JP5104707B2 - Steering device and manufacturing method thereof - Google Patents

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering device having a function of preventing rotation of a steering wheel in a state where an ignition key is removed from a keyhole, and a method for manufacturing the same, for preventing theft of an automobile. In particular, the present invention realizes a structure and a manufacturing method that can obtain a steering device with good assemblage at low cost.

  12 to 13 show what is described in Patent Document 1 as an example of a steering lock mechanism that has been conventionally used to prevent theft of automobiles. In this steering lock mechanism, when the ignition switch is turned off, and further, the ignition key is turned to the lock position in order to pull out the ignition key from the key hole (not shown), and when the ignition key is pulled out, (A ), A lock pin 2 from a key cylinder (not shown) fixed to the steering column 1 passes through a through hole 3 formed in the steering column 1 and elastically moves radially inward of the steering column 1. Protruding. The tip of the lock pin 2 is engaged with the key lock hole 7 of the key lock collar 6 fixed to the steering shaft 5 as it is or with the rotation of the steering shaft 5 rotated by the steering wheel 4. The engagement prevents rotation of the steering shaft 5. On the other hand, when the ignition switch is turned on, as shown in FIG. 13B, the lock pin 2 is retracted, the engagement between the lock pin 2 and the key lock hole 7 is released, and the key lock collar 6 The steering shaft 5 to which is fixed can be freely rotated.

  Of the structures having the steering lock mechanism as described above, for example, when various parts are present on the front end side of the steering shaft, such as an electric power steering device, the steering device is difficult to assemble due to the presence of the steering lock mechanism. There is a case. For example, in the case of an electric power steering apparatus, a torque sensor that detects the steering torque may be installed near the front end of the steering shaft in order to control the electric motor according to the steering torque. For example, as described in Patent Documents 2 to 4, each of the torque sensors constitutes a steering shaft, and an input shaft and an output shaft coupled via a torsion bar, and a front end portion of the steering column And a sensor coil installed in a housing fixed to the housing. Then, the steering torque is detected by detecting the relative displacement in the rotation direction between the input shaft and the output shaft by the sensor coil.

  In the electric power steering apparatus having the above-described structure, the steering shaft may be installed in the steering column as follows. That is, a speed reduction mechanism is configured to decelerate and transmit the output of the electric motor from the front end side of the housing to the steering column in a state where the housing having the sensor coil installed therein is fixed to the front end portion of the steering column. A steering shaft with a worm wheel or the like fixed may be inserted. In this case, since the outer diameter of a part of the steering shaft is increased by the thickness of the key lock collar constituting the steering lock mechanism, this part may interfere with the sensor coil or the like at the time of insertion. .

  In the case of the inventions described in Patent Documents 2 to 4, at the time of assembly, the steering shaft does not interfere with the sensor coil as described above or a bearing that rotatably supports the steering shaft with respect to the housing. The following structure or assembly method is adopted. That is, in the case of the invention described in Patent Document 2, a steering shaft with a worm wheel or the like is inserted through a sensor coil or a bearing, and then a key lock collar is assembled at a predetermined position of the steering shaft. In the case of the invention described in Patent Document 3, a worm wheel is assembled at a predetermined position after a steering shaft with a key lock collar is inserted into a sensor coil or a bearing. In the case of the invention described in Patent Document 4, after passing the output shaft assembled with the worm wheel or the like through the sensor coil or the bearing, the output shaft and the input shaft assembled with the key lock collar are connected to the torsion bar. Are connected through.

  However, in any of the inventions described in Patent Documents 2 to 4, it cannot be said that the assembling property of the steering device is good. That is, when the key lock collar is assembled to the steering shaft later, it is necessary to perform this operation in a state where the steering shaft is disposed in the steering column, and it is considered that the workability is not good. Similarly, when the worm wheel is later assembled to the steering shaft, it is considered that the workability is not good. In addition, when the output shaft is passed through the sensor coil, etc., and this output shaft is connected to the input shaft to which the key lock collar is fixed, this connecting operation is performed with the steering shaft assembled to the housing and the steering column. It is difficult to handle, and it cannot be said that workability is good. In any structure or assembly method, the key lock collar is fixed by press-fitting, so it is necessary to provide a portion for receiving a press-fitting load on the steering shaft, and a press-fitting device must be introduced into the assembly line. It is inevitable that the manufacturing cost will be high. Furthermore, when the key lock collar is not properly assembled, the entire apparatus including the housing, the sensor device, the steering column, etc. may have to be discarded.

