JP5796553B2

JP5796553B2 - Tilt-type steering device

Info

Publication number: JP5796553B2
Application number: JP2012156115A
Authority: JP
Inventors: 洋平中里; 恒山本
Original assignee: NSK Ltd
Current assignee: NSK Ltd
Priority date: 2012-07-12
Filing date: 2012-07-12
Publication date: 2015-10-21
Anticipated expiration: 2032-07-12
Also published as: JP2014019167A

Description

この発明は、運転者の体格や運転姿勢によりステアリングホイールの高さ位置を調節する為の、チルト式ステアリング装置の改良に関する。具体的には、衝突事故時の運転者保護を充実させるべく、前記ステアリングホイールが不用意に上昇するのを防止でき、且つ、ステアリングホイールの高さ位置調節時に不快な異音が発生する事を防止できる構造の実現を図るものである。 The present invention relates to an improvement of a tilt type steering apparatus for adjusting a height position of a steering wheel according to a physique and a driving posture of a driver. Specifically, in order to enhance driver protection in the event of a collision accident, it is possible to prevent the steering wheel from being inadvertently raised, and to generate unpleasant noise when adjusting the height position of the steering wheel. It is intended to realize a structure that can be prevented.

自動車用ステアリング装置は、図５に示す様に構成して、ステアリングホイール１の回転をステアリングギヤユニット２の入力軸３に伝達し、この入力軸３の回転に伴って左右１対のタイロッド４、４を押し引きして、前車輪に舵角を付与する様にしている。前記ステアリングホイール１は、ステアリングシャフト５の後端部に支持固定されており、このステアリングシャフト５は、円筒状のステアリングコラム６を軸方向に挿通した状態で、このステアリングコラム６に回転自在に支持されている。又、前記ステアリングシャフト５の前端部は、自在継手７を介して中間シャフト８の後端部に接続し、この中間シャフト８の前端部を、別の自在継手９を介して、前記入力軸３に接続している。尚、図５に示した構造は、電動式パワーステアリング装置を備えており、前記ステアリングコラム６の前端部を、電動モータ１０を支持すると共に、減速機を内蔵したハウジング１１に対し結合している。 The automobile steering device is configured as shown in FIG. 5, 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 according to 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 at 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. The structure shown in FIG. 5 includes an electric power steering device, and the front end portion of the steering column 6 is coupled to a housing 11 that supports the electric motor 10 and incorporates a reduction gear. .

上述の様な自動車用ステアリング装置を、ステアリングホイール１の高さ位置を調節する為のチルト機構を組み込んだチルト式ステアリング装置とする事が、広く行われている。手動式のチルト式ステアリング装置の場合、次の(1)の機構が必須であり、更には、次の(2)の機構を設ける事が好ましい。
(1) 調節レバー（チルトレバー）の操作に基づいて、車体側に支持固定された固定側ブラケットに設けた１対の支持板部同士の間隔を拡縮し、これら両支持板部による、ステアリングコラムに固設した変位側ブラケットを挟持する力を調節する機能。
(2) 衝突事故の際に、ステアリングホイールがそれまで保持されていた位置よりも上方に変位する（跳ね上がる）のを防止する機能。 It is widely practiced that the above-described automobile steering apparatus is a tilt type steering apparatus incorporating a tilt mechanism for adjusting the height position of the steering wheel 1. In the case of a manual tilt type steering apparatus, the following mechanism (1) is essential, and it is preferable to provide the following mechanism (2).
(1) Based on the operation of the adjustment lever (tilt lever), the distance between the pair of support plates provided on the fixed bracket supported and fixed on the vehicle body side is expanded and reduced, and the steering column is formed by both of these support plates. The function to adjust the force to hold the displacement bracket fixed to the.
(2) A function to prevent the steering wheel from being displaced (bounced up) from the position where it was held in the event of a collision.

これら(1)(2)の機能のうち、(1)の機能は、ステアリングホイールの高さ位置調節を可能とすると共に、調節後の位置にしっかりと保持する為に必要である。この様な機能を発揮させる為の構造として従来から各種構造が知られているが、調節レバーにより回転駆動される駆動側カムと、回転しない被駆動側カムとを組み合わせて成り、軸方向寸法を拡縮するカム装置を設けたものが、操作感が良好な事から、近年広く使用されている。 Of these functions (1) and (2), the function (1) is necessary to enable the height position adjustment of the steering wheel and to hold it firmly in the adjusted position. Various structures have been known as a structure for demonstrating such a function, but it is composed of a combination of a driving cam rotated by an adjusting lever and a driven cam that does not rotate, and has an axial dimension. A device provided with a cam device that expands and contracts has been widely used in recent years because of its good operation feeling.

