed portion of the locking device is high. When the backup protrusion is formed inside the lock device, it becomes difficult to ensure the roundness with a change in the outer diameter of the steering column, and the lock bar becomes unstable.
　以上の問題に鑑みて、本発明は、ロック装置が取り付けられるステアリングコラムの部分の真円度の低下を防ぎながら、キーロック機構の近傍におけるステアリングシャフトの変位を抑制するステアリング装置を提供することを目的とする。 In view of the above problems, the present invention provides a steering device that suppresses the displacement of the steering shaft in the vicinity of the key lock mechanism while preventing a decrease in the roundness of the portion of the steering column to which the lock device is attached. Objective.
　上記課題は以下の手段によって解決される。すなわち本発明は、
　操舵トルクを伝達するステアリングシャフトと、
　前記ステアリングシャフトを少なくとも２つの離間した軸受で回転自在に支持するステアリングコラムと、
　前記ステアリングコラムを車体に固定する車体取付ブラケットと、を有し、
　前記ステアリングコラムは前記車体取付ブラケットよりも車両後方側の位置に径方向に貫通した貫通孔部を備え、
　前記ステアリングシャフトは前記貫通孔部に対応する位置に嵌合部を備えており、
　前記貫通孔部を通って前記嵌合部に嵌合するロックバーを突出し、前記ステアリングシャフトの回転を制限するロック装置が装着可能であるステアリング装置において、
　前記ロック装置よりも車両前方の位置の前記ステアリングコラムの部分に、径方向内側に突出し、前記ロック装置が前記ステアリングシャフトの回転を制限している状態で、前記ステアリングシャフトを回転させる力を加えた時に、前記ロックバーから離れる方向に変形する前記ステアリングシャフトの径方向の変位を抑えるバックアップ突起が設けられていることを特徴とするステアリング装置である。 The above problem is solved by the following means. That is, the present invention
A steering shaft for transmitting steering torque;
A steering column that rotatably supports the steering shaft with at least two spaced bearings;
A vehicle body mounting bracket for fixing the steering column to the vehicle body,
The steering column includes a through-hole portion penetrating in a radial direction at a position on the vehicle rear side of the vehicle body mounting bracket,
The steering shaft has a fitting portion at a position corresponding to the through hole portion,
In the steering device in which a lock device that protrudes through the through-hole portion and fits into the fitting portion and that can restrict the rotation of the steering shaft can be mounted,
A force for rotating the steering shaft was applied to a portion of the steering column at a position in front of the locking device that protrudes radially inward and the locking device restricts the rotation of the steering shaft. The steering device is characterized in that a backup protrusion is provided to suppress a radial displacement of the steering shaft that is sometimes deformed away from the lock bar.
　このような構成により、ステアリングコラムの真円度の低下を防ぎながら、キーロック機構の近傍におけるステアリングシャフトの変位を効果的に抑制することができる。 With such a configuration, it is possible to effectively suppress the displacement of the steering shaft in the vicinity of the key lock mechanism while preventing the roundness of the steering column from being lowered.
　また、本発明の好ましい態様は、前記ロック装置と前記車体取付ブラケットとの間に位置する前記ステアリングコラムの部分に、径方向内側に突出し、前記ステアリングシャフトの変位を抑える第２バックアップ突起が設けられている。 In a preferred aspect of the present invention, a second backup projection that protrudes radially inward and suppresses displacement of the steering shaft is provided at a portion of the steering column located between the locking device and the vehicle body mounting bracket. ing.
　このような構成により、前記バックアップ突起をステアリングコラムを径方向内側に凹ませて形成する場合でも、ステアリングコラムを凹ませる部分を最小限にとどめ、ステアリングコラムの剛性の低下を防ぐことができる。 With such a configuration, even when the backup projection is formed by recessing the steering column inward in the radial direction, a portion where the steering column is recessed can be kept to a minimum, and a decrease in rigidity of the steering column can be prevented.
　また、本発明の好ましい態様は、前記バックアップ突起は、前記ステアリングシャフト側の面が、前記ステアリングシャフトの外周に沿った曲面をしている。 Further, in a preferred aspect of the present invention, the backup projection has a curved surface along the outer periphery of the steering shaft on the surface on the steering shaft side.
　また、本発明の好ましい態様は、前記バックアップ突起と前記第２バックアップ突起は、前記ステアリングシャフト側の面が、前記ステアリングシャフトの外周に沿った曲面をしている。 Further, in a preferred aspect of the present invention, the backup projection and the second backup projection have a curved surface along the outer periphery of the steering shaft on the surface on the steering shaft side.
　このような構成により、平常時においてステアリングシャフトとバックアップ突起との干渉を防ぎながら、周方向の広い範囲でステアリングシャフトの変位を抑えることができる。 With this configuration, it is possible to suppress the displacement of the steering shaft over a wide range in the circumferential direction while preventing interference between the steering shaft and the backup projection in normal times.
　また、本発明の好ましい態様は、前記バックアップ突起と前記第２バックアップ突起が、前記ステアリングシャフトとの間に均一の隙間を設けて配置されている。 Further, in a preferred aspect of the present invention, the backup protrusion and the second backup protrusion are arranged with a uniform gap between the steering shaft.
　このような構成により、ステアリングシャフトの変位の方向に関わらず、安定した変位抑制効果を発揮することができる。 With such a configuration, a stable displacement suppressing effect can be exhibited regardless of the direction of displacement of the steering shaft.