On the other hand, Patent Document 5 describes a structure in which the steering shaft can be assembled without interfering with a bearing or the like that supports the steering shaft in a state where the key lock collar is fixed to the steering shaft. That is, in Patent Document 5, the outer diameter of the key lock collar is made smaller than the inner diameter of the bearing or the like, and the steering shaft to which the key lock collar is fixed can pass through the bearing or the like. However, even in the case of the invention described in Patent Document 5, it is necessary to press-fit the key lock collar into the steering shaft, which increases the manufacturing cost as in the inventions described in Patent Documents 2 to 4. Is inevitable.
Patent Document 6 describes an invention related to a torque sensor.

JP 2000-168501 A JP 2006-1423 A JP 2006-1424 A JP 2006-1475 A Japanese Utility Model Publication No. 3-24959 JP-A-2005-195608

  The present invention has been invented in order to realize a structure and a manufacturing method capable of obtaining a steering device with good assemblage at low cost in view of the circumstances as described above.

A steering device of the present invention and a steering device of its manufacturing method include a cylindrical steering column supported by a vehicle body, a steering wheel fixed to a rear end portion, and a steering rotatably supported in the steering column. A shaft and a steering lock mechanism that prevents rotation of the steering wheel in a predetermined state, such as a state where the ignition key is in a locked position and the ignition key is pulled out, for example.
Of these, the steering shaft is supported at its front end portion in a housing fixed to the front end portion of the steering column.
The steering lock mechanism includes a through hole and an engagement hole formed at positions that are aligned with each other in the axial direction of the steering column and the steering shaft, and a lock pin that is radially displaced in the through hole. . In the predetermined state, the lock pin is displaced in the radial direction and engaged with the engagement hole, thereby preventing the steering shaft from rotating with respect to the steering column.
The steering shaft is disposed in the steering column by being inserted from the front end side of the housing in a state where the housing is fixed to the front end portion of the steering column.

In particular, in the steering device of the present invention, the engagement hole and the through hole are aligned with each other in the circumferential direction at a portion of the steering shaft where the engagement hole is formed. The joint hole is a deformed portion that is deformed in a direction approaching the through hole.
In addition, when the diameter of the circumscribed circle of the deformed portion is inside the steering column and the housing and the steering shaft passes through the portion where the steering shaft passes when the steering shaft is inserted, It is smaller than the inner diameter of the member having the smallest inner diameter where the steering shaft cannot be inserted.
Note that, even when a part of the steering shaft comes into contact, a member that can be inserted into the steering shaft has a Young's modulus sufficiently smaller than that of the steering shaft such as rubber constituting a seal ring. It is a member (soft and easy to deform). Therefore, the above-mentioned member that “becomes impossible to insert the steering shaft when part of the steering shaft comes into contact” means that such a member having a small Young's modulus is excluded.

As a specific structure of the present invention as described above, for example, there is the structure of the invention described in claim 2. In the structure of the second aspect of the present invention, a torque sensor for detecting a steering torque is arranged between a housing fixed to the front end portion of the steering column and a portion near the front end of the steering shaft.
Further, the steering shaft is formed by connecting a rear input shaft and a front output shaft via a torsion bar, and a front end portion is rotatable in the housing via a bearing. It is supported by.
The torque sensor is disposed around a portion near the front end of the steering shaft and has a cylindrical sensor coil for detecting torsion of the torsion bar.
The steering column is inserted from the front end side of the housing in a state where the housing is fixed to the front end portion of the steering column and the bearing and the sensor coil are disposed in the housing. Placed inside.
Further, the deforming portion is formed on a part of the input shaft.
The member having the smallest inner diameter is a bearing or a sensor coil.
And the diameter of the circumscribed circle of the said deformation | transformation part is made smaller than the internal diameter of these bearings and a sensor coil.

