JP5293380B2 - Tilt-type steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a structure which effectively prevents the displacement of the vertical position of a steering wheel on a secondary collision and causes no unpleasant vibration or noise when the vertical position is adjusted. <P>SOLUTION: In a vertically fixed state of the steering wheel, an eccentric cam 23a for a tilt lock is engaged with a curved edge 54 of a support bracket 12c as shown in (A). When the vertical position of the steering wheel is adjusted, the eccentric cam 23a for a tilt lock is engaged with a step surface 46 at an outer column 13b side as shown in (B) to prevent rubbing between the eccentric cam 23a for a tilt lock and the curved edge part 54. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to an improvement of a tilt type steering apparatus for adjusting the vertical position of a steering wheel. Specifically, it has a structure that prevents the vertical position of the steering wheel from inadvertently changing during a secondary collision, and that does not generate unpleasant noise during normal vertical position adjustment work. It is realized.

  The automobile steering apparatus is configured as shown in FIG. 16, and transmits the rotation of the steering wheel 1 to the input shaft 3 of the steering gear unit 2, and a pair of left and right tie rods 4 in accordance with the rotation of the input shaft 3. 4 is pushed and pulled to give a steering angle to the front wheels. The steering wheel 1 is supported and fixed to the rear end portion of the steering shaft 5, and the steering shaft 5 is rotatably supported by the steering column 6 with the cylindrical steering column 6 inserted in the axial direction. Has been. Further, the front end portion of the steering shaft 5 is connected to the rear end portion of the intermediate shaft 8 via a universal joint 7, and the front end portion of the intermediate shaft 8 is connected to the input shaft 3 via another universal joint 9. Connected to.

  With such a steering device, a tilt mechanism for adjusting the vertical position of the steering wheel 1 and a telescopic mechanism for adjusting the front-rear position according to the physique and driving posture of the driver have been widely known. ing. In order to constitute the tilt mechanism, the steering column 6 is in the width direction with respect to the vehicle body 10 (the width direction is the width direction of the vehicle body and coincides with the left-right direction. Description and claims) The same is applied to the entire range.) The rocking displacement centering on the pivot 11 installed is supported. Further, the displacement bracket fixed to the rear end portion of the steering column 6 with respect to the support bracket 12 supported by the vehicle body 10 is the vertical direction and the front-rear direction (the front-rear direction refers to the front-rear direction of the vehicle body. The same throughout the specification and claims). Among these, in order to constitute a telescopic mechanism that enables displacement in the front-rear direction, the steering column 6 has a structure in which an outer column 13 and an inner column 14 are telescopically combined to expand and contract, and the steering shaft 5 The outer tube 15 and the inner shaft 16 are combined with each other so as to be able to transmit torque and expand and contract by spline engagement or the like. The illustrated example also incorporates an electric power steering device that reduces the force required to operate the steering wheel 1 using the electric motor 17 as an auxiliary power source.

  In the case of a tilt mechanism or a telescopic mechanism, the position of the steering wheel 1 can be adjusted or fixed at the adjusted position based on the operation of the adjustment lever, except for the electric mechanism. For example, in Patent Document 1, as shown in FIGS. 17 to 18, based on the rotation of the hook-shaped member 19 based on the adjusting lever 18, the axial dimension of the cam device 20 is expanded and contracted and the cam member 21 is oscillated and displaced. The structure to be made is described. In the case of this conventional structure, the movable bracket 22 fixed to the outer column 13a is engaged with and disengaged from the support bracket 12a based on the expansion and contraction of the cam device 20. Further, based on the rocking displacement of the cam member 21, whether the inner column 14a is slidable with respect to the outer column 13a is switched.

  In the case of the conventional structure described in Patent Document 1 as described above, the number of friction engagement portions in the case where the front and rear positions of the steering wheel 1 are fixed is increased as compared with the previous structure (prior structure). Thus, the strength and rigidity relating to the front-rear position fixing can be increased. However, there is room for improvement in order to enhance the driver protection so that the position of the steering wheel 1 does not change regardless of the large impact load applied to the steering wheel 1 in the event of a collision. This point will be described below.

  In the event of a collision accident, a so-called secondary collision in which the driver's body collides with the steering wheel occurs following a so-called primary collision in which the automobile collides with another automobile or the like. At the time of this secondary collision, a large impact load is applied to the steering wheel that is directed diagonally forward and upward. On the other hand, in the case of the conventional structure shown in FIGS. 16 to 18, since the force for fixing the steering wheel 1 at the adjusted position is obtained only by the frictional force, the position is shifted based on the large impact load. there is a possibility. Specifically, the position of the steering wheel 1 may move forward or upward. As a result, the positional relationship between the steering wheel 1 and the driver's body is shifted from the adjusted position (appropriate position). In this state, the airbag opened (inflated) behind the steering wheel 1 cannot effectively receive the driver's body, which is disadvantageous in terms of driver protection.

  Conventionally, the structures described in Patent Documents 2 and 3 are known as structures for preventing the steering wheel from shifting in a secondary collision. Of these, the structure described in Patent Document 3 is capable of rotating a tilt lock eccentric cam 23 on a movable bracket 22a fixed to a steering column 6a and a support shaft 26 as shown in FIG. Provided. Further, one end of a coil spring 25 as a connecting member is connected to the lower end of the tilt lock eccentric cam 23 so that the tilt lock eccentric cam 23 is counterclockwise as shown in FIG. Rotate in the direction. When the steering column 6a tends to be displaced upward at the time of the secondary collision, the tilt bracket uneven portion 24 provided on the front edge of the tilt lock eccentric cam 23 is provided with the support bracket 12b provided on the vehicle body side. By digging into the rear end edge, the upward displacement of the steering column 6a is prevented.