　また、本発明の好ましい態様は、前記バックアップ突起と前記第２バックアップ突起は、周方向に長い長方形状をしている。 In a preferred aspect of the present invention, the backup protrusion and the second backup protrusion have a rectangular shape that is long in the circumferential direction.
　このような構成により、ステアリングシャフトに生じるトルクの大きさの違いに対応して、幅広い方向のステアリングシャフトの変位を抑えるバックアップ突起を容易に形成することができる。 With such a configuration, it is possible to easily form a backup protrusion that suppresses the displacement of the steering shaft in a wide range of directions in response to the difference in the magnitude of torque generated in the steering shaft.
　また、本発明の好ましい態様は、前記バックアップ突起と前記第２バックアップ突起は、前記ステアリングシャフトの中心軸線方向に見たときに、前記中心軸線と前記ロックバーの中心とを通る直線を挟んで線対称に配置されている。 In a preferred aspect of the present invention, the backup projection and the second backup projection are arranged across a straight line passing through the center axis and the center of the lock bar when viewed in the direction of the center axis of the steering shaft. They are arranged symmetrically.
　このような構成により、ステアリングシャフトの回転方向に関わらず、ステアリングシャフトの変位を小さく抑えることができる。 構成 With such a configuration, the displacement of the steering shaft can be kept small regardless of the direction of rotation of the steering shaft.
　また、本発明の好ましい態様は、前記バックアップ突起と前記第２バックアップ突起は、前記ステアリングコラムの周方向において、前記ロックバーよりも、前記ロックバーに径方向に対向する前記ステアリングコラムの部分に近接して配置されている。 In a preferred aspect of the present invention, the backup protrusion and the second backup protrusion are closer to a portion of the steering column that is radially opposed to the lock bar than the lock bar in the circumferential direction of the steering column. Are arranged.
　このような構成により、ステアリングシャフトの変位を更に小さく抑えることができる。 Such a configuration can further suppress the displacement of the steering shaft.
　また、本発明の好ましい態様は、前記バックアップ突起と前記第２バックアップ突起の軸方向の位置が異なる。 Further, in a preferred aspect of the present invention, the axial positions of the backup protrusion and the second backup protrusion are different.
　このような構成により、前記バックアップ突起をステアリングコラムを径方向内側に凹ませて形成する場合でも、ステアリングコラムの剛性の低下を抑えることができる。 With such a configuration, even when the backup protrusion is formed by recessing the steering column radially inward, it is possible to suppress a decrease in the rigidity of the steering column.
　本発明によれば、ロック装置が取り付けられるステアリングコラムの部分の真円度の低下を防ぎながら、キーロック機構の近傍におけるステアリングシャフトの変位を抑制するステアリング装置を提供することができる。 According to the present invention, it is possible to provide a steering device that suppresses the displacement of the steering shaft in the vicinity of the key lock mechanism while preventing the roundness of the steering column portion to which the lock device is attached from being lowered.
図１は実施形態に係るステアリング装置を示す側面図である。FIG. 1 is a side view showing a steering apparatus according to an embodiment. 図２は実施形態に係るステアリング装置の要部を断面とした側面図である。FIG. 2 is a side view in which a main part of the steering device according to the embodiment is shown in cross section. 図３は図２中に示すIII－III切断面を示す断面図である。3 is a cross-sectional view showing a section taken along the line III-III shown in FIG. 図４は図３中に示すIV－IV切断面を示す断面図である。FIG. 4 is a cross-sectional view showing a section taken along the line IV-IV shown in FIG. 図５Ａ、図５Ｂは本実施形態の作用を示すステアリング装置の横断面図である。図５Ａはステアリングホイールを右回り（時計回り）に回転させる力が加わった場合、図５Ｂはステアリングホイールを左回り（反時計回り）に回転させる力が加わった場合を示している。5A and 5B are cross-sectional views of the steering device showing the operation of the present embodiment. 5A shows a case where a force for rotating the steering wheel clockwise (clockwise) is applied, and FIG. 5B shows a case where a force for rotating the steering wheel counterclockwise (counterclockwise) is applied. 図６はステアリングシャフトの変位を示す縦断面図である。FIG. 6 is a longitudinal sectional view showing the displacement of the steering shaft. 図７は本実施形態の作用を示すステアリング装置の要部縦断面図である。FIG. 7 is a longitudinal sectional view of a main part of the steering device showing the operation of the present embodiment. 図８は本実施形態の変形例を示すステアリング装置の平面図である。FIG. 8 is a plan view of a steering apparatus showing a modification of the present embodiment.
　以下、本発明を乗用車用のチルト・テレスコピック調整式の電動パワーステアリング装置（以下、ステアリング装置と記す）に適用した一実施形態について、図面を参照しながら詳細に説明する。なお、ステアリングコラムの説明にあたっては、図２，図３中に前後・左右・上下のいずれかを矢印で示し、各部材の位置や方向をこれに沿って説明する。 Hereinafter, an embodiment in which the present invention is applied to a tilt / telescopic adjustment type electric power steering apparatus (hereinafter referred to as a steering apparatus) for a passenger car will be described in detail with reference to the drawings. In the description of the steering column, in FIG. 2 and FIG. 3, any one of front and rear, left and right, and top and bottom is indicated by an arrow, and the position and direction of each member will be described.