Further, when implementing each of the above-described inventions, preferably, as in the invention described in claim 3, at least a part of the steering shaft is made hollow, and a deformed part is formed in a part of the hollow part.
More preferably, as in the invention described in claim 4, as the input shaft constituting the steering shaft, the rear end portion of the inner shaft is connected to the front end portion of the hollow outer shaft so that rotation can be transmitted, and , Which are connected so as to be axially displaceable. And a deformation | transformation part is formed in a part of said outer shaft.

  A method for manufacturing a steering device according to the present invention is the method for manufacturing a steering device according to claim 3 or 4 described above. First, a part of a hollow material is radially formed by hydroforming. Deform in the direction to inflate outward. Thereafter, it is formed into a predetermined shape by press working, and an engagement hole is formed at a predetermined position. And it is set as the steering shaft which has a deformation | transformation part in part.

In the case of the steering device of the present invention configured as described above, the diameter of the circumscribed circle of the deformed portion formed with the engagement hole of the steering shaft is set inside the steering column and the housing when the steering shaft is inserted. Is smaller than the inner diameter of the member having the smallest inner diameter. Therefore, the steering shaft can be inserted into the steering column and the housing from the housing side in a state where the engagement hole is formed in a part of the steering shaft. Therefore, the steering shaft having the steering lock mechanism can be easily assembled.
In addition, since the deformed portion formed with the engagement hole is formed by deforming a part of the steering shaft, it is not necessary to assemble another member such as a key lock collar to the steering shaft. Cost can be reduced.

  Further, according to the invention described in claim 4, in a secondary structure in which the driver collides with the steering wheel due to a collision or the like, a collapsed structure that contracts the steering shaft or the front and The present invention can be applied to a telescopic structure whose position can be adjusted.

  Further, when a part of the steering shaft or the outer shaft is hollow as in the inventions described in claims 3 and 4, the deformed portion can be easily formed by using the manufacturing method described in claim 5. Can be formed.

  1 to 6 show an example of an embodiment of the present invention. The steering device 8 of the present invention includes a steering column 9, a steering shaft 10, a steering lock mechanism 11, a torque sensor 12, and a speed reduction mechanism 13. Among these, the steering column 9 has a front end portion (left end portion in FIGS. 1 and 4 to 6) of a cylindrical outer column 14 and a rear end portion (right end portion in FIGS. 1 and 4 to 6) on the cylindrical inner column 15. ) Are fitted so as to be capable of relative displacement in the axial direction (left-right direction in FIGS. 1 and 4 to 6). The front end portion of the outer column 14 can be supported on the vehicle body by the bracket 16. The bracket 16 is supported with respect to the vehicle body so as to be detached from the vehicle body when a predetermined load or more is applied to the outer column 14 facing forward. Therefore, for example, when a forward force is applied to the outer column 14 due to an impact load generated during a secondary collision or the like, the bracket 16 is detached from the vehicle body, and the outer column 14 moves forward with respect to the inner column 15. It is allowed to be displaced. As a result, the impact load can be absorbed.

  The steering shaft 10 is formed by connecting an input shaft 17 disposed on the rear side and an output shaft 18 disposed on the front side, each made of a magnetic material such as steel, via a torsion bar 19. The steering shaft 10 has a steering wheel fixed to the rear end portion of the input shaft 17, and a portion near the rear end of the input shaft 17 is rotatably supported in the steering column 9 by a rolling bearing 20. ing. Further, an intermediate portion of the output shaft 18 is rotatably supported by a bearing 22 in a housing 21 of a torque sensor 12 and a speed reduction mechanism 13 (described later) fixed to the front end portion of the steering column 9. In the case of this example, the input shaft 17 is rotated (torque) by the serration engagement or the like by the rear end portion of the substantially circular inner shaft 24 on the front end portion of the substantially hollow cylindrical outer shaft 23. And can be relatively displaced in the axial direction. Accordingly, as described above, when the outer column 14 is displaced with respect to the inner column 15 due to an impact load, the outer shaft 23 is also displaced with respect to the inner shaft 24 as shown in FIG. Absorbs the impact load. FIG. 4 shows that the inner shaft 24 is displaced with respect to the outer shaft 23, but is substantially the same as the above description.