  In the case of the conventional structure described in Patent Document 3, the function of preventing the upward displacement is excellent. However, when the vertical position of the steering wheel 1 (see FIG. 16) is adjusted, the eccentric cam for tilt lock is used. 23 and the rear end edge of the support bracket 12b may cause unpleasant vibration and noise. That is, in the state where the tilt lock eccentric cam 23 is rotated in the clockwise direction of FIG. 19 by operating the adjustment lever in order to adjust the vertical position, the tilt lock eccentric cam 23 among the tilt lock eccentric cams 23 is used. There is a possibility that a portion on the opposite side to the concavo-convex portion 24 abuts on the rear end edge of the support bracket 12b. If the vertical position adjustment is performed in this state, the tilt lock eccentric cam 23 rattles based on the friction between the rear end edge and the movable bracket 22a, which may cause unpleasant vibration and noise. There is sex. The length of the coil spring 25 is regulated in relation to the amount of rotation of the adjustment lever, or the direction in which the tilt lock eccentric cam 23 hangs down by its own weight is regulated to adjust the vertical position. It is possible to keep the movable bracket 22a and the rear edge separated from each other as long as the conditions are met. However, in order to prevent the vibration and noise in this way, it is necessary to ensure the shape accuracy and dimensional accuracy of the coil spring 25, and the cost increases and the degree of design freedom decreases. For this reason, it may not necessarily be preferable depending on the structure of the tilt type steering apparatus.

Japanese Patent No. 3783524 US Pat. No. 6,039,350 US Pat. No. 7,021,660

  In view of the circumstances as described above, the present invention relates to a tilt type steering device that can adjust the vertical position of the steering wheel, and has a structure that can effectively prevent the vertical position of the steering wheel from shifting in the event of a secondary collision. The present invention has been invented to realize a structure in which no unpleasant vibration or noise is generated when the vertical position is adjusted.

The tilt type steering device of the present invention is similar to the conventionally known tilt type steering device, and includes a steering column, a steering shaft, a pair of support plates, a hook-shaped member, an adjustment lever, and a curved edge. And a support shaft, an eccentric cam for tilt lock, and a connecting member.
Among these, the steering column is supported directly or via another member so that the front part of the steering column can be displaced with respect to a pivot shaft installed in the width direction with respect to a portion fixed to the vehicle body.
The steering shaft is rotatably supported on the inner diameter side of the steering column, and a steering wheel is fixed to a rear end portion protruding rearward from the rear end opening portion of the inner column.
Further, the both support plate portions are supported with respect to the vehicle body with a part of the steering column being sandwiched from both sides in the width direction.
Further, the flange-shaped member is disposed in the width direction, and is formed at a position where the both support plate portions are aligned with each other, and is a long hole extending in the arc direction around the pivot, and the steering column A through hole formed in a portion that does not interfere with the steering shaft at a fixed portion is inserted. Then, with the rotation of the adjustment lever, the distance between the surfaces of the two support plate portions facing each other is enlarged or reduced.
The adjustment lever is provided at a base end portion of the bowl-shaped member, and expands / contracts the space between the mutually opposing surfaces of the support plate portions as it rotates. In order to increase or decrease the distance, the adjusting lever and the hook-shaped member may be rotated synchronously, or only the adjusting lever may be rotated without rotating the hook-shaped member. May be. In short, by rotating the rotating member and the non-rotating member opposed to the member in the rotating direction, an axial force is generated in the bowl-shaped member to expand or contract the interval.
The curved edge portion has an arc shape centered on the pivot and is provided on at least a part of the rear end edges of the support plate portions.
The support shaft is supported by a part of the outer column in a state of being arranged in parallel with the bowl-shaped member.
The tilt lock eccentric cam is supported at the end of the support shaft so as to be rotatable about the support shaft. The portion of the tilt lock eccentric cam that faces the curved edge is a tilt lock convex arc edge that increases in distance from the center of the support shaft as it goes upward. An uneven portion for tilt lock is formed at the convex arc edge. The shape of the uneven portion for tilt lock is a sawtooth shape or a triangular wave shape.
Further, the connecting member is provided between the tilt-lock eccentric cam and a portion that is displaced as the adjustment lever rotates. Then, the connecting member brings the eccentric cam for tilt lock closer to the curved edge portion in a state where the adjustment lever is rotated in a direction to reduce the distance between the both support plate portions, and the adjustment lever is moved in the reverse direction. The tilt-lock eccentric cam is moved away from the curved edge in the rotated state.

In particular, in the tilt type steering apparatus of the present invention, the stopper portion is provided in a state of projecting outward in the width direction on a part of the width direction side surface of the member on which the support shaft is installed.
Then, with the adjusting lever rotated in the reverse direction, the tilt lock eccentric cam and the curved edge contact with each other based on the engagement between the stopper portion and a part of the tilt lock eccentric cam. To prevent it.

According to the present invention configured as described above, it is possible to effectively prevent the vertical movement of the steering wheel at the time of a secondary collision, and unpleasant vibrations and noises can be generated when the vertical position is adjusted. No tilting steering device can be realized.
That is, when the steering column tends to be displaced upward in the event of a secondary collision, the tilt lock uneven portion of the tilt lock eccentric cam bites into the curved edge portion of the support plate, and the steering wheel is displaced upward. To prevent it.
Further, when the adjustment lever is rotated to adjust the vertical position of the steering wheel, the tilt lock eccentric cam and the curved edge portion are engaged with each other by the engagement of the tilt lock eccentric cam and the stopper. There is no contact. For this reason, with the adjustment of the vertical position, the eccentric cam for tilt lock and the curved edge portion of the support plate portion do not rub against each other, and unpleasant vibrations and noises may occur when the vertical position is adjusted. Absent.