　図１は、本実施形態のステアリング装置１を車体２に取り付けた状態を示す側面図である。ステアリング装置１は、ステアリングコラム３と、ステアリングコラム３に軸支されたステアリングシャフト４と、を主な構成要素としている。 FIG. 1 is a side view showing a state in which the steering device 1 of the present embodiment is attached to the vehicle body 2. The steering device 1 includes a steering column 3 and a steering shaft 4 pivotally supported on the steering column 3 as main components.
　ステアリング装置１は、車両搭載時において、ステアリングシャフト４の後端にステアリングホイール５が取り付けられ、運転者の操作による操舵トルクをステアリングシャフト４によって車両前方へ伝達する。車両前方へ伝達された操舵トルクは、ステアリングシャフト４の前端に取り付けられる自在継手６を介して連結された中間シャフト７に更に伝達される。図１には示さないが、中間シャフト７の下端には電動アシスト機構を備えたステアリングギヤが連結され、運転者がステアリングホイール５を回転させるとステアリングギヤの左右端に連結されたタイロッドを介して前輪が転舵される。 The steering device 1 has a steering wheel 5 attached to the rear end of the steering shaft 4 when the vehicle is mounted, and transmits the steering torque generated by the driver's operation to the front of the vehicle through the steering shaft 4. The steering torque transmitted to the front of the vehicle is further transmitted to an intermediate shaft 7 connected via a universal joint 6 attached to the front end of the steering shaft 4. Although not shown in FIG. 1, a steering gear having an electric assist mechanism is connected to the lower end of the intermediate shaft 7, and when the driver rotates the steering wheel 5, via tie rods connected to the left and right ends of the steering gear. The front wheels are steered.
　ステアリング装置１は、車両搭載時において、ステアリングコラム３の後部に、キーロック機構を構成するロック装置８が取り付けられる。 The steering device 1 has a lock device 8 constituting a key lock mechanism attached to the rear portion of the steering column 3 when the vehicle is mounted.
　ステアリング装置１は、図１中の符号９で示すチルト・テレスコピック調整機構を備えており、運転者が操作レバー１０を操作することによってステアリングコラム３の傾斜角度やステアリングホイール５の前後位置が所定の調整範囲内で調整可能である。 The steering device 1 includes a tilt / telescopic adjustment mechanism denoted by reference numeral 9 in FIG. 1, and when the driver operates the operation lever 10, the inclination angle of the steering column 3 and the front and rear positions of the steering wheel 5 are predetermined. Adjustment is possible within the adjustment range.
　ステアリングコラム３は、前端側の上部に支持部を備えており、その支持部と車体２に取り付けられたピボットブラケット１１とによって車体２に回転可能に取り付けられる。また、ステアリングコラム３の長手方向中央部は、車体取付ブラケット１２によって車両の左右両側から挟持され、操作レバー１０の操作によって上記調整範囲内で固定と解除が可能に構成されている。車両衝突時に運転者がステアリングホイール５に衝突する２次衝突が生じた場合、ステアリングコラム３は、ピボットブラケット１１から離脱し、車体取付ブラケット１２が車体２から離脱することにより、２次衝突の衝撃を吸収する。ロック装置８は、車体取付ブラケット１２とリヤベアリング２１の間に取り付けられている。 The steering column 3 includes a support portion at the upper part on the front end side, and is rotatably attached to the vehicle body 2 by the support portion and a pivot bracket 11 attached to the vehicle body 2. Further, the center portion in the longitudinal direction of the steering column 3 is sandwiched from the left and right sides of the vehicle by the vehicle body mounting bracket 12 and can be fixed and released within the adjustment range by operating the operation lever 10. When a secondary collision occurs in which the driver collides with the steering wheel 5 at the time of a vehicle collision, the steering column 3 is detached from the pivot bracket 11 and the vehicle body mounting bracket 12 is detached from the vehicle body 2, whereby the impact of the secondary collision. To absorb. The locking device 8 is attached between the vehicle body mounting bracket 12 and the rear bearing 21.
　次に、図２及び図３を参照しつつ、ステアリングコラム３について説明する。図２は、実施形態に係るステアリング装置の要部を断面とした側面図であり、図３は、図２に示すIII－III断面図である。 Next, the steering column 3 will be described with reference to FIGS. FIG. 2 is a side view in cross section of the main part of the steering apparatus according to the embodiment, and FIG. 3 is a cross-sectional view taken along the line III-III shown in FIG.
　ステアリングコラム３は、鋼管を素材とするプレス成型品であり、後端に保持されたリヤベアリング２１と、前端に保持されたフロントベアリング２２とによってステアリングシャフト４を回転可能に支持している。 The steering column 3 is a press-molded product made of a steel pipe, and the steering shaft 4 is rotatably supported by a rear bearing 21 held at the rear end and a front bearing 22 held at the front end.
　ステアリングシャフト４は、どちらも鋼管絞り成型品のアウタシャフト２３とインナシャフト２４とからなり、アウタシャフト２３とインナシャフト２４は、インナシャフト２４の後端がアウタシャフト２３の前端部内側に嵌合する形でスプライン結合している。 The steering shaft 4 includes an outer shaft 23 and an inner shaft 24, both of which are steel pipe drawing molded products. The outer shaft 23 and the inner shaft 24 are fitted with the rear end of the inner shaft 24 inside the front end portion of the outer shaft 23. Splined in shape.