又、前記(2)の機能は、衝突事故の際に運転者の保護を充実させる面から、必要とされる場合がある。即ち、前記(1)の機能によりステアリングホイールの高さ位置を調節後の位置に保持する力が、前記両支持板部と前記変位側ブラケットとの間等に作用する摩擦力のみであった場合、運転者の身体が前記ステアリングホイールに衝突する二次衝突に基づいて、このステアリングホイールを上昇させる方向の大きな衝撃力が加わる。そして、このステアリングホイールの高さ位置が上端位置ではない場合に、この衝撃力が前記摩擦力を上回ると、このステアリングホイールが、調節可能な上端位置にまで変位（上昇）する。この結果、例えば小柄な運転者の場合、この運転者の頭部と、前記ステアリングホイールの後方で膨らんだエアバッグとの位置関係が適正でなくなり、運転者の保護充実の面から不利になる。この様な事情に鑑みて、凹凸式の機械的係合により、前記ステアリングホイールを調節後の位置に保持する力を大きくするのが、前記(2)の機能である。この(2)の機能では、前記調節レバーを前記ステアリングホイールを調節後の位置に保持する状態にまで回動させた状態で、このステアリングホイールと共に昇降する部分に設けた凹凸と、前記固定側ブラケット側に設けた凹凸とを係合させる。 Further, the function (2) may be required in order to enhance the protection of the driver in the event of a collision. That is, when the force for holding the height position of the steering wheel at the adjusted position by the function (1) is only the frictional force acting between the both support plate portions and the displacement side bracket, etc. Based on the secondary collision in which the driver's body collides with the steering wheel, a large impact force is applied in the direction of raising the steering wheel. When the height position of the steering wheel is not the upper end position and the impact force exceeds the frictional force, the steering wheel is displaced (raised) to the adjustable upper end position. As a result, for example, in the case of a small driver, the positional relationship between the driver's head and the airbag inflated behind the steering wheel becomes inadequate, which is disadvantageous in terms of enhancing the protection of the driver. In view of such circumstances, the function (2) is to increase the force for holding the steering wheel in the adjusted position by the uneven mechanical engagement. In the function (2), the adjustment lever is rotated to the state where the steering wheel is held in the adjusted position, and the unevenness provided in the portion that moves up and down with the steering wheel, and the fixed bracket Engage the unevenness provided on the side.

以上に述べた、前記(1)(2)の機能を備えたチルト式ステアリング装置として従来から、特許文献１〜７に記載されたものが知られている。本発明は、これら特許文献１〜７に記載された従来構造の改良に関するものであるから、先ず、この従来構造に就いて、図６〜１１により説明する。
この図６〜１１のうちの図６〜１０は特許文献２に記載された構造を、図１１は特許文献３に記載された構造を、それぞれ表している。これら両構造同士の間には、多少の相違はあるが、本発明との関係で特に意味のある相違ではない。そこで、以下、図６〜１１により、前記従来構造に就いて説明する。この従来構造のチルト式ステアリング装置は、ステアリングコラム６ａと、ステアリングシャフト５ａと、変位側ブラケット１２と、固定側ブラケット１３と、調節ロッド１４と、被駆動側カム１５と、駆動側カム１６と、調節レバー１７と、受ブラケット１８と、揺動腕１９と、係合部２０と、緩衝部材２１ａ、２１ｂとを備える。 Conventionally, those described in Patent Documents 1 to 7 are known as tilt type steering devices having the functions (1) and (2) described above. Since the present invention relates to the improvement of the conventional structures described in Patent Documents 1 to 7, first, the conventional structure will be described with reference to FIGS.
6 to 10 of FIGS. 6 to 11 show the structure described in Patent Document 2, and FIG. 11 shows the structure described in Patent Document 3, respectively. Although there is some difference between these two structures, it is not a particularly significant difference in relation to the present invention. Therefore, the conventional structure will be described below with reference to FIGS. This conventional tilt type steering apparatus includes a steering column 6a, a steering shaft 5a, a displacement side bracket 12, a fixed side bracket 13, an adjustment rod 14, a driven side cam 15, a driving side cam 16, and The adjusting lever 17, the receiving bracket 18, the swing arm 19, the engaging portion 20, and buffer members 21 a and 21 b are provided.