The side view which shows the 1st example of embodiment of this invention. The figure which cut | disconnected a part and was seen from the right side of FIG. The figure which abbreviate | omitted one part and was seen from the other side. FIG. 2 is a perspective view seen from the lower right front side of FIG. 1. The perspective view shown in the state which took out some components and was seen from the same direction as FIG. The perspective view similarly shown in the state seen from the reverse direction with respect to FIG. Furthermore, the perspective view shown in the state which took out some components and was seen from the same direction as FIG. Similarly disassembled perspective view. II sectional drawing of FIG. The side view (A) which took out an outer column and was seen from the same direction as FIG. 1, and the end view (B) seen from the right side of (A). A state (A) in which the adjustment lever is rotated upward to fix the vertical position of the steering wheel, and a state (B) in which the adjustment lever is rotated downward to adjust the vertical position. The B section enlarged view of FIG. The side view seen from the same direction as FIG. 1 which shows the state similar to (A) and (B) of FIG. Side views of a second example (A) of the embodiment of the present invention and (B) for explaining a problem that occurs when the present invention is not applied. The side view (A) which shows the 3rd example of embodiment of this invention, and the figure (B) which looked at a part from the downward direction of (A). The side view which shows the 4th example of embodiment of this invention. The partial cutting side view which shows an example of the steering device for motor vehicles incorporating the position adjustment apparatus of a steering wheel. The longitudinal section side view which shows an example of the position adjustment apparatus of the steering wheel conventionally known. FIG. 18 is an enlarged relay cross-sectional view of FIG. 17. The partial side view which shows the structure which prevents the displacement to the upper direction of a steering column at the time of the secondary collision with which the position adjustment apparatus of the steering wheel known conventionally is equipped.

[First example of embodiment]
1 to 12 show a first example of the embodiment of the present invention. In this example, the present invention is combined with a tilt-type steering device for adjusting the vertical position of the steering wheel 1 (see FIG. 16) and a telescopic steering device capable of adjusting the front-rear position. The case where it applies to is shown. As shown in FIGS. 1 to 4, the steering wheel position adjusting device of this example enables the outer column 13 b to be oscillated and displaced about the pivot 11 a with respect to the support bracket 12 c. In addition, the height position of a steering wheel 1 (see FIG. 16) described later can be adjusted. Further, an inner column 14b is supported on the inner diameter side of the outer column 13b so as to be axially displaceable, and a steering shaft 5a is rotatably supported inside the inner column 14b. The position can be adjusted. The steering shaft 5a is formed by combining the outer tube 15a and the inner shaft 16a in a manner that allows torque transmission and expansion / contraction, as in the structure of FIG. Such a steering shaft 5a is rotatably supported only on the inner diameter side of the steering column 6b composed of the outer column 13b and the inner column 14b by a combination of a single-row deep groove type ball bearing and a needle bearing. ing. In this state, the steering wheel 1 can be fixed to a portion protruding from the rear end opening of the inner column 14b at the rear end portion of the steering shaft 5a (the inner shaft 16a).

  The support bracket 12c is formed by combining a front element 27 and a rear element 28, each formed by plastic processing a metal plate having sufficient strength and rigidity such as a steel plate. These elements 27 and 28 are not normally displaced relative to each other, but when a secondary collision occurs, the rear element 28 is displaced forward while absorbing impact energy with respect to the front element 27 which is coupled and fixed to the vehicle body. It is configured to do. For this reason, in the case of the present example, the bolts 30 inserted through the long holes 29a, 29b formed in the front-rear direction in the width direction both ends of the front element 27 and the width of both ends of the rear element 28, 30 and a nut 77 (see FIG. 4) are screwed together, and the bolts 30, 30 and the nut 77 are tightened with a predetermined torque. Further, a sliding plate is sandwiched between the abutting surfaces of the front element 27 and the rear element 28. Further, a long hole 32 that is long in the front-rear direction is formed at a position where the pair of side wall portions 31, 31 provided in the upper half of the front element 27 are aligned with each other.

  In this example, both ends of the pivot 11a are engaged with these long holes 32 so as to be capable of displacement in the front-rear direction. Further, an energy absorbing member is provided between the front element 27 and the outer column 13b to allow the front element 27 to be displaced forward with respect to the front element 27 by plastic deformation in the extending direction. . In the case of this example, the above-described structure prevents the relative displacement between the elements 27 and 28 in the normal state and absorbs the impact energy in the secondary collision. 28 is allowed to allow forward displacement.

  It should be noted that the structure for enabling relative displacement prevention between the elements 27 and 28 in a normal state and allowing forward displacement while absorbing impact energy at the time of a secondary collision is described above. It is also possible to configure using the long hole 32. In this case, each of the long holes 32 has a width dimension of each rear end portion larger than a width dimension of an intermediate portion or a front end portion (a portion other than the rear end portion for supporting both ends of the pivot 11a). To do. Then, both end portions of the pivot shaft 11a are supported at the rear end portions of both the long holes 32, and the width dimension of the intermediate portion or the front end portion of both the long holes 32 is set to both end portions (or the pivot shafts) of the pivot shaft 11a. The outer diameter of a sleeve or the like fitted around both ends of 11a is made smaller. Then, both end portions of the pivot 11a are supported on the front-rear direction intermediate portions of the side wall portions 31, 31 of the front element 27 without backlash in the front-rear direction and the up-down direction.

  The outer column 13b is also referred to as a housing member, and is made by casting a light metal such as an aluminum alloy, and includes a main portion 33, a pivotally supported portion 34, and a sandwiched portion 35. Of these, the main portion 33 is formed with a slit-like discontinuous portion 36 at the lower end portion extending from the rear end portion to the intermediate portion with respect to the axial direction so that the portion excluding the front end portion is formed in a cylindrical shape. Yes. Therefore, at least the inner diameter of the main portion 33 near the rear end can be elastically expanded and reduced. Further, the pivoted support portion 34 is provided in a state of protruding upward from the front end portion of the main portion 33, and the left and right outer surfaces are parallel to each other. Further, the sandwiched portion 35 is provided on the lower surface of the intermediate portion of the main portion 33 in such a manner that the discontinuous portion 36 is sandwiched from both left and right sides and protrudes downward, and the left and right outer surfaces are substantially parallel to each other. Thus, the distance between these two outer surfaces is larger than the outer diameter of the main portion 33.

  The outer column 13b as described above is in a state in which the pivot 11a inserted through the rear end portions of the long holes 32 at the center portion of the side wall portions 31, 31 penetrates the pivoted support portion 34 in the width direction. By being inserted through the provided through hole 37 (see FIGS. 10 and 12), the support bracket 12b is supported so as to be able to swing and displace. The pivot 11a is prevented from coming out of the holes 32 and 37 by a nut 38 screwed to the tip.