　図２に示すように、アウタシャフト２３には、嵌合部として、径方向に貫通した４つのロック孔２５が周方向に等間隔で穿設されている。ロック装置８から突出するロックバー２６は、ステアリングコラム３の下面に穿孔して形成された貫通孔部２７を通って、これら４つのロック孔２５のいずれかに嵌合する。 As shown in FIG. 2, the outer shaft 23 is provided with four lock holes 25 penetrating in the radial direction at equal intervals in the circumferential direction as fitting portions. The lock bar 26 protruding from the lock device 8 is fitted into one of these four lock holes 25 through a through-hole portion 27 formed by drilling in the lower surface of the steering column 3.
　ロック装置８のロックバー２６は、運転者がイグニッションキーをＯＦＦ位置に回転させることにより、ロック装置８からアウタシャフト２３側に所定の弾発力をもって突出する。このとき、ロック孔２５がロックバー２６の挿入を許す位置にある場合には、ロックバー２６がロック孔２５内に嵌合して、ステアリングシャフト４の回転が制限され、ステアリングホイール５による操舵ができなくなる。一方、ロックバー２６が突出した際に、ロック孔２５がロックバー２６の挿入を許す位置に無い場合、すなわち、ロックバー２６の先端がアウタシャフト２３の外周面に当接する位置にロック孔２５がある場合、ステアリングホイール５が回転させられると、これに伴ってアウタシャフト２３が回転し、ロック孔２５がロックバー２６の挿入を許す位置に移動したときに、ロック孔２５にロックバー２６が嵌合し、ステアリングシャフト４の回転が制限されて、ステアリングホイール５による操舵ができなくなる。 The lock bar 26 of the lock device 8 protrudes from the lock device 8 to the outer shaft 23 side with a predetermined elastic force when the driver rotates the ignition key to the OFF position. At this time, when the lock hole 25 is in a position allowing the insertion of the lock bar 26, the lock bar 26 is fitted into the lock hole 25, the rotation of the steering shaft 4 is restricted, and the steering by the steering wheel 5 is prevented. become unable. On the other hand, when the lock bar 26 protrudes, if the lock hole 25 is not in a position where the lock bar 26 is allowed to be inserted, that is, the lock hole 25 is located at a position where the tip of the lock bar 26 contacts the outer peripheral surface of the outer shaft 23. In some cases, when the steering wheel 5 is rotated, the outer shaft 23 is rotated accordingly, and the lock bar 26 is fitted into the lock hole 25 when the lock hole 25 is moved to a position allowing the lock bar 26 to be inserted. As a result, the rotation of the steering shaft 4 is restricted, and the steering wheel 5 cannot be steered.
　図２に示すように、ステアリングコラム３のうち、ロック装置８が取り付けられる部分の前方側に隣接する部分には、径方向内側に向かって変形し、アウタシャフト２３側に突出したバックアップ突起３１、３２（図２において３２は不図示）が設けられている。 As shown in FIG. 2, in the steering column 3, a portion adjacent to the front side of the portion to which the lock device 8 is attached is deformed inward in the radial direction, and a backup protrusion 31 protruding toward the outer shaft 23 side. 32 (32 is not shown in FIG. 2) is provided.
　図４は図３中に示すIV－IV切断面を示す断面図である。 FIG. 4 is a cross-sectional view showing the IV-IV section shown in FIG.
　図２ないし図４に示すように、バックアップ突起３１，３２のそれぞれは、周方向に長い長方形状をしており、ステアリングシャフト４の外周面との間に全面において略均一で小さな間隙Ｓをあけてステアリングシャフト４の外周面に沿った曲面を構成する底面部と、該底面の周囲の傾斜面部とを有している。また、図３に示すように、バックアップ突起３１，３２は、上下方向の中央よりも上方に位置し、軸心Ｃを通る上下方向の直線、即ち、軸心Ｃとロックバー２６の中心とを通る直線に対して左右対称に配置されている。バックアップ突起３１，３２は、プレス加工によって容易に形成することができる。 As shown in FIGS. 2 to 4, each of the backup protrusions 31, 32 has a rectangular shape that is long in the circumferential direction, and a substantially uniform and small gap S is formed on the entire surface with the outer peripheral surface of the steering shaft 4. The bottom surface part which comprises the curved surface along the outer peripheral surface of the steering shaft 4, and the inclined surface part around this bottom surface. Further, as shown in FIG. 3, the backup protrusions 31 and 32 are located above the center in the vertical direction, and the vertical line passing through the axis C, that is, the axis C and the center of the lock bar 26. It is arranged symmetrically with respect to the straight line that passes. The backup protrusions 31 and 32 can be easily formed by pressing.
　上述のように、バックアップ突起３１、３２の底面をステアリングシャフト４の外周面に沿った長方形状の曲面を構成する形状とすることで、次のような効果を得ることができる。即ち、バックアップ突起３１、３２は、ステアリングシャフト４の変形を、円滑に受け止めながら、変位を小さく抑えることができる。また、ロック作動時にステアリングシャフト４が受けるトルクの大きさは一定ではないため、大きなトルクを受けた場合に、ステアリングシャフト４の回転が進み、ステアリングシャフト４の変形する方向が変化しても、バックアップ突起３１、３２が必ず接しているので、バックアップ突起３１、３２は、幅広いトルクの大きさに対応して、ステアリングシャフト４の変形を抑えることができる。 As described above, the following effects can be obtained by forming the bottom surfaces of the backup protrusions 31 and 32 into a rectangular curved surface along the outer peripheral surface of the steering shaft 4. That is, the backup protrusions 31 and 32 can suppress the displacement small while smoothly receiving the deformation of the steering shaft 4. Further, since the magnitude of the torque received by the steering shaft 4 at the time of the lock operation is not constant, even when a large torque is received, even if the rotation of the steering shaft 4 advances and the direction in which the steering shaft 4 is deformed changes, the backup is performed. Since the protrusions 31 and 32 are always in contact with each other, the backup protrusions 31 and 32 can suppress deformation of the steering shaft 4 corresponding to a wide range of torque.