図示の構造は、ステアリングホイール１（図５参照）の高さ位置を調節する為のチルト機構に加えて、前後位置（前後方向は、チルト式ステアリング装置を設置する車体の前後方向を言う。本明細書及び特許請求の範囲全体で同じ。）を調節する為のテレスコピック機能を設けている。この為に本例の構造の場合には、前記ステアリングコラム６ａを、前側に配置されたアウタコラム２２の内側に、後側に配置されたインナコラム２３の前部を嵌合する事により、全長を伸縮可能としたものを使用している。このうちのアウタコラム２２は、金属板を曲げ形成する事により、上方が開口した略Ｕ字形としたもので、上部内側面にそれぞれ抑えブロック２４、２４を固定している。前記インナコラム２３の前部は、これら両抑えブロック２４、２４と前記アウタコラム２２の下部内面とにより囲まれた部分に、軸方向の変位を可能に内嵌している。又、このアウタコラム２２の前端部は、パワーステアリング装置を構成するハウジング２５に、このハウジング２５から後方に突出する状態で結合固定している。更に、このハウジング２５の前上部に支持管２６を支持固定しており、この支持管２６に挿通したチルト軸（図示省略）により前記ハウジング２５及び前記ステアリングコラム６ａを車体に対し、揺動変位可能に支持する様にしている。 In the illustrated structure, in addition to the tilt mechanism for adjusting the height position of the steering wheel 1 (see FIG. 5), the front-rear position (the front-rear direction refers to the front-rear direction of the vehicle body on which the tilt type steering device is installed). The same throughout the specification and claims). For this reason, in the case of the structure of the present example, the steering column 6a is fitted into the inner side of the outer column 22 arranged on the front side and the front part of the inner column 23 arranged on the rear side, so that The one that can be stretched is used. Of these, the outer column 22 is formed by bending a metal plate to have a substantially U shape with an upper opening, and the holding blocks 24 and 24 are fixed to the upper inner side surfaces, respectively. The front portion of the inner column 23 is fitted into a portion surrounded by both the restraining blocks 24 and 24 and the lower inner surface of the outer column 22 so as to be capable of axial displacement. Further, the front end portion of the outer column 22 is coupled and fixed to a housing 25 constituting the power steering device in a state of protruding rearward from the housing 25. Further, a support tube 26 is supported and fixed to the front upper portion of the housing 25, and the housing 25 and the steering column 6a can be oscillated and displaced with respect to the vehicle body by a tilt shaft (not shown) inserted through the support tube 26. To support.

又、前記ステアリングシャフト５ａは、前側に配置されたインナシャフト２７の後部と、後側に配置されたアウタシャフト２８の前部とを、スプライン係合等により、トルク伝達を可能に係合させて成るもので、前記ステアリングコラム６ａの伸縮に伴って伸縮する。この様なステアリングシャフト５ａは、後端部をこのステアリングコラム６ａの後端開口よりも後方に突出させた状態でこのステアリングコラム６ａの内側に、回転自在に支持している。この為に、前記アウタシャフト２８の中間部後端寄り部分を、前記アウタコラム２２の後端部内側に、単列深溝型玉軸受等の、ラジアル荷重及びスラスト荷重を支承できる軸受により支持している。又、前記インナシャフト２７の前端部に、前記パワーステアリング装置の出力軸２９を、トーションバーを介して結合固定しており、この出力軸２９を前記ハウジング２５の内側に、同様の軸受により支持している。前記アウタシャフト２８の後端部で前記ステアリングコラム６ａの後端開口から後方に突出した部分にステアリングホイールを固定する。 Further, the steering shaft 5a has a rear portion of the inner shaft 27 disposed on the front side and a front portion of the outer shaft 28 disposed on the rear side engaged with each other so as to be able to transmit torque by spline engagement or the like. It expands and contracts with the expansion and contraction of the steering column 6a. Such a steering shaft 5a is rotatably supported inside the steering column 6a in a state where the rear end portion projects rearward from the rear end opening of the steering column 6a. For this purpose, a portion near the rear end of the intermediate portion of the outer shaft 28 is supported on the inner side of the rear end of the outer column 22 by a bearing capable of supporting radial load and thrust load, such as a single row deep groove ball bearing. Yes. Further, an output shaft 29 of the power steering device is coupled and fixed to the front end portion of the inner shaft 27 via a torsion bar, and the output shaft 29 is supported inside the housing 25 by a similar bearing. ing. A steering wheel is fixed to a portion of the rear end portion of the outer shaft 28 protruding rearward from the rear end opening of the steering column 6a.

又、本例の場合に前記変位側ブラケット１２は、前記アウタコラム２２を構成する左右１対の側板部３０、３０の上端部と、これら両側板部３０、３０の上端部内側面に固定した、前記両抑えブロック２４、２４とにより構成している。そして、これら両側板部３０、３０と両抑えブロック２４、２４との互いに整合する部分に、前記調節ロッド１４の杆部３１を挿通する為の、通孔３２、３２を形成している。 Further, in the case of this example, the displacement side bracket 12 is fixed to the upper end portions of the pair of left and right side plate portions 30 and 30 constituting the outer column 22 and the inner side surfaces of the upper end portions of the both side plate portions 30 and 30. Both the restraining blocks 24, 24 are configured. Further, through holes 32 and 32 for inserting the flange portions 31 of the adjusting rod 14 are formed in portions where the both side plate portions 30 and 30 and the holding blocks 24 and 24 are aligned with each other.