  On the other hand, the rear element 28 includes a pair of mounting plate portions 39 and 39 for mounting on the lower surface of the rear end portion of the front element 27 as shown in FIGS. The pair of left and right support plate portions 40, 40 are provided in parallel with each other in a state of hanging downward from the latter half portion of 39. Then, long holes 41 and 41 (long holes described in the claims) that are long in the arc direction (obliquely up and down direction) centered on the pivot 11a are formed in the portions of the support plate portions 40 and 40 that are aligned with each other. Forming. Further, for example, a saddle-shaped member 19a as shown in FIGS. 4 to 6 is provided in both the long holes 41, 41 and a through hole 42 provided in a state of penetrating the sandwiched portion 35 of the outer column 13b in the horizontal direction. It is inserted. This flange-shaped member 19a is for expanding and contracting the space between the opposing surfaces of the two support plate portions 40, 40 as the adjusting lever 18a is rotated. It protrudes from the outer surface of 40,40. Then, the base portion of the adjusting lever 18a is assembled to the base end portion (the right end portion in FIGS. 4 to 6) of the flange-shaped member 19a, and the holding plate 43 externally fitted to the tip end portion (the left end portion in FIGS. 4 to 6). The outer surface is held down by a nut 44 to prevent the holding plate 43 from coming off.

  Further, a cam device 20 (see FIG. 18 described above) is provided between the inner side surface of the base end portion of the adjustment lever 18a and the outer side surface of one of the support plate portions 40 (left side in FIGS. 4 to 6), and the adjustment is performed. With the rotation of the lever 18a, the interval between the both side surfaces can be enlarged or reduced. When adjusting the position of the steering wheel 1, as shown in FIG. 11B, the adjustment lever 18a is rotated downward, and the inner side surface of the base end portion of the adjustment lever 18a and the one support The space | interval with the outer surface of the board part 40 is shortened. Then, the interval between the inner side surfaces of the pair of support plate portions 40, 40 is elastically expanded, and the inner side surface of both the support plate portions 40, 40 and the outer side surface of the sandwiched portion 35 of the outer column 13b. The surface pressure of the contact portion is reduced or lost, and the position of the steering wheel 1 can be adjusted. After the position adjustment, if the adjustment lever 18a is rotated upward as shown in FIGS. 1, 3 and 11A, the inner side surface of the base end portion of the adjustment lever 18a and the one support plate portion 40 will be described. The distance between the inner surfaces of the two support plate portions 40, 40 is reduced instead of increasing the distance between the outer surface and the inner surface of the two support plate portions 40, 40 and the outer surface of the sandwiched portion 35. The contact surface pressure increases, and the steering wheel 1 is supported at the adjusted position. In order to increase or decrease the distance, it is sufficient that the pair of cam members constituting the cam device 20 is relatively displaced in the rotational direction as the adjusting lever 18a is rotated. The hook-shaped member 19a may rotate together with the adjusting lever 18a, but does not necessarily rotate (it may be displaced only in the axial direction without rotating).

Furthermore, in the case of this example, the following structure prevents the steering wheel 1 from shifting in the event of a secondary collision, and uncomfortable vibrations and noises occur when adjusting the position of the steering wheel 1. It does not occur. For this purpose, for example, as shown in FIG. 10, a pivoting convex portion 45 is provided on the rear end surface of the sandwiched portion 35 of the outer column 13 b so as to protrude rearward from the sandwiched portion 35. The pivoting convex portion 45 is also provided with the discontinuous portion 36 sandwiched from both sides in the width direction. Further, as shown in FIG. 10B, the width dimension W ₄₅ of the pivoting convex part 45 is smaller than the width dimension W ₃₅ of the sandwiched part 35 (W ₄₅ <W ₃₅ ). Therefore, both end portions in the rear end surface width direction of the sandwiched portion 35 are stepped surfaces 46 and 46. Both the step surfaces 46 and 46 correspond to the stopper portion described in the claims.

  A support shaft 48 is rotatably inserted into a through-hole 47 formed so as to penetrate the pivoting convex portion 45 as described above in the width direction. The support shaft 48 is arranged in parallel with the flange-shaped member 19a. As shown in FIG. 8, the support shaft 48 has a head 49 at the base end (left end in FIG. 8) and a front end (in FIG. 8). The right end part) has a male threaded part 50 respectively. Further, a portion between the head 49 and the male screw portion 50 is a large-diameter non-cylindrical portion 51, a cylindrical portion 52, and a small-diameter non-cylindrical portion 53 in order from the head 49 side. Of these portions 51 to 53, tilt lock eccentric cams 23 a and 23 b are respectively rotated relative to the support shaft 48 on both the large-diameter side and small-diameter side non-cylindrical portions 51 and 53. It is externally fitted in a blocked state (rotates in synchronization with the support shaft 48).

  In the state in which the steering wheel position adjusting device is assembled, the outer half portions in the width direction of the eccentric cams 23a and 23b for both tilt locks are provided on the rear element 28 of the support bracket 12c. , 40 facing or abutting on the rear end edge (phases in the width direction coincide). The rear end edges of these support plate portions 40, 40 are convex arc-shaped curved edges 54, 54 centered on the pivot 11a. Therefore, as the vertical position of the steering wheel 1 is adjusted, the distance between the support shaft 48 and the curved edges 54 and 54 changes even when the support shaft 48 moves up and down with respect to the rear element 28. There is no. Further, of the outer peripheral edge portions of the eccentric cams 23a and 23b for both tilt locks, the portion facing the curved edge portions 54 and 54 is, for example, as shown in FIGS. The position of the support shaft 48 is inclined in the direction in which the distance from the center of the support shaft 48 increases as it goes to the same. It is a convex arc edge for tilt lock that is biased upward from the center of the support shaft 48. The tilt lock uneven portion 55 is formed on the tilt lock convex arc edge. The tilt lock uneven portion 55 has a sawtooth shape or a triangular wave shape. Further, a driven arm portion 56 is formed on the outer peripheral edge portion of one (leftward in FIGS. 4 to 8) of the tilt lock eccentric cam 23a so as to protrude radially outward.