　また、バックアップ突起３１、３２を左右対称に設けることで、ステアリングシャフト４の回転方向に関わらず、ステアリングシャフト４の変位を小さく抑えることができる。左右対称のバックアップ突起３１、３２は、プレス加工する際においても、力をバランス良くかけることが可能となるため、好ましい。 Further, by providing the backup protrusions 31 and 32 symmetrically, the displacement of the steering shaft 4 can be suppressed regardless of the rotation direction of the steering shaft 4. The symmetrical back-up protrusions 31 and 32 are preferable because force can be applied in a well-balanced manner even when pressing.
　さらに、バックアップ突起３１、３２は、ステアリングコラム３を補強する効果も期待でき、ステアリングコラム３の曲げ剛性を高めることが可能となる。 Furthermore, the backup protrusions 31 and 32 can be expected to reinforce the steering column 3, and the bending rigidity of the steering column 3 can be increased.
　加えて、ステアリングシャフト４のうち、ロック装置８が取り付けられる部分の前方側に隣接する部分、即ち、ロック装置８と車体取付ブラケット１２の間の部分は、キーロックカラーが装着されたり、ステアリングシャフト４にリヤベアリング２１を装着する肩部となる大径部が設けられたりすることにより、ステアリングコラム３とステアリングシャフト４との隙間が比較的小さくなる。したがって、バックアップ突起３１、３２をロック装置８が取り付けられる部分の前方側に隣接する部分に配置することで、バックアップ突起３１、３２の径方向の寸法、即ち、突出高さを小さくすることができる。 In addition, a portion of the steering shaft 4 adjacent to the front side of the portion to which the lock device 8 is attached, that is, a portion between the lock device 8 and the vehicle body mounting bracket 12 is provided with a key lock collar or a steering shaft. 4 is provided with a large-diameter portion serving as a shoulder for mounting the rear bearing 21, the gap between the steering column 3 and the steering shaft 4 becomes relatively small. Therefore, by arranging the backup protrusions 31 and 32 in a portion adjacent to the front side of the portion to which the locking device 8 is attached, the radial dimension of the backup protrusions 31 and 32, that is, the protrusion height can be reduced. .
　次に、図５Ａ、図５Ｂ、図６、及び図７を参照しつつ、実施形態に係るステアリング装置１の機能について説明する。図５Ａ、図５Ｂは、本実施形態の作用を示すステアリングコラム３の横断面図である。図５Ａはロックバー２６がロック孔２５に嵌合した状態でステアリングホイール５を右回り（時計回り）に回転させる力が加わった場合、図５Ｂはロックバー２６がロック孔２５に嵌合した状態でステアリングホイール５を左回り（反時計回り）に回転させる力が加わった場合を示している。図６は、バックアップ突起を設けない場合のステアリングシャフト４の変位を示す縦断面図である。図７は、本実施形態の作用を示すステアリング装置の要部縦断面図である。 Next, functions of the steering device 1 according to the embodiment will be described with reference to FIGS. 5A, 5B, 6 and 7. FIG. 5A and 5B are cross-sectional views of the steering column 3 showing the operation of the present embodiment. FIG. 5A shows a state where the steering wheel 5 is rotated clockwise (clockwise) with the lock bar 26 fitted in the lock hole 25, and FIG. 5B shows a state where the lock bar 26 is fitted in the lock hole 25. The case where the force which rotates the steering wheel 5 counterclockwise (counterclockwise) is added is shown. FIG. 6 is a longitudinal sectional view showing the displacement of the steering shaft 4 when no backup protrusion is provided. FIG. 7 is a vertical cross-sectional view of the main part of the steering device showing the operation of the present embodiment.