又、前記固定側ブラケット１３は、鋼板、アルミニウム系合金等の金属材を、プレスによる曲げ加工、或いはダイキャスト成形する事により造られたもので、取付板部３３と、左右１対の支持板部３４ａ、３４ｂとを備える。このうちの取付板部３３は、前記固定側ブラケット１３を車体に対し支持固定する為の部分である。又、前記両支持板部３４ａ、３４ｂは、この固定側ブラケット１３に対して、前記変位側ブラケット１２を支持する為の部分で、この変位側ブラケット１２を幅方向両側から挟持すべく、幅方向（幅方向とは、チルト式ステアリング装置を設置する車体の幅方向を言う。本明細書及び特許請求の範囲全体で同じ。）に離隔した状態で、前記取付板部３３から垂れ下がる状態で、互いに平行に設けている。この様な前記両支持板部３４ａ、３４ｂの互いに整合する位置に、それぞれ前記チルト軸を中心とする部分円弧状の、上下方向長孔３５ａ、３５ｂを形成している。 The fixed side bracket 13 is formed by bending a metal material such as a steel plate or an aluminum alloy by pressing or die casting, and is provided with a mounting plate portion 33 and a pair of left and right support plates. Parts 34a and 34b. Of these, the mounting plate 33 is a portion for supporting and fixing the fixed bracket 13 to the vehicle body. The two support plate portions 34a and 34b are portions for supporting the displacement side bracket 12 with respect to the fixed side bracket 13, and in order to sandwich the displacement side bracket 12 from both sides in the width direction. (The width direction refers to the width direction of the vehicle body on which the tilt type steering device is installed. The same applies to the entire specification and claims.) It is provided in parallel. In such a position where both the support plate portions 34a and 34b are aligned with each other, vertical arc long holes 35a and 35b each having a partial arc shape centering on the tilt axis are formed.

又、前記調節ロッド１４は、丸棒状の杆部３１の基端部に外向フランジ状の鍔部３７を固設すると共に、先端部を雄ねじ部３８としている。又、この鍔部３７の内側面で前記杆部３１の基端部の周囲部分に、上下方向に長い凸部３９ａを形成している。この凸部３９ａは、前後方向に関する幅寸法が、この凸部３９ａを係合させる、一方の支持板部３４ａに形成した上下方向長孔３５ａの同方向の幅寸法よりも僅かに小さく、上下方向に関する長さ寸法が、この上下方向長孔３５ａの前後方向の幅寸法よりも大きい。この様な前記調節ロッド１４は、前記杆部３１を前記両上下方向長孔３５ａ、３５ｂ及び前記両通孔３２、３２を幅方向に貫通させた状態で、前記凸部３９ａを前記一方の支持板部３４ａに形成した上下方向長孔３５ａに係合させると共に、前記鍔部３７の内側面をこの一方の支持板部３４ａの外側面に当接させる。この状態で、前記杆部３１の先端部に設けた雄ねじ部３８は、他方の支持板部３４ｂの外側面から突出する。尚、この杆部３１の基端部に、前記緩衝部材２１ａを外嵌している。この緩衝部材２１ａは、合成樹脂製で、前記凸部３９ａの上下両端面を覆う形状を有する。即ち、この緩衝部材２１ａは、中央部に前記杆部３１を挿通する為の円孔４０ａを、外側面の上下両端部にそれぞれ突出部４１ａ、４１ａを、それぞれ有する。この円孔４０ａに前記杆部３１を、その基端部まで挿入した状態で、前記両突出部４１ａ、４１ａが、前記凸部３９ａの上下両端面を覆う状態となる。 Further, the adjusting rod 14 has an outward flange-shaped flange portion 37 fixed to the base end portion of the round rod-shaped flange portion 31, and has a distal end portion as a male screw portion 38. Further, on the inner side surface of the flange portion 37, a convex portion 39a that is long in the vertical direction is formed in a peripheral portion of the base end portion of the flange portion 31. The convex portion 39a has a width dimension in the front-rear direction slightly smaller than the width dimension in the same direction of the vertical elongated hole 35a formed in one support plate portion 34a with which the convex portion 39a is engaged. Is longer than the width dimension in the front-rear direction of the vertical hole 35a. Such an adjusting rod 14 supports the convex portion 39a on the one side in a state where the flange portion 31 penetrates both the vertically long holes 35a and 35b and the both through holes 32 and 32 in the width direction. While engaging with the up-down direction long hole 35a formed in the board part 34a, the inner surface of the said collar part 37 is made to contact | abut to the outer side surface of this one support plate part 34a. In this state, the male screw portion 38 provided at the tip of the flange portion 31 protrudes from the outer surface of the other support plate portion 34b. The buffer member 21 a is externally fitted to the base end portion of the flange portion 31. The buffer member 21a is made of a synthetic resin and has a shape that covers both upper and lower end surfaces of the convex portion 39a. That is, the buffer member 21a has a circular hole 40a for inserting the flange 31 at the center, and protrusions 41a and 41a at the upper and lower ends of the outer surface. In a state where the flange portion 31 is inserted to the circular hole 40a up to the base end portion thereof, the projecting portions 41a and 41a cover the upper and lower end surfaces of the convex portion 39a.