  Further, in the case of the structure of the present example, as shown in FIGS. 1, 3, 8, and 12, for example, the tilt lock concavo-convex portion 55 is formed in the outer peripheral edge portions of the tilt lock eccentric cams 23a and 23b. A stopper 57 for preventing excessive rotation at the time of collision and a stopper 58 for preventing excessive rotation at the time of adjustment are provided at portions sandwiched from both sides in the circumferential direction. Of these, the over-rotation preventing stopper 57 at the time of collision is provided in a portion adjacent to the upper side (large-diameter side end portion) of the tilt lock uneven portion 55, and the top portion thereof is the tilt lock uneven portion. It exists in the tangential position of the outer diameter side edge part of the part 55 substantially. On the other hand, the adjustment excessive rotation prevention stopper 58 is provided at a portion (lower portion) slightly apart in the circumferential direction from the lower end portion (small diameter side end portion) of the tilt lock uneven portion 55. It is provided in a state of sufficiently protruding from In the assembled state of the steering wheel position adjusting device, the inner half of the width direction of the adjustment excessive rotation prevention stopper 58 faces or abuts against the step surfaces 46 and 46 (phases in the width direction match). ). Each of the tilt lock eccentric cams 23a and 23b having such a configuration constitutes the rear element 28 of the support bracket 12b, such as medium carbon steel, high carbon steel, carburized steel, and bearing steel. It is made of a metal material harder than a metal material such as low carbon steel or aluminum alloy.

  On the other hand, a telescopic lock eccentric cam 59 is fitted on the intermediate portion of the support shaft 48 at the end near the column portion 52 of the large-diameter non-column portion 51 so as to be rotatable relative to the support shaft 48. doing. In the state where the steering wheel position adjusting device is assembled, the telescopic lock eccentric cam 59 enters the discontinuous portion 36 of the outer column 13b and the outer peripheral surface of the inner column 14b (the lower surface in this example). Opposite. Of the outer peripheral edge of the telescopic lock eccentric cam 59, the portion facing the outer peripheral surface of the inner column 14b is inclined in a direction in which the distance from the center of the support shaft 48 increases toward the rear. A convex arc edge for telescopic locking. The telescopic lock concavo-convex portion 60 is formed on the convex arc edge of the telescopic lock. Similarly to the tilt lock uneven portion 55, the telescopic lock uneven portion 60 has a sawtooth shape or a triangular wave shape. Further, in the case of the structure of the present example, a portion of the outer peripheral edge portion of the telescopic lock eccentric cam 59 that is rearward from the large-diameter side end portion of the telescopic lock uneven portion 60 is subjected to a collision. The over-rotation preventing stopper 61 is provided so as to protrude sufficiently rearward from the portion. Such a telescopic lock eccentric cam 59 is also harder than metal materials such as medium carbon steel, high carbon steel, carburized steel, bearing steel, and the like, which constitute the inner column 14b, such as low carbon steel and aluminum alloy. Made of metal material.

  A telescopic lock biasing spring 62 is provided between the telescopic locking eccentric cam 59 and the support shaft 48 as described above, for example, as shown in FIGS. This telescopic lock urging spring 62 is formed by bending a spring steel wire rod, and can be fitted on the large-diameter non-cylindrical portion 51 of the support shaft 48 while preventing relative rotation (shaft). A base portion 63 (oblong in shape when viewed from the direction), an elastic pressing portion 64 projecting radially outward from the base portion 63, and a latch formed by bending the distal end portion of the elastic pressing portion 64 into a crank shape. Part 65. Such a telescopic lock urging spring 62 is configured such that the base portion 63 is fitted on the large-diameter non-cylindrical portion 51, and the locking portion 65 is formed at the rear end portion of the telescopic lock eccentric cam 59. By being locked in the locking hole 66, the telescopic locking eccentric cam 59 and the support shaft 48 are spanned. In this state, the telescopic lock cam 60 is pressed against the lower surface of the inner column 14b against the support shaft 48 against the telescopic locking cam 59 (counterclockwise in FIGS. 4 to 7, 11, and 12). ) Is given the elasticity to rotate.

  Further, a rotating power transmission spring 67, which is a connecting member described in claims, is provided between the adjustment lever 18a and the support shaft 48, and the movement of the adjustment lever 18a can be transmitted to the support shaft 48. It is said. In the case of this example, the rotational power transmission spring 67 is formed by bending a wire made of spring steel, and the drive side provided at the base end portion of the adjusting lever 18a at the base end portion. A drive side engagement portion 69 is formed at the distal end portion of the driven arm portion 56 of the tilt lock eccentric cam 23a at the distal end portion of the drive side engagement portion 69 for engaging with the engagement hole 68 (see FIG. 6). A driven side locking portion 71 for locking to the stop hole 70 (see FIGS. 1 and 6 to 7) is formed. Moreover, the coil part 72 for ensuring the bending amount is provided in the intermediate part. Then, by locking the driving side locking portion 69 in the driving side locking hole 68 and the driven side locking portion 71 in the driven side locking hole 70, the adjustment lever 18a and the A support shaft 48 is connected via the tilt lock eccentric cam 23 a and the rotational power transmission spring 67 so that the movement of the adjustment lever 18 a can be transmitted to the support shaft 48. The coil portion 72 is provided to give an appropriate elasticity to the tilt lock eccentric cam 23a regardless of some manufacturing errors.

  With this configuration, the adjusting lever 18a is rotated upward as shown in FIGS. 1, 3 and 11A, and the position of the steering wheel 1 is fixed. The support shaft 48 is rotated counterclockwise in FIGS. 1, 4 to 9, 11, and 12. With this rotation, the lower end portion to the intermediate portion of the tilt lock uneven portion 55 of the pair of tilt lock eccentric cams 23a and 23b fixed to both ends of the support shaft 48 are moved to the support bracket side. The front end portion of the telescopic locking uneven portion 60 of the telescopic locking eccentric cam 59 supported by the intermediate portion of the support shaft 48 is pressed against the lower surface of the inner column 14b. I have to.