　ロック装置８によってステアリングシャフト４がロックされた状態でステアリングホイール５が無理に回転させられた場合、大きなねじり力が作用することで、アウタシャフト２３がロックバー２６から逃げる方向に変位しようとする。具体的には、ステアリングホイール５を時計回りに回転させる力が加わった場合、アウタシャフト２３は、右上方向、即ち、図５Ａに示すａ方向に変位しようとする。また、ステアリングホイール５を反時計回りに回転させる力が加わった場合、アウタシャフト２３は左上方向、即ち、図５Ｂに示すｂ方向に変位しようとする。図６に示すように、バックアップ突起が無い場合、特にステアリングシャフト４の中央部分が大きく変位しようとする。この場合、ステアリングシャフト４の変形は、リヤベアリング２１、ロック装置８の固定部、アウタシャフト２３とインナシャフト２４の嵌合部の順で大きくなり、この嵌合部からフロントベアリング２２に向かって小さくなる。このことは、本実施形態のように、アウタシャフト２３とインナシャフト２４の嵌合部があると顕著に現れる。しかし、本実施形態によれば、バックアップ突起３１、３２がステアリングシャフト４が大きく変位する中央部に比較的近い位置に設けられているため、図５Ａ、図５Ｂに示すように、アウタシャフト２３が少しだけ変位した段階でアウタシャフト２３がバックアップ突起３１，３２に当接する。 When the steering wheel 5 is forcibly rotated while the steering shaft 4 is locked by the lock device 8, the outer shaft 23 tends to be displaced in the direction of escaping from the lock bar 26 due to a large torsional force. Specifically, when a force that rotates the steering wheel 5 clockwise is applied, the outer shaft 23 tends to be displaced in the upper right direction, that is, in the a direction shown in FIG. 5A. Further, when a force for rotating the steering wheel 5 counterclockwise is applied, the outer shaft 23 tends to be displaced in the upper left direction, that is, the b direction shown in FIG. 5B. As shown in FIG. 6, when there is no backup protrusion, the central portion of the steering shaft 4 tends to be displaced greatly. In this case, the deformation of the steering shaft 4 increases in the order of the rear bearing 21, the fixing portion of the lock device 8, and the fitting portion of the outer shaft 23 and the inner shaft 24, and decreases from the fitting portion toward the front bearing 22. Become. This becomes prominent when there is a fitting portion between the outer shaft 23 and the inner shaft 24 as in the present embodiment. However, according to the present embodiment, since the backup protrusions 31 and 32 are provided at positions relatively close to the central portion where the steering shaft 4 is largely displaced, as shown in FIGS. 5A and 5B, the outer shaft 23 is The outer shaft 23 comes into contact with the backup protrusions 31 and 32 at a stage where it is slightly displaced.
　つまり、本実施形態において、バックアップ突起３１，３２は、ロック装置８の前方に存在しており、アウタシャフト２３を支持するリヤベアリング２１から距離を離しているため、図７に示すように、アウタシャフト２３の変位が小さくなり、ロックバー２６近傍におけるアウタシャフト２３の変位もごく小さいものとなる。その結果、従来装置に較べてロック孔２５へのロックバー２６の挿入長さを小さく設定することが可能となり、ロック装置８の設計が容易となる。また、円弧状のバックアップ突起３１，３２がロック装置８よりも前方に位置することにより、ロック装置８の固定部位におけるステアリングコラム３の真円度の低下を防ぎ、ロック装置８の確実かつ安定した固定が実現される。 In other words, in the present embodiment, the backup protrusions 31 and 32 are present in front of the locking device 8 and are separated from the rear bearing 21 that supports the outer shaft 23. Therefore, as shown in FIG. The displacement of the shaft 23 becomes small, and the displacement of the outer shaft 23 in the vicinity of the lock bar 26 becomes very small. As a result, the insertion length of the lock bar 26 into the lock hole 25 can be set smaller than in the conventional device, and the design of the lock device 8 is facilitated. Further, since the arc-shaped backup protrusions 31 and 32 are positioned in front of the lock device 8, the roundness of the steering column 3 at the fixing portion of the lock device 8 is prevented from being lowered, and the lock device 8 is surely and stable. Fixing is realized.
　以上で具体的実施形態の説明を終えるが、本発明の態様はこれら実施形態に限られるものではない。 This is the end of the description of the specific embodiments, but the aspects of the present invention are not limited to these embodiments.
　例えば、バックアップ突起３１、３２は、プレス加工によって形成したものに限られず、ステアリングコラム３の内側に溶接、圧接、ろう接、又は接着などによりバックアップ用の部品を取り付けることにより構成することもできる。また、バックアップ突起３１、３２の数は２つに限られず、上述の２つのバックアップ突起を連続させて１つのものとすることもできる。ただし、バックアップ突起３１、３２の数を１つとすると、２次衝突の衝撃によりステアリングコラム３がバックアップ突起３１、３２を起点として上方に曲がるので、車体取付ブラケット１２よりも前方に配置すると良い。しかし、その場合でも、バックアップ突起３１、３２をロック装置８が取り付けられている部分の前方側に隣接する部分に設けることもできる。複数設ける方が、２つのバックアップ突起の間にステアリングコラム３の加工前の外径が残るので、曲げに対しても強くなる。従って、ステアリング装置１の剛性を保ちながら、より広い角度範囲でステアリングシャフト４の変位を防止することができる。上記実施形態においては、バックアップ突起３１、３２の上部と下部に径方向内側に凹んでいない部分を設けることで、２次衝突時の突き上げ荷重によるステアリングコラム３の上方への曲がりを防止している。なお、バックアップ突起３１、３２の形状も上記実施系形態のものに限られず、楕円形状、正方形状など、種々の形状を採用することができる。 For example, the backup protrusions 31 and 32 are not limited to those formed by pressing, and can be configured by attaching backup parts to the inside of the steering column 3 by welding, pressure welding, brazing, adhesion, or the like. Further, the number of the backup protrusions 31 and 32 is not limited to two, and the above-described two backup protrusions can be made continuous to be one. However, if the number of the backup protrusions 31 and 32 is one, the steering column 3 bends upward from the backup protrusions 31 and 32 due to the impact of the secondary collision. However, even in that case, the backup protrusions 31 and 32 can be provided on a portion adjacent to the front side of the portion to which the lock device 8 is attached. When the plurality is provided, the outer diameter of the steering column 3 before processing remains between the two backup protrusions, so that it is strong against bending. Accordingly, it is possible to prevent the steering shaft 4 from being displaced in a wider angle range while maintaining the rigidity of the steering device 1. In the above embodiment, the upper and lower portions of the backup protrusions 31 and 32 are provided with portions that are not recessed inward in the radial direction, thereby preventing the steering column 3 from bending upward due to a thrust load at the time of a secondary collision. . In addition, the shape of the backup protrusions 31 and 32 is not limited to that of the above-described embodiment, and various shapes such as an elliptical shape and a square shape can be employed.