又、前記被駆動側カム１５は、鉄系合金等の、必要とする強度、剛性、耐摩耗性を有する金属材に鍛造加工及び必要とする仕上げ加工を施す事により造られたもので、内側面に凸部３９ｂを、外側面に被駆動側カム面４２を、中央部に軸方向に貫通する貫通孔４３ａを、それぞれ設けている。このうちの凸部３９ｂは、前記鍔部３７の内側面に形成した凸部３９ａと同様のもので、他方の支持板部３４ｂに形成した上下方向長孔３５ｂの前後方向の幅寸法よりも僅かに小さな幅寸法と、この幅寸法よりも大きな長さ寸法とを有する。前記緩衝部材２１ｂは、前記緩衝部材２１ａと同様に、円孔４０ｂと上下１対の突出部４１ｂ、４１ｂとを備えたもので、これら両突出部４１ｂ、４１ｂにより前記凸部３９ｂの上下両面を覆う状態で、前記被駆動側カム１５の内側面に装着すると共に、前記調節ロッド１４の杆部３１の中間部先端寄り部分に外嵌している。又、前記被駆動側カム面４２は、周方向に関する凹凸であり、それぞれが径方向に存在する平坦な複数の頂部と、これら各頂部の周方向両側にそれぞれの周方向一端側を連続させた傾斜面と、これら各傾斜面の周方向他端側同士を連続させる底部とにより構成している。更に、前記貫通孔４３ａは、軸方向から見た形状を、長円形としている。そして、この貫通孔４３ａの長径方向両端縁部に、前記緩衝部材２１ｂの外側面の上下方向中央部で幅方向（前後方向）両端部に突設した鉤片５１、５１の先端部を係止して、前記被駆動側カム１５と前記緩衝部材２１ｂとの分離防止を図れる様にしている。 The driven cam 15 is made by subjecting a metal material such as an iron-based alloy having the required strength, rigidity, and wear resistance to forging and finishing. A convex portion 39b is provided on the side surface, a driven cam surface 42 is provided on the outer side surface, and a through hole 43a penetrating in the axial direction is provided in the central portion. The convex portion 39b is the same as the convex portion 39a formed on the inner surface of the flange portion 37, and is slightly smaller than the width dimension in the front-rear direction of the vertical slot 35b formed in the other support plate portion 34b. Have a small width dimension and a length dimension larger than this width dimension. Like the buffer member 21a, the buffer member 21b includes a circular hole 40b and a pair of upper and lower projecting portions 41b and 41b. The upper and lower surfaces of the convex portion 39b are formed by these projecting portions 41b and 41b. In a covered state, it is mounted on the inner side surface of the driven cam 15 and is externally fitted to a portion of the adjustment rod 14 near the tip of the intermediate portion of the flange portion 31. The driven cam surface 42 is uneven in the circumferential direction, each of which has a plurality of flat top portions each present in the radial direction, and one circumferential side end side of each of the top portions is continuous with each other in the circumferential direction. It is comprised by the inclined surface and the bottom part which continues the circumferential direction other end side of each of these inclined surfaces. Further, the through hole 43a has an oval shape when viewed from the axial direction. And the front-end | tip part of the collar pieces 51 and 51 which protruded in the width direction (front-back direction) both ends at the vertical direction center part of the outer side surface of the said buffer member 21b is latched to the both-ends edge part of this through-hole 43a Thus, separation of the driven cam 15 and the buffer member 21b can be prevented.

又、前記駆動側カム１６は、上述した被駆動側カム１５と同様に造られたもので、内側面に駆動側カム面４４を、中央部に軸方向に貫通する円形の貫通孔４３ｂを、それぞれ設けている。そして、前記調節ロッド１４の先端部に前記駆動側カム１６を、この調節ロッド１４を中心とする回転を可能に、且つ、前記調節ロッド１４の先端側への変位を抑えた状態で支持している。この為に、この調節ロッド１４の先端部の雄ねじ部３８にナット４５を螺合し、このナット４５の内側面と前記駆動側カム１６の外側面との間にスラスト軸受４６を配置している。このナット４５は、所定のトルクで締め付けた後、一部（例えば外端部）を前記雄ねじ部３８に向けかしめ付ける等により、緩み止めを図っている。この様な駆動側カム１６は、前記駆動側カム面４４と、前記被駆動側カム１５の被駆動側カム面４２とを係合させる事により、軸方向寸法、即ち、前記駆動側カム１６の外側面と前記被駆動側カム１５の内側面との軸方向距離を拡縮させるカム装置４７を構成している。 The drive side cam 16 is constructed in the same manner as the driven side cam 15 described above, and has a drive side cam surface 44 on the inner side surface and a circular through hole 43b penetrating in the axial direction in the center. Each is provided. The driving cam 16 is supported at the tip of the adjustment rod 14 so as to be able to rotate around the adjustment rod 14 while suppressing the displacement of the adjustment rod 14 toward the tip. Yes. For this purpose, a nut 45 is screwed into the male threaded portion 38 at the tip of the adjusting rod 14, and a thrust bearing 46 is disposed between the inner surface of the nut 45 and the outer surface of the driving cam 16. . After tightening the nut 45 with a predetermined torque, a part (for example, the outer end portion) of the nut 45 is caulked against the male screw portion 38 to prevent loosening. Such a drive-side cam 16 engages the drive-side cam surface 44 with the driven-side cam surface 42 of the driven-side cam 15, so that the axial dimension, that is, the driving-side cam 16 of the driven-side cam 16 is increased. A cam device 47 is configured to expand and contract the axial distance between the outer side surface and the inner side surface of the driven cam 15.