The steering wheel position adjusting device of the present example configured as described above operates as follows to make it possible to adjust the vertical position and the front / rear position of the steering wheel 1, and at the time of a secondary collision, the steering wheel 1. The position of the vehicle is prevented from shifting upward or forward, thereby enhancing the protection of the driver who collides with the steering wheel 1.
First, when adjusting the position of the steering wheel 1, the adjusting lever 18a is rotated clockwise from the state shown in FIG. 11A to the state shown in FIG. As a result, as described above, due to the function of the cam device, the surface pressure of the contact portion between the inner surface of the support plate portions 40, 40 and the outer surface of the sandwiched portion 35 of the outer column 13b is reduced or lost. To do.

  In this state, the support shaft 48 also rotates in the clockwise direction in FIG. 11, and therefore the tilt lock and telescopic lock eccentric cams 23a, 23b, and 59 supported by the support shaft 48 are also shown in FIG. Rotate clockwise. Then, as shown in FIG. 11 and FIG. 12B, the entire tilt lock uneven portion 55 is separated from the curved edge portion 54. Further, in this state, the telescopic lock urging spring 62 rotates over a stroke that loses the elasticity that presses the telescopic lock eccentric cam 59 against the lower surface of the inner column 14b. As a result, the telescopic locking uneven portion 60 of the telescopic locking eccentric cam 59 is also separated from the lower surface of the inner column 14b. In this state, the vertical position and front / rear position of the steering wheel 1 can be adjusted. The vertical position can be adjusted by moving the flanged member 19a along the long holes 41, 41 of the support plate portions 40, 40 and swinging the outer column 13b around the pivot 11a. Do. The front / rear position is adjusted by sliding the inner column 14b with respect to the outer column 13b in the axial direction.

  In the case of this example, both the tilt lock eccentric cams 23a and 23b are provided with an adjustment excessive rotation prevention stopper 58, respectively. Therefore, the amount of rotation of the eccentric cams 23a and 23b for both tilt locks is limited by the engagement of the stopper 58 for preventing excessive rotation during adjustment and the step surfaces 46 and 46. That is, when the adjusting lever 18a is rotated downward to adjust the position of the steering wheel, the tilt lock eccentric cam 23a (23b) is moved as shown in FIGS. The leading end portion of the stopper 58 for preventing excessive rotation at the time of adjustment hits the step surface 46 existing on the outer surface of the outer column 13b. In this state, the entire tilt lock eccentric cam 23 a (23 b) is separated from the curved edge portion 54 of the support plate 40. In other words, even if the operation amount of the adjusting lever 18a becomes excessive (even if it is rotated downward and excessively), the tilt lock eccentric cams 23a and 23b are excessive in the clockwise direction of FIGS. It will never rotate. As a result, when the adjusting lever 18a is rotated downward, a part of the tilt lock eccentric cams 23a, 23b interferes with the curved edges 54, 54 of the support plate portions 40, 40. There is no problem, and the vertical position adjustment of the steering wheel 1 can be performed smoothly (without causing unpleasant vibrations and noises and making the driver feel uncomfortable).

  After adjusting the steering wheel 1 to a desired position as described above, the adjusting lever 18a is moved in the direction opposite to the predetermined direction (counterclockwise in FIGS. 1, 11, and 12), for example, as shown in FIGS. As shown in (A), the adjusting lever 18a is swung upward until it is substantially parallel to the outer column 13b and the inner column 14b. As a result of the swinging in the reverse direction, the two support plate portions 40, 40 strongly hold the outer column 13b from both sides in the width direction by the operation of the cam device as described above, so that the vertical position of the steering wheel 1 is increased. Is fixed. At the same time, as the width dimension of the discontinuous portion 36 is reduced, the inner diameter of the outer column 13b is reduced, and the inner peripheral surface of the outer column 13b is strongly pressed against the outer peripheral surface of the inner column 14b. , 14b is prevented from relative displacement in the axial direction, and the front-rear position of the steering wheel 1 is fixed.

  In this manner, in a state where the adjustment lever 18a is swung upward until the position of the steering wheel 1 is fixed, the support shaft 48 is moved in the same direction as the adjustment lever 18a by the rotational force transmission spring 67. Rotate (counterclockwise in FIGS. 1, 11, and 12). 11 and 12A, from the center of the support shaft 48 of the tilt lock convex arc edge (tilt lock uneven portion 55) of the tilt lock eccentric cam 23a (23b). The portion near the lower end where the distance is the smallest comes into contact with the curved edge portion 54 provided at the rear end edges of the support plate portions 40, 40. Of the convex arc edge for telescopic locking (telescopic locking concave-convex portion 60) of the telescopic locking eccentric cam 59, the portion near the front end where the distance from the center of the support shaft 48 is the smallest is the inner column. It contacts the outer peripheral surface (lower surface) of the lower end of 14b.

  In addition, in the state which rotated the adjustment lever 18a upward as shown to FIG. 1, 3 and FIG. 11 (A), the force with which both said support plate parts 40 and 40 clamp the said outer column 13b is appropriate. At the same time, the lower end portion or the middle portion of the tilt lock uneven portion 55 of the tilt lock eccentric cams 23a, 23b abuts against the curved edge portions 54, 54 on the support bracket side, and further, the telescopic lock It is necessary to abut the front end portion of the telescopic locking uneven portion 60 of the eccentric cam 59 against the lower surface of the inner column 14b. Of these, the holding force is set to an appropriate value, and at the same time, the lower end portion or the intermediate portion of the tilt lock uneven portion 55 abuts against the curved edge portions 54, 54 on the support bracket side. This can be easily done by adjusting the axial position of the holding plate 43 with the nut 44 screwed into the male threaded portion at the tip.

  However, when the telescopic lock eccentric cam 59 is fixed to the support shaft 48, the shape accuracy of each portion is strictly controlled so as to strictly regulate the positional relationship between the telescopic lock uneven portion 60 and the inner column 14b. Therefore, it is necessary to increase the dimensional accuracy and the assembly accuracy, and the cost increases. On the other hand, in the case of this example, since the telescopic lock eccentric cam 59 is supported so as to be able to swing and displace with respect to the support shaft 48, a steering wheel can be used without particularly increasing the accuracy. When the position of 1 is fixed, the engagement relationship between the parts can be regulated as described above. In addition, a steering wheel position adjusting device that can reliably obtain the required performance can be realized at low cost.