　また、上記実施形態は２分割式のステアリングシャフト４を備えたステアリング装置１に本発明を適用したものであるが、本発明は一体型のステアリングシャフト４を備えたステアリング装置にも当然に適用可能である。 In the above embodiment, the present invention is applied to the steering device 1 having the two-part steering shaft 4. However, the present invention is naturally applicable to a steering device having the integral steering shaft 4. It is.
　また、上記実施形態ではステアリングコラム３が鋼管を素材とするプレス成型品としたが、アルミニウム合金のダイキャスト成型品を採用してもよい。 In the above embodiment, the steering column 3 is a press-molded product made of a steel pipe, but an aluminum alloy die-cast molded product may be adopted.
　また、上記実施形態ではステアリングシャフト４にロック孔２５を形成したが、ロックバー２６の先端が嵌入する複数のロック孔を備えたロックカラーをステアリングシャフト４に取り付けるようにしてもよいし、その他の嵌合部を採用することもできる。例えば、径方向外側に突出して軸方向に延びる突起を周方向に複数並べた雄スプライン状の嵌合部を採用しても良い。また、ロック孔２５の数は１つ以上で任意の数を設けることができる。 In the above embodiment, the lock hole 25 is formed in the steering shaft 4. However, a lock collar having a plurality of lock holes into which the tips of the lock bars 26 are fitted may be attached to the steering shaft 4. A fitting part can also be adopted. For example, a male spline-shaped fitting portion in which a plurality of protrusions that protrude radially outward and extend in the axial direction may be employed in the circumferential direction. Further, the number of the lock holes 25 is one or more, and an arbitrary number can be provided.
　また、バックアップ突起を複数設ける場合、図８に示すように、各バックアップ突起３１、３２の軸方向の位置が異なるものとしても良い。これにより、ステアリング装置１の剛性の低下を防ぐことができる。また、車体取付ブラケット１２と重なる位置に設けてもよい。 When a plurality of backup protrusions are provided, the positions of the backup protrusions 31 and 32 in the axial direction may be different as shown in FIG. Thereby, the fall of the rigidity of steering device 1 can be prevented. Moreover, you may provide in the position which overlaps with the vehicle body mounting bracket 12. FIG.
　その他、ステアリング装置やステアリングコラムの具体的構成等についても、本発明の趣旨を逸脱しない範囲で適宜変更可能である。 In addition, the specific configuration of the steering device and the steering column can be changed as appropriate without departing from the spirit of the present invention.
　以上によれば、ロック装置８が取り付けられるステアリングコラム３の部分の真円度の低下を防ぎながら、キーロック機構の近傍におけるステアリングシャフト４の変位を抑制するステアリング装置１を提供することができる。 As described above, it is possible to provide the steering device 1 that suppresses the displacement of the steering shaft 4 in the vicinity of the key lock mechanism while preventing the roundness of the steering column 3 to which the lock device 8 is attached from being lowered.
１　　　ステアリング装置
２　　　車体
３　　　ステアリングコラム
４　　　ステアリングシャフト
５　　　ステアリングホイール
６　　　自在継手
７　　　中間シャフト
８　　　ロック装置
９　　　チルト・テレスコピック調整機構
１０　　操作レバー
１１　　ピボットブラケット
１２　　車体取付ブラケット
２１　　リヤベアリング
２２　　フロントベアリング
２３　　アウタシャフト
２４　　インナシャフト
２５　　ロック孔
２６　　ロックバー
２７　　貫通孔部
３１，３２　　バックアップ突起
Ｃ　　　軸心
Ｓ　　　間隙 DESCRIPTION OF SYMBOLS 1 Steering device 2 Car body 3 Steering column 4 Steering shaft 5 Steering wheel 6 Universal joint 7 Intermediate shaft 8 Locking device 9 Tilt / telescopic adjustment mechanism 10 Operation lever 11 Pivot bracket 12 Car body mounting bracket 21 Rear bearing 22 Front bearing 23 Outer shaft 24 Inner Shaft 25 Lock hole 26 Lock bar 27 Through- hole part 31, 32 Backup protrusion C Axial center S Clearance

Claims (9)

  1. 　操舵トルクを伝達するステアリングシャフトと、
    　前記ステアリングシャフトを少なくとも２つの離間した軸受で回転自在に支持するステアリングコラムと、
    　前記ステアリングコラムを車体に固定する車体取付ブラケットと、を有し、
    　前記ステアリングコラムは前記車体取付ブラケットよりも車両後方側の位置に径方向に貫通した貫通孔部を備え、
    　前記ステアリングシャフトは前記貫通孔部に対応する位置に嵌合部を備えており、
    　前記貫通孔部を通って前記嵌合部に嵌合するロックバーを突出し、前記ステアリングシャフトの回転を制限するロック装置が装着可能であるステアリング装置において、
    　前記ロック装置よりも車両前方の位置の前記ステアリングコラムの部分に、径方向内側に突出し、前記ロック装置が前記ステアリングシャフトの回転を制限している状態で、前記ステアリングシャフトを回転させる力を加えた時に、前記ロックバーから離れる方向に変形する前記ステアリングシャフトの径方向の変位を抑えるバックアップ突起が設けられていることを特徴とするステアリング装置。　     A steering shaft for transmitting steering torque;
    A steering column that rotatably supports the steering shaft with at least two spaced bearings;
    A vehicle body mounting bracket for fixing the steering column to the vehicle body,
    The steering column includes a through-hole portion penetrating in a radial direction at a position on the vehicle rear side of the vehicle body mounting bracket,
    The steering shaft has a fitting portion at a position corresponding to the through hole portion,
    In the steering device in which a lock device that protrudes through the through-hole portion and fits into the fitting portion and that can restrict the rotation of the steering shaft can be mounted,
    A force for rotating the steering shaft was applied to a portion of the steering column at a position in front of the locking device that protrudes radially inward and the locking device restricts the rotation of the steering shaft. A steering device characterized in that a backup protrusion is provided to suppress radial displacement of the steering shaft that is sometimes deformed away from the lock bar.