  The steering lock mechanism 11 includes a through hole 25 and an engagement hole 26 formed at positions aligned with each other with respect to the axial direction of the steering column 9 and the steering shaft 10, and the inside of the through hole 25 extends in the radial direction. It has the lock pin 27 (FIG. 2) to displace. 12 to 13, for example, when the ignition key (not shown) is set to the lock position and the ignition key is pulled out, the lock pin 27 protruding in the radial direction from the key cylinder (not shown) is also provided. The engaging hole 26 is engaged with the through hole 25. Thereby, the rotation of the steering shaft 10 relative to the steering column 9 is prevented. On the other hand, when the ignition switch is turned on, the lock pin 27 is disengaged from the engagement hole 26, and the steering shaft 10 can be freely rotated.

  In the case of this example, the through hole 25 is aligned with a part of the outer column 14, and the engagement hole 26 is aligned with a part of the outer shaft 23 in a radial direction and aligned with each other in the axial direction. It is formed in the position to do. In particular, in the case of the present example, the engagement hole 26 and the through hole 25 are aligned with each other in the circumferential direction in the middle portion of the outer shaft 23 in a state where the engagement hole 26 and the through hole 25 are aligned with each other. The deformed portion 28 is formed by deforming the hole 26 in a direction approaching the through hole 25 (downward in FIGS. 1 to 3 and 6).

  The torque sensor 12 is disposed near the front end of the steering shaft 10 and detects a steering torque when the driver operates the steering wheel. Then, an electric motor (not shown) for applying the auxiliary torque according to the steering torque is controlled. For this purpose, the outer peripheral surface of the rear end portion of the output shaft 18 constituting the steering shaft 10 is formed with concave grooves 29, 29 at a plurality of locations in the circumferential direction. Similarly, a base end portion of a sleeve 30 made of a nonmagnetic material having conductivity such as aluminum is externally fixed to the rear end portion of the input shaft 17 so as not to be relatively displaced. Then, in a state where the input shaft 17 and the output shaft 18 are coupled, an intermediate portion or a distal end portion of the sleeve 30 has an outer peripheral surface of the rear end portion of the output shaft 18 in which the concave grooves 29 and 29 are formed. cover. A plurality of through holes 40, 40 are formed at the same pitch as the concave grooves 29, 29 in a portion of the sleeve 30 that covers the outer peripheral surface of the rear end portion of the output shaft 18.

  Further, in the housing 21 fixed to the front end portion of the steering column 9, cylindrical sensor coils 31, 31 are fitted and fixed to the outer diameter sides of the respective concave grooves 29, 29 and the sleeve 30. Yes. And the relative displacement of the rotation direction of the said input shaft 17 and the said output shaft 18 is detected by detecting the change of the impedance of these sensor coils 31 and 31. FIG.

  That is, as described above, the output shaft 18 is made of a magnetic material, whereas the sleeve 30 is made of a non-magnetic material. Accordingly, when the torsion bar 19 is twisted by the steering torque and a displacement in the rotational direction occurs between the input shaft 17 and the output shaft 18, the through holes 40 of the sleeve 30 fixed to the input shaft 17, 40 and the respective grooves 29 and 29 formed in the output shaft 18 are out of phase, and the magnetic characteristics change. Since the impedance of the sensor coils 31 and 31 change with the change of the magnetic characteristics, the relative displacement in the rotational direction of the shafts 17 and 18, that is, the twist of the torsion bar 19 is detected by detecting this change. Can be detected, and the steering torque can be known. Note that the structure and operation of the torque sensor 12 are the same as those of the invention described in Patent Document 6 described above, and thus detailed description thereof is omitted.

  In the case of this example, engagement grooves 32 and 32 are formed in the rear end edge of the output shaft 18, and the engagement protrusions 33 and 33 formed on the front end surface of the input shaft 17 are engaged with each of these engagements. The grooves 32 and 32 are engaged with a gap in the circumferential direction. The two shafts 17 and 18 are prevented from being relatively displaced in the rotational direction more than necessary.