  As shown in FIGS. 1 to 3 and FIGS. 11 and 12 (A), with the steering wheel 1 fixed, the inner column 14b and the outer column 13b When an upward impact load is applied, the position of the steering wheel 1 is prevented from shifting as follows. First, the upward displacement of the steering wheel 1 is caused by the tilt lock uneven portion 55 provided at the tilt arc convex arc edge of the tilt lock eccentric cams 23a (23b) being bent by the support plate portion 40. This is prevented by biting into the edge 54. That is, when the outer column 13b tends to be displaced upward with respect to the support plate portion 40 (the support bracket 12b provided with) at the time of a secondary collision, the curved edge portion 54 and the both tilt lock uneven portions 55 , The tilt lock eccentric cam 23a (23b) tends to rotate about the support shaft 48 in the counterclockwise direction of FIGS. 1, 11 and 12 and in the clockwise direction of FIG. Become.

  Therefore, a portion of the tilt lock uneven portion 55 that meshes with the curved edge portion 54 is located above the tilt lock uneven portion 55, that is, a distance from the center of the support shaft portion 41 is large. It tends to move to the part. As a result, the biting depth of the tilt lock uneven portion 55 with respect to the curved edge portion 54 gradually increases. Since a large resistance acts on the increase of the biting depth in this way, it is possible to suppress the steering wheel 1 from being displaced upward. When the impact load associated with the secondary collision is large and the amount of rotation of the tilt lock eccentric cam 23a (23b) increases, the over-rotation prevention stopper 57 at the time of collision hits the curved edge portion 54, and the tilt lock The eccentric cam 23a (23b) does not rotate any more. In this state, the force for suppressing the upward displacement of the steering wheel 1 is sufficiently large, and the steering wheel 1 is not displaced further upward. Since the tilt lock eccentric cam 23a (23b) is harder than the material of the rear element 28, the bite is surely performed.

  Further, as the inner column 14b tends to be displaced forward, a portion of the telescopic lock concavo-convex portion 60 that meshes with the lower surface of the inner column 14b is formed on the telescopic lock concavo-convex portion 60. It tends to move backward, that is, to a portion where the distance from the center of the support shaft portion 41 is large. As a result, the biting depth of the telescopic lock concavo-convex portion 60 with respect to the lower surface of the inner column 14b gradually increases. Since a large resistance acts on the increase of the biting depth in this way, it is possible to suppress the steering wheel 1 from being displaced forward. When the impact load due to the secondary collision is large and the amount of rotation of the telescopic locking eccentric cam 59 increases, the collision excessive rotation preventing stopper 61 comes into contact with the lower surface of the inner column 14b and the telescopic locking eccentric cam. 59 will not rotate any further. In this state, the force for suppressing the forward displacement of the steering wheel 1 is sufficiently large, and the steering wheel 1 is not displaced further forward. Note that the telescoping lock cam 59 is harder than the inner column 14b, so that the biting is surely performed.

  As a result of the engagement of the concave and convex portions 55 and 60 of the eccentric cams 23a, 23b and 59 described above with the mating surface, a large force is applied to prevent the steering wheel 1 from being displaced forward and upward. The position of the steering wheel 1 can be effectively prevented from shifting. At this time, in order to bite the tilt lock uneven portion 55 of the convex arc edge for tilt lock into the curved edge portion 54, the telescopic lock uneven portion 60 of the convex arc edge for telescopic lock is formed on the lower surface of the inner column 14b. Each of the forces required for the bite to go into is small in the initial stage and gradually increases. Such characteristics are preferable in terms of protecting the driver by absorbing impact energy transmitted from the steering wheel 1 to the inner column 14b and the outer column 13b. In other words, the impact applied to the driver's body at the moment of the occurrence of a secondary collision can be kept low, and the force to support the driver's body can be gradually increased to ensure the freedom of tuning to enhance the driver's protection. This is advantageous from the viewpoint of performance.

  As described above, the magnitude of the force acting in the direction to stop the movement of the steering wheel 1 in the initial stage of the secondary collision is the degree of change in the diameter of the uneven portions 49 and 57 for the tilt lock and telescopic lock. Can be adjusted. In any case, when the holding force gradually increases as described above and exceeds the supporting force (detachment load) of the rear element 28 with respect to the front element 27, the rear element 28, together with the outer column 13b, Regardless of the meshing between the telescoping concave and convex portions 57 and the lower surface of the inner column 14b, it starts to move forward. At this time, the energy absorbing member stretched between the front element 27 and the outer column 13b is extended. Alternatively, the outer column 13b is displaced forward together with the pivot 11a while expanding the width dimension of the middle part or the front end of the long holes 32 by both ends of the pivot 11a. In any case, the steering wheel 1 is displaced forward while the impact energy applied to the body of the driver colliding with the steering wheel 1 is reduced.

[Second Example of Embodiment]
FIG. 13A shows a second example of the embodiment of the present invention. In the case of this example, the sandwiched portion 35a is provided on the upper surface of the outer column 13c, and the position adjustment of the steering wheel 1 (see FIG. 16) including the flange-shaped member 19a and the support shaft 48 is controlled. Each member is disposed above the outer column 13c. Such a structure is effective in terms of protecting the driver's knee part in the event of a collision by eliminating the part that protrudes greatly downward from a part of the outer column 13c. However, in such a structure, as shown in FIG. 13 (B), in order to adjust the position of the steering wheel 1, the adjustment lever is turned downward and the assembly angle θ or tilt to the vehicle is adjusted. Depending on the arrangement of the locking eccentric cam 23c, the tilt locking eccentric cam 23c can easily come into contact with the curved edge portion 54a of the support plate portion 40a of the support bracket 12d due to its own weight. Therefore, in the case of the structure of this example, a portion where the base portion of the tilt lock eccentric cam 23c is pivotally supported on both the left and right side surfaces of the sandwiched portion 35a is recessed in the width direction, and the portion below the portion is claimed. A step surface 46a is provided which functions as a stopper portion described in the above section. The tilt lock eccentric cam 23c is limited based on the engagement with the stepped surface 46a while the adjustment lever is rotated downward, and the tilt lock eccentric cam 23c is limited. And the curved edge portion 54a are not in contact with each other. The configuration and operation of the other parts are the same as those of the first example of the above-described embodiment except that the displacement direction of each part is regulated in accordance with the arrangement of the respective members above the outer column 13c. Therefore, the illustration and description regarding the equivalent part are omitted.