  2. 　前記ロック装置と前記車体取付ブラケットとの間に位置する前記ステアリングコラムの部分に、径方向内側に突出し、前記ステアリングシャフトの径方向の変位を抑える第２バックアップ突起が設けられていることを特徴とする請求項１に記載のステアリング装置。 A portion of the steering column located between the locking device and the vehicle body mounting bracket is provided with a second backup protrusion that protrudes radially inward and suppresses radial displacement of the steering shaft. The steering apparatus according to claim 1.
  3. 　前記バックアップ突起は、前記ステアリングシャフト側の面が、前記ステアリングシャフトの外周に沿った曲面をしていることを特徴とする請求項１に記載のステアリング装置。 The steering device according to claim 1, wherein the back-up protrusion has a curved surface along the outer periphery of the steering shaft on a surface on the steering shaft side.
  4. 　前記バックアップ突起と前記第２バックアップ突起は、前記ステアリングシャフト側の面が、前記ステアリングシャフトの外周に沿った曲面をしていることを特徴とする請求項２に記載のステアリング装置。 The steering device according to claim 2, wherein the backup projection and the second backup projection have a curved surface along the outer periphery of the steering shaft on the surface on the steering shaft side.
  5. 　前記バックアップ突起と前記第２バックアップ突起は、前記ステアリングシャフトとの間に略均一の隙間を設けて配置されていることを特徴とする請求項４に記載のステアリング装置。 The steering device according to claim 4, wherein the backup projection and the second backup projection are disposed with a substantially uniform gap between the steering shaft and the steering shaft.
  6. 　前記バックアップ突起と前記第２バックアップ突起は、周方向に長い長方形状をしていることを特徴とする請求項２に記載のステアリング装置。 The steering device according to claim 2, wherein the backup protrusion and the second backup protrusion have a long rectangular shape in the circumferential direction.
  7. 　前記バックアップ突起と前記第２バックアップ突起は、前記ステアリングシャフトの中心軸線方向に見たときに、前記中心軸線と前記ロックバーの中心とを通る直線を挟んで線対称に配置されていることを特徴とする請求項２に記載のステアリング装置。 The backup protrusion and the second backup protrusion are arranged symmetrically with respect to a straight line passing through the center axis and the center of the lock bar when viewed in the direction of the center axis of the steering shaft. The steering apparatus according to claim 2.
  8. 　前記バックアップ突起と前記第２バックアップ突起は、前記ステアリングコラムの周方向において、前記ロックバーよりも、前記ロックバーに径方向に対向する前記ステアリングコラムの部分に近接して配置されていることを特徴とする請求項２に記載のステアリング装置。 The backup protrusion and the second backup protrusion are disposed closer to a portion of the steering column that is radially opposed to the lock bar than the lock bar in the circumferential direction of the steering column. The steering apparatus according to claim 2.
  9. 　前記バックアップ突起と前記第２バックアップ突起の軸方向の位置が異なることを特徴とする請求項２に記載のステアリング装置。 The steering apparatus according to claim 2, wherein the axial positions of the backup protrusion and the second backup protrusion are different.
PCT/JP2015/065779 2014-06-09 2015-06-01 Steering device WO2015190337A1 (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107235069A (en) * 2016-03-28 2017-10-10 富士机工株式会社 Steering axle device

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Publication number Priority date Publication date Assignee Title
JPS5135809Y2 (en) * 1972-10-06 1976-09-02
JPH1086792A (en) * 1996-09-13 1998-04-07 Nippon Seiko Kk Steering lock device
JP2005162053A (en) * 2003-12-03 2005-06-23 Toyota Motor Corp Steering lock mechanism
JP2008265358A (en) * 2007-04-16 2008-11-06 Nsk Ltd Steering lock device

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5135809Y2 (en) * 1972-10-06 1976-09-02
JPH1086792A (en) * 1996-09-13 1998-04-07 Nippon Seiko Kk Steering lock device
JP2005162053A (en) * 2003-12-03 2005-06-23 Toyota Motor Corp Steering lock mechanism
JP2008265358A (en) * 2007-04-16 2008-11-06 Nsk Ltd Steering lock device

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107235069A (en) * 2016-03-28 2017-10-10 富士机工株式会社 Steering axle device
CN107235069B (en) * 2016-03-28 2019-03-29 富士机工株式会社 Steering axle device

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JPWO2015190337A1 (en) 2017-04-20
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