  In the case of this example, the front portion of the intermediate portion of the output shaft 18 with respect to the portion where the concave grooves 29 and 29 are formed is supported to the housing 21 by the bearing 22 such as a rolling bearing. is doing. A seal ring 34 is provided between the housing 21 and the rear side of the portion near the front end of the input shaft 17 with respect to the portion where the sleeve 30 is fitted. The seal ring 34 is fitted and fixed in the housing 21, and a seal lip 35 made of an elastic material such as rubber protruding inward in the radial direction is brought into sliding contact with the outer peripheral surface of the input shaft 17. .

  In the case of this example, a worm wheel 36 constituting the speed reduction mechanism 13 is externally fitted and fixed to a portion adjacent to the front side of the bearing 22 on the outer peripheral surface of the intermediate portion of the output shaft 18. The worm wheel 36 meshes with a worm connected to the output shaft of the electric motor, decelerates the rotation of the output shaft of the electric motor, and transmits it to the output shaft 18. Further, a portion adjacent to the front side of the worm wheel 36 on the outer peripheral surface of the intermediate portion of the output shaft 18 closes the inner opening side of a closing member 37 formed in a substantially annular shape that closes the opening on the front side of the housing 21. The bearing 38 is rotatably supported. A second bracket 39 is fixed to the closing member 37 with bolts 41 and 41. A portion near the front end of the steering device 8 is supported on the vehicle body via the second bracket 39.

  In particular, in the case of this example, the diameter d (FIGS. 3 and 6) of the circumscribed circle of the deformed portion 28 in which the engagement hole 26 constituting the steering lock mechanism 11 is formed in a part of the steering shaft 10 is determined as the bearing 22. And smaller than the inner diameter D (FIGS. 5 and 6) of the sensor coils 31 and 31 (d <D). In the case of this example, these bearings 22 and sensor coils 31, 31 are disposed inside the steering column 9 and the housing 21 except for the seal lip 35 of the seal ring 34 when the steering device 8 described below is assembled. Among the parts through which the steering shaft 10 passes as the steering shaft 10 is inserted, this is the member having the smallest inner diameter. In the case of this example, the inner diameters of the bearing 22 and the sensor coils 31 and 31 are the same. However, when the inner diameters of the members 22 and 31 are different, the diameter of the circumscribed circle of the deformed portion 28 is different. d is made smaller than the inner diameter of the member having the smaller inner diameter among these members 22 and 31. Further, the diameter d of the circumscribed circle of the deformable portion 28 may be made smaller than the inner diameter of the seal lip 35 if the function of the steering lock mechanism 11 described later can be sufficiently secured. Note that the circle of diameter e indicated by the phantom line in FIG. 2 has a cylindrical shape without deforming a part of the steering shaft, as shown in FIG. The position of the outer peripheral surface when the engagement allowance can be sufficiently secured is shown.

  The steering device 8 of the present example configured as described above is assembled as follows. First, as shown in FIG. 5, the housing 21 is fixed to the front end portion of the steering column 9. A rolling bearing 20 is fitted and fixed to the inner peripheral surface of the rear end portion of the steering column 9. In the housing 21, a bearing 22, sensor coils 31, 31 and a seal ring 34 are fitted and fixed. The steering column assembly 42 is formed with these members assembled.

  Next, as shown in FIG. 6, the steering shaft assembly 43 in which the closing member 37, the worm wheel 36, and the sleeve 30 are arranged at each predetermined position of the steering shaft 10 is disposed on the opening side ( The steering column assembly 42 is inserted from the front side (left side in FIG. 6) to the rear side (right side in FIG. 6). In the case of this example, as described above, since the diameter d of the circumscribed circle of the deformable portion 28 is made smaller than the inner diameter D of the bearing 22 and the sensor coils 31, 31, the deformable portion 28 is provided with these bearings. 22 and the sensor coils 31 and 31 can pass through. Therefore, the steering shaft assembly 43 is assembled into the steering column assembly 42 from the opening side of the housing 21.