[Third example of embodiment]
FIG. 14 shows a third example of the embodiment of the present invention. In the case of this example, the first example of the embodiment described above and the second example of the embodiment described above both produce the outer columns 13b and 13c by casting a light alloy. Is made by bonding and fixing parts formed by bending a metal plate such as a steel plate or an aluminum alloy plate by welding, brazing or the like. That is, the cylindrical steering column main body 73, the pivot bracket 74 that is the pivoted support portion, and the lifting bracket 75 that is the sandwiched portion are all formed by bending a metal plate. The pivot bracket 74 is coupled and fixed to the upper surface of the front end portion of the steering column main body 73 and the lifting bracket 75 is coupled to the lower surface of the intermediate portion. In accordance with this, a step surface 46b, which is a stopper portion for restricting the rotation of the tilt lock eccentric cam 23c when the position of the steering wheel 1 (see FIG. 16) is adjusted, is replaced with a metal plate constituting the elevating bracket 75. It is made by bending a crank section. The structure of this example is intended to be implemented with a tilt function only and not a telescopic function. However, by making the diameter of a part of the steering column body 73 expandable, the telescopic function is provided. It is also possible to make it. Since the configuration and operation of other parts are the same as those of the first example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Fourth Example of Embodiment]
FIG. 15 shows a fourth example of the embodiment of the present invention. In the case of this example, by providing protrusions 76 on both side surfaces of the clamped portion 35b of the outer column 13d, the rotation of the tilt lock eccentric cam 23c is restricted when adjusting the position of the steering wheel 1 (see FIG. 16). It is used as a stopper for this purpose. The protrusion 76 can be formed integrally with the outer column 13d when casting the outer column 13d, or can be formed by driving a pin later or screwing a screw. Further, the protrusion 76 may have a shape such as a hemispherical shape, a truncated cone shape, or the like that can restrict the rotation of the protrusion 76 by engagement with the tilt lock eccentric cam 23c. Since the configuration and operation of other parts are the same as those of the first example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Tie rod 5, 5a Steering shaft 6, 6a Steering column 7 Universal joint 8 Intermediate shaft 9 Universal joint 10 Car body 11, 11a Axis 12, 12a, 12b, 12c, 12d Support bracket 13, 13a, 13b, 13c, 13d Outer column 14, 14a, 14b Inner column 15, 15a Outer tube 16, 16a Inner shaft 17 Electric motor 18, 18a Adjusting lever 19, 19a Saddle-shaped member 20 Cam device 21 Cam member 22, 22a Movable Side bracket 23, 23a, 23b, 23c Tilt lock eccentric cam 24 Tilt lock uneven part 25 Coil spring 26 Support shaft 27 Front element 28 Rear element 29a, 29b Long hole 30 Bolt 31 side Wall portion 32 Long hole 33 Main portion 34 Pivot support portion 35, 35a, 35b Clamped portion 36 Discontinuous portion 37 Through hole 38 Nut 39 Mounting plate portion 40, 40a Support plate portion 41 Long hole 42 Through hole 43 Holding plate 44 Nut 45 Projection for pivot 46, 46a, 46b Stepped surface 47 Through hole 48 Support shaft 49 Head 50 Male thread 51 Large non-cylindrical part 52 Cylindrical part 53 Small non-cylindrical part 54, 54a Curved edge 55 Tilt lock Concavity and convexity portion 56 Driven arm portion 57 Stopper for preventing excessive rotation during collision 58 Stopper for preventing excessive rotation during adjustment 59 Eccentric cam for telescopic lock 60 Convex and concave portion for telescopic lock 61 Stopper for preventing excessive rotation during collision 62 Telescopic lock Urging spring 63 base 64 elastic pressing portion 65 locking portion 66 locking hole 67 power transmission spring 68 driving side locking hole 69 driving side locking portion 70 driven Locking holes 71 driven side locking portion 72 coil unit 73 the steering column body 74 pivotally bracket 75 lift bracket 76 protruding 77 Nut

Claims (1)

  Steering column supported directly or via other members to enable swinging displacement around the pivot axis installed in the width direction with respect to the part fixed to the vehicle body, and the inner diameter of this steering column The steering shaft is fixed to the rear end of the steering column and is fixed to the rear end of the steering column. The steering shaft is fixed to the rear end of the steering column. A pair of support plate parts supported with respect to the vehicle body, a long hole extending in a circular arc direction centering on the pivot, and fixed to the steering column. Between the opposing surfaces of the two support plate portions disposed in the width direction with a through hole formed in a portion not interfering with the steering shaft in the portion At least one of a hook-shaped member for expanding and contracting the gap, an adjustment lever provided at a base end portion of the hook-shaped member for expanding and contracting the gap with rotation, and a rear edge of the both support plate portions. An arc-shaped curved edge portion centered on the pivot, a support shaft supported by a part of the outer column in a state of being arranged in parallel with the flange-shaped member, and the support shaft Between the tilt-lock eccentric cam and the portion displaced with the rotation of the adjusting lever. A tilt lock convex arc edge whose distance from the center of the support shaft increases as it goes upward in a portion of the tilt lock eccentric cam facing the curved edge portion. The tilt lock is formed on the convex arc edge for tilt lock. And the connecting member moves the tilt lock eccentric cam closer to the curved edge in a state in which the adjustment lever is rotated in a direction to reduce the distance between the support plate portions. In the tilt type steering apparatus in which the tilt lock eccentric cam is moved away from the curved edge portion with the adjusting lever rotated in the reverse direction, the width of a part of the member on which the support shaft is installed A stopper is provided on the lateral side surface so as to protrude outward in the width direction, and the adjustment lever is rotated in the reverse direction based on the engagement between the stopper and a part of the eccentric cam for tilt lock. A tilt-type steering device that prevents the tilt-lock eccentric cam from contacting the curved edge portion.

Images