又、前記調節レバー１７は、ポリアセタールの如き高機能樹脂等の合成樹脂を射出成型する事により、或いはアルミニウム系合金等の軽合金をダイキャスト成型する事により造られたもので、基端部に保持凹部４８を設けている。そして、この保持凹部４８内に前記駆動側カム１６を、この保持凹部４８に対する相対回転を阻止した状態で保持して、前記調節レバー１７により前記駆動側カム１６を回転駆動できる様にしている。尚、前記保持凹部４８の底部に開口部を設けて、この駆動側カム１６の外側面と前記スラスト軸受４６とを直接当接させている。従って、この駆動側カム１６及び前記調節レバー１７の基端部と、前記調節ロッド１４及び前記ナット４５とは、相対回転可能である。 The adjusting lever 17 is formed by injection molding a synthetic resin such as a high-performance resin such as polyacetal, or by die casting a light alloy such as an aluminum-based alloy. A holding recess 48 is provided. The driving cam 16 is held in the holding recess 48 in a state where relative rotation with respect to the holding recess 48 is prevented, and the driving cam 16 can be rotationally driven by the adjusting lever 17. An opening is provided at the bottom of the holding recess 48 so that the outer surface of the driving cam 16 and the thrust bearing 46 are in direct contact with each other. Therefore, the drive cam 16 and the base end portion of the adjusting lever 17 and the adjusting rod 14 and the nut 45 are relatively rotatable.

又、前記受ブラケット１８は、十分な強度及び剛性を確保できる金属材料により造られたもので、前記固定側ブラケット１３とは別体に造られたものを、前記他方の支持板部３４ｂの外側面に、ねじ止め等により支持固定している。前記受ブラケット１８は、前方と上下両端との三方に開口し、前記上下方向長孔３５ｂに沿った方向に存在する凹溝４９を有する。この凹溝４９は、開口部の幅が広く、底部に向かうに従って幅が狭くなる方向に傾斜したＶ溝状である。そして、前記凹溝４９の両内側面に、上下方向に関する波型形状である、雌側ギヤ５０を設けている。 The receiving bracket 18 is made of a metal material that can ensure sufficient strength and rigidity. The receiving bracket 18 is formed separately from the fixed bracket 13 and is attached to the outside of the other support plate portion 34b. It is supported and fixed to the side surface by screws or the like. The receiving bracket 18 has a concave groove 49 that opens in three directions, the front and both upper and lower ends, and exists in a direction along the up-and-down direction long hole 35b. The concave groove 49 has a V-groove shape in which the width of the opening is wide and the width becomes narrower toward the bottom. And the female side gear 50 which is the waveform shape regarding an up-down direction is provided in the both inner surface of the said groove 49. As shown in FIG.

又、前記揺動腕１９は、前記被駆動側カム１５の周囲に、この被駆動側カム１５に対する相対回転及び少なくとも上下方向に関する若干の相対変位を可能に支持している。この為に、前記揺動腕１９の基端部に、前記被駆動側カム１５の外径よりも少し大きな内径を有する保持孔５２を設けている。そして、この被駆動側カム１５をこの保持孔５２内に位置させた状態で、この被駆動側カム１５と前記揺動腕１９の基端部との間に、センタリングばね５３を設けている。外力が作用しない状態で前記被駆動側カム１５は、このセンタリングばね５３の弾力に基づいて、前記保持孔５２の内側で上下方向中央位置に存在する。この様な、前記揺動腕１９の先端部両側面に、前記凹溝４９の内面の雌側ギヤ５０と係脱可能な雄側ギヤ５４を設けている。前記揺動腕１９の先端部の断面形状は、この雄側ギヤ５４を形成した部分の端縁に向かう程厚さ寸法が小さくなる、くさび状としている。 The swing arm 19 is supported around the driven cam 15 so as to be capable of relative rotation with respect to the driven cam 15 and at least some relative displacement in the vertical direction. For this purpose, a holding hole 52 having an inner diameter slightly larger than the outer diameter of the driven cam 15 is provided in the proximal end portion of the swing arm 19. A centering spring 53 is provided between the driven cam 15 and the base end portion of the swing arm 19 with the driven cam 15 positioned in the holding hole 52. The driven cam 15 is present at the center in the vertical direction inside the holding hole 52 based on the elasticity of the centering spring 53 in a state where no external force is applied. In this way, on both side surfaces of the tip of the swing arm 19, there are provided male gears 54 that can be engaged with and disengaged from the female gear 50 on the inner surface of the concave groove 49. The cross-sectional shape of the tip portion of the swing arm 19 is a wedge shape with a thickness dimension that decreases toward the edge of the portion where the male gear 54 is formed.