  In the steering column assembly 42, a seal ring 34 whose inner diameter in a free state is smaller than that of the bearing 22 and the sensor coils 31, 31 is fitted and fixed. Therefore, when the steering shaft assembly 43 is inserted, the deformable portion 28 comes into contact with the seal lip 35 of the seal ring 34. However, since the seal lip 35 is made of an elastic material, when the deformable portion 28 passes through the inside of the seal ring 34, the seal lip 35 is elastically deformed and the passage of the deformable portion 28 is allowed. To do.

  On the other hand, as shown in FIG. 7, the portion where the engagement hole 26 of the steering shaft 10a is formed is a simple cylinder without any deformation, and the engagement hole 26 and the steering column 9 are formed. When the radial distance from the through hole 25 is shortened, the outer diameter e of the portion where the engagement hole 26 is formed is larger than the inner diameter D (see FIGS. 5, 6 and 9) of the bearing 22 and the sensor coil 31 (see FIGS. e> D). The steering shaft 10a cannot pass through the bearing 22 and the sensor coil 31. That is, the outer diameter of the portion of the steering shaft 10a where the engagement hole 26 is formed cannot be made so small because of the relationship with the protruding amount of the lock pin 27 constituting the steering lock mechanism 11.

For example, as shown in FIG. 8, if the portion where the engagement hole 26 of the outer shaft 23a constituting the steering shaft 10b is formed is a simple cylinder and the outer diameter of this portion is the same d as in this example, FIG. The steering shaft 10b can pass through the bearing 22 and the sensor coil 31 as shown in FIG. However, in this case, unless the stroke of the lock pin 27 is increased, the engagement margin between the lock pin 27 and the engagement hole 26 is reduced as shown in FIG. As a result, when the steering shaft 10b is steered with a large force, the lock pin 27 and the engagement hole 26 may be disengaged. Therefore, in order to sufficiently secure the engagement allowance between the lock pin 27 and the engagement hole 26 without excessively increasing the stroke of the lock pin 27, as shown in FIG. It is necessary to increase the outer diameter of the portion where the engagement hole 26 is formed. If the protrusion amount of the lock pin 27 is increased, the engagement allowance can be ensured. In this case, however, the rigidity of the lock pin 27 must be increased. . For this reason, such a structure is difficult to adopt.

  In the case of this example, a portion where the engagement hole 26 of the steering shaft 10 is formed is a deformed portion 28, and the diameter d of the circumscribed circle of the deformable portion 28 is made smaller than the inner diameter D of the bearing 22 and the sensor coil 31. The engagement hole 26 is brought close to the through hole 25 of the steering column 9. For this reason, the deformable portion 28 can pass through the bearing 22 and the sensor coil 31, and an engagement margin between the lock pin 27 protruding through the through hole 25 and the engagement hole 26 can be sufficiently secured. The diameter d of the circumscribed circle of the deformable portion 28 can be made small as long as this engagement margin can be secured. In the case of this example, as shown in FIG. 6, the deformed portion 28 is placed in the bearing 22 and the sensor coil 31 with the engagement hole 26 and the through hole 25 aligned in the circumferential direction. When it is passed, the central axis of the steering shaft assembly 43 is shifted from the central axis of the steering column assembly 42 in the direction away from the through hole 25 (upward direction in FIG. 6). And after passing, the central axes of both the assemblies 43 and 42 coincide.

The deformed portion 28 having the predetermined shape and size as described above is formed as follows. First, as shown in FIG. 10 (A) → (B), the axial intermediate portion of the hollow material 44, which is the material of the input shaft 17, is deformed so as to expand radially outward by hydroforming, The intermediate material 45 is used. At this time, the hollow material 44 is deformed so that the dimension in the direction (vertical direction in FIG. 10) connecting the central axis of the hollow material 44 and the portion where the engagement hole 26 is to be formed is increased.

  Thereafter, as shown in FIG. 10C, the intermediate material 45 is placed in a mold 46 and formed into a predetermined shape by pressing. And the 2nd intermediate material 47 which has the said deformation | transformation part 28 is obtained. The second intermediate material 47 is formed so that the width in the left-right direction in FIG. 10 becomes narrower toward the lower end toward the lower end with respect to the vertical direction in FIG. ing. Further, as shown in FIG. 10D, an engagement hole 26 is formed in a part of the second intermediate material 47 by stamping, cutting, laser processing, or the like using a press. And the input shaft 17 which has the said deformation | transformation part 28 is obtained. As described above, the input shaft 17 manufactured in this way is coupled to the output shaft 18 via the torsion bar 19 to form the steering shaft 10. Further, as described above, various members are assembled to the steering shaft 10 to form the steering shaft assembly 43. Then, as described above, the steering shaft assembly 43 is disposed in the steering column assembly 42 to obtain the steering device 8.

  In the case of the steering device 8 of this example configured as described above, the diameter d of the circumscribed circle of the deformed portion 28 in which the engagement hole 26 of the steering shaft 10 is formed is determined from the inner diameter D of the bearing 22 and the sensor coils 31 and 31. Therefore, the deformable portion 28 can pass through the bearing 22 and the sensor coils 31 and 31. Therefore, the steering shaft assembly 43 can be inserted into the steering column assembly 42 from the front end side of the housing 21 as described above. For this reason, in this example, the steering shaft 10 having the steering lock mechanism 11 can be easily assembled.

  Further, since the deforming portion 28 is formed by deforming a part of the input shaft 17 (outer shaft 23) constituting the steering shaft 10, for example, as shown in FIGS. In addition, it is not necessary to assemble another member such as a key lock collar to the steering shaft 10, and the manufacturing cost can be reduced. In the case of this example, since the deformed portion 28 is formed by utilizing hydroforming as described above, the deformed portion 28 can be easily processed.

  In addition to the above-described configuration, as shown in FIG. 11, a protruding member 48 such as a bolt or a synthetic resin pin may be provided on the opposite side of the engaging portion 26 of the deformable portion 28. That is, the projecting member 48 is provided in a state of projecting a predetermined amount from the outer peripheral surface of the deformed portion 28 on the side opposite to the engagement hole 26. Thus, even when a large torque is input to the steering wheel in the steering lock state, a part of the steering shaft 10 is not greatly displaced in the direction in which the engagement hole 26 and the through hole 25 are separated. The engagement between the engagement hole 26 and the lock pin 27 (see FIG. 2) can be made difficult to disengage.

  That is, when a large torque is input to the steering wheel, the steering shaft 10 having the steering wheel fixed at the rear end thereof is separated from the engagement portion between the engagement hole 26 and the lock pin 27 (see FIG. 11 upward). On the other hand, if the projecting member 48 is provided as described above, when such a force is applied, the projecting member 48 comes into contact with the inner peripheral surface of the steering column 9, and the steering shaft 10 is Further displacement can be prevented. As a result, the engagement between the engagement hole 26 and the lock pin 27 can be made difficult to disengage. The protruding member 48 is attached to the deformed portion 28 through the engagement hole 26 by, for example, screwing it into a small hole formed by a drill or the like with a screwdriver or the like.

The present invention can also be applied to a structure having a telescopic mechanism that can adjust the front-rear position of the steering wheel.
Although not included in the technical scope of the present invention, a structure in which a key lock collar having a circumscribed circle diameter smaller than the inner diameter of the bearing 22 and the sensor coils 31 and 31 is press-fitted into the steering shaft is also conceivable. However, in the case of such a structure, as described above, there is a problem that the manufacturing cost is increased due to press fitting.