更に、前記係合部２０は、前記調節レバー１７と共に前記揺動腕１９を、前記調節ロッド１４を中心として回動させるべく、これら調節レバー１７と揺動腕１９との間に設けている。具体的には、この揺動腕１９の外側面先端寄り部分に形成した突片５５を、前記調節レバー１７の一部内側面に形成した係合凹部に緩く係合させている。そして、この調節レバー１７を上方に回動させて、前記カム装置４７の軸方向寸法を拡げた状態で、前記雌側ギヤ５０と前記雄側ギヤ５４とを係合させる。これに対し、前記調節レバー１７を下方に回動させて、前記カム装置４７の軸方向寸法を縮めた状態で、前記両ギヤ５０、５４同士の係合を外す。 Further, the engaging portion 20 is provided between the adjusting lever 17 and the swinging arm 19 in order to rotate the swinging arm 19 together with the adjusting lever 17 around the adjusting rod 14. Specifically, the projecting piece 55 formed on the outer surface near the front end of the swing arm 19 is loosely engaged with an engaging recess formed on a part of the inner surface of the adjusting lever 17. Then, the adjustment lever 17 is rotated upward to engage the female gear 50 and the male gear 54 with the axial dimension of the cam device 47 expanded. On the other hand, the adjustment lever 17 is rotated downward, and the engagement between the two gears 50 and 54 is released in a state where the axial dimension of the cam device 47 is reduced.

上述の様なチルト式ステアリング装置で、ステアリングホイール１（図５参照）の高さ位置を調節する際には、前記調節レバー１７を下方に回動させて、前記カム装置４７を構成する前記駆動側カム１６の駆動側カム面４４の山部と、前記被駆動側カム１５の被駆動側カム面４２の谷部とを対向させて、前記カム装置４７の軸方向寸法を縮める。この状態で、前記固定側ブラケット１３の支持板部３４ａ、３４ｂの内側面と、前記ステアリングコラム６ａを構成するアウタコラム２２の両外側面との当接部の面圧は低下乃至は喪失する。又、前記雌側ギヤ５０と前記雄側ギヤ５４との係合が外れる。そこで、前記両上下方向長孔３５ａ、３５ｂの内側で前記両緩衝部材２１ａ、２１ｂが変位できる範囲内で、前記高さ位置を調節する。この調節作業の際、ステアリングホイール１を調節可能範囲の上端位置又は下端位置にまで移動させると、それぞれが合成樹脂製である前記両緩衝部材２１ａ、２１ｂの突出部４１ａ、４１ｂが、前記両上下方向長孔３５ａ、３５ｂの内周縁の上端部又は下端部に衝突する。この結果、金属同士の衝突に基づき、前記ステアリングホイール１を操作する運転者に不快な衝撃や異音が発生する事を防止できる。又、図示の例では、前記カム装置４７の軸方向寸法を縮めた状態で、前記アウタコラム２２と前記インナコラム２３との嵌合部の面圧も低下乃至は喪失するので、このインナコラム２３を前後方向に移動させる事で、前記ステアリングホイール１の前後位置の調節も行える。 When adjusting the height position of the steering wheel 1 (see FIG. 5) in the tilt type steering device as described above, the adjustment lever 17 is rotated downward to constitute the cam device 47. The crest portion of the driving cam surface 44 of the side cam 16 and the trough portion of the driven cam surface 42 of the driven cam 15 are made to face each other to reduce the axial dimension of the cam device 47. In this state, the surface pressure at the contact portion between the inner side surfaces of the support plate portions 34a and 34b of the fixed bracket 13 and the outer side surfaces of the outer column 22 constituting the steering column 6a is reduced or lost. Further, the engagement between the female gear 50 and the male gear 54 is released. Therefore, the height position is adjusted within a range in which both the buffer members 21a and 21b can be displaced inside the both vertical holes 35a and 35b. In this adjustment operation, when the steering wheel 1 is moved to the upper end position or the lower end position of the adjustable range, the projecting portions 41a and 41b of the both buffer members 21a and 21b, each made of synthetic resin, It collides with the upper end part or lower end part of the inner periphery of the direction long holes 35a and 35b. As a result, it is possible to prevent the driver operating the steering wheel 1 from generating an unpleasant impact or abnormal noise based on a collision between metals. In the illustrated example, the surface pressure of the fitting portion between the outer column 22 and the inner column 23 is also reduced or lost in a state where the axial dimension of the cam device 47 is reduced. The front-rear position of the steering wheel 1 can be adjusted by moving the front-rear direction.