Sectional drawing which shows one example of embodiment of this invention. 2 is a cross-sectional view taken along the line II in FIG. The figure equivalent to the II cross section of FIG. 1 which expands and shows only a steering shaft. The same figure as FIG. 1 which shows the state which a steering shaft displaces at the time of the impact absorption accompanying a secondary collision. Sectional drawing of a steering column assembly. Sectional drawing which shows the assembly process of a steering apparatus. The figure similar to FIG. 2 which shows the 1st example of the structure for comparing with this invention. The figure similar to FIG. 2 which shows a 2nd example similarly. Sectional drawing which shows the middle of the assembly of the steering apparatus of the 2nd example of the structure for comparing. The figure equivalent to the II cross section of FIG. 1 which shows the manufacturing process of a deformation | transformation part typically. The figure similar to FIG. 2 which shows another example of this invention. The principal part sectional drawing which shows an example of the conventional structure of the steering lock mechanism assembled | attached to a steering apparatus. FIG. 13A is a cross-sectional view of the roll of FIG. 12, showing a state when the key is locked, and FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Steering column 2 Lock pin 3 Through-hole 4 Steering wheel 5 Steering shaft 6 Key lock collar 7 Key lock hole 8 Steering device 9 Steering column 10, 10a, 10b Steering shaft 11 Steering lock mechanism 12 Torque sensor 13 Deceleration mechanism 14 Outer column 15 Inner column 16 Bracket 17 Input shaft 18 Output shaft 19 Torsion bar 20 Rolling bearing 21 Housing 22 Bearing 23, 23a Outer shaft 24 Inner shaft 25 Through hole 26 Engagement hole 27 Lock pin 28 Deformation part 29 Concave groove 30 Sleeve 31 Sensor coil 32 Engagement groove 33 Engagement projection 34 Seal ring 35 Seal lip 36 Worm wheel 37 Closing member 38 Bearing 39 Second bracket 40 Through hole 41 Bolt 42 Steering column assembly 43 Steering shaft assembly 44 Hollow material 45 Intermediate material 46 Mold 47 Second intermediate material 48 Projection member

Claims (5)

A cylindrical steering column supported by the vehicle body, a steering wheel fixed to the rear end, a steering shaft rotatably supported in the steering column, and rotation of the steering wheel in a predetermined state are prevented. A steering lock mechanism,
The steering shaft is supported at a front end portion in a housing fixed to the front end portion of the steering column,
The steering lock mechanism has a through hole and an engagement hole formed at positions aligned with each other in the axial direction of the steering column and the steering shaft, and a lock pin that is displaced radially in the through hole, In the predetermined state, the lock pin is displaced in the radial direction and engaged with the engagement hole, thereby preventing rotation of the steering shaft with respect to the steering column,
In the steering device disposed in the steering column, the steering shaft is inserted from the front end side of the housing in a state where the housing is fixed to the front end portion of the steering column.
A part of the steering shaft that forms the engagement hole is deformed in a direction in which the engagement hole approaches the through hole in a state where the engagement hole and the through hole are aligned with each other in the circumferential direction. The deformed part,
If the diameter of the circumscribed circle of the deformed portion is inside the steering column and the housing and the steering shaft passes through the portion where the steering shaft passes when the steering shaft is inserted, the steering shaft is temporarily in contact. A steering apparatus characterized by being smaller than an inner diameter of a member having the smallest inner diameter, in which a shaft cannot be inserted. A torque sensor for detecting steering torque is disposed between the housing fixed to the front end portion of the steering column and the portion near the front end of the steering shaft,
The steering shaft is composed of an input shaft disposed on the rear side and an output shaft disposed on the front side via a torsion bar, and a portion near the front end is rotatably supported in the housing via a bearing. And
The torque sensor is disposed around a portion near the front end of the steering shaft, and has a cylindrical sensor coil for detecting torsion of the torsion bar,
The steering shaft is inserted from the front end side of the housing in a state where the housing is fixed to the front end portion of the steering column, and the bearing and the sensor coil are arranged in the housing. Is to be placed,
The deformation part is formed in a part of the input shaft,
The member with the smallest inner diameter is a bearing or a sensor coil,
The steering apparatus according to claim 1, wherein a diameter of a circumscribed circle of the deformed portion is smaller than an inner diameter of the bearing and the sensor coil.   The steering apparatus according to claim 1 or 2, wherein at least a part of the steering shaft is hollow, and a deformed portion is formed in a part of the hollow part.   The input shaft constituting the steering shaft is formed by coupling the rear end portion of the inner shaft to the front end portion of the hollow outer shaft so as to be able to transmit the rotation and to be relatively displaceable in the axial direction. The steering apparatus according to claim 3, wherein a deformation portion is formed in part.   5. A method for manufacturing a steering apparatus according to claim 3, wherein a part of the hollow material is deformed in a direction in which it is expanded radially outward by hydroforming, and then predetermined by pressing. A method of manufacturing a steering device having a steering shaft having a deformed portion in a part by forming an engagement hole at a predetermined position of the inflated portion.

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