このステアリングホイール１を所望の位置に移動させたならば、前記調節レバー１７を上方に回動させて、前記両カム面４４、４２の山部同士を突き合わせて、前記カム装置４７の軸方向寸法を拡げる。この状態で、前記両支持板部３４ａ、３４ｂの内側面と前記アウタコラム２２の両外側面との当接部の面圧が上昇すると同時に、このアウタコラム２２と前記インナコラム２３との嵌合部の面圧も上昇する。又、前記雌側ギヤ５０と前記雄側ギヤ５４とが係合する。尚、前記ステアリングホイール１を所望の位置に移動させ、前記調節レバー１７を上方に回動させただけでは、必ずしも前記両ギヤ５０、５４同士が噛合するとは限らない。この場合でも、このうちの雄側ギヤ５４を設けた前記揺動腕１９が前記被駆動側カム１５に対し、前記センタリングばね５３を弾性変形させつつ上下方向に変位して、前記両ギヤ５０、５４同士を噛合させる。この結果、前記ステアリングホイール１が、調節後の位置に保持される。又、二次衝突に基づいてこのステアリングホイール１を上昇させる方向の大きな衝撃力が加わった場合でも、前記両ギヤ５０、５４同士の噛合に基づく大きな保持力により、前記ステアリングホイール１の跳ね上がりを防止できる。 When the steering wheel 1 is moved to a desired position, the adjustment lever 17 is rotated upward so that the crests of the cam surfaces 44 and 42 are brought into contact with each other. Expand. In this state, the surface pressure of the contact portion between the inner side surfaces of the support plate portions 34a and 34b and the outer side surfaces of the outer column 22 increases, and at the same time, the outer column 22 and the inner column 23 are fitted together. The surface pressure of the part also increases. Further, the female gear 50 and the male gear 54 are engaged. Note that the gears 50 and 54 do not necessarily mesh with each other simply by moving the steering wheel 1 to a desired position and rotating the adjustment lever 17 upward. Even in this case, the swing arm 19 provided with the male gear 54 is displaced in the vertical direction while elastically deforming the centering spring 53 with respect to the driven cam 15, and the both gears 50, 54 is meshed. As a result, the steering wheel 1 is held at the adjusted position. Further, even when a large impact force is applied in the direction of raising the steering wheel 1 due to a secondary collision, the steering wheel 1 is prevented from jumping up by a large holding force based on the engagement between the two gears 50 and 54. it can.

尚、図示の例では、前記調節レバー１７の基端部に、この調節レバー１７を上方に回動させた状態で、前記受ブラケット１８に形成した係止段部５６と係合する弾性係止片５７を設けている。又、前記駆動側カム１６の中心に設けた貫通孔４３ｂの内側にスリーブ５８を設けている、又、前記インナコラム２３の上面には、エネルギ吸収部材５９を設けている。更に、図１１には、前記揺動腕１９の一部を、合成樹脂製の第一、第二緩衝板６０、６１により覆った構造を示している。但し、これら各部材に関しては、例えば前記特許文献２、３に記載されているし、本発明の要旨とも関係しないので、詳しい説明は省略する。 In the example shown in the drawing, an elastic lock that engages with a locking step 56 formed on the receiving bracket 18 in a state where the adjustment lever 17 is pivoted upward at the base end of the adjustment lever 17. A piece 57 is provided. In addition, a sleeve 58 is provided inside a through hole 43 b provided in the center of the drive side cam 16, and an energy absorbing member 59 is provided on the upper surface of the inner column 23. Further, FIG. 11 shows a structure in which a part of the swing arm 19 is covered with first and second buffer plates 60 and 61 made of synthetic resin. However, these members are described in, for example, Patent Documents 2 and 3 described above, and are not related to the gist of the present invention.

上述の様な従来構造の場合には、前記両緩衝部材２１ａ、２１ｂの形状に起因して、前記調節レバー１７の操作時に、不快な異音が発生する可能性がある。この点に就いて、図１２を参照しつつ説明する。前記従来構造の場合に前記両緩衝部材２１ａ、２１ｂは、前記ステアリングホイール１の上下位置調節に伴って前記両凸部３９ａ、３９ｂの上端面又は下端面が、前記両上下方向長孔３５ａ、３５ｂの内周縁の上端部又は下端部に衝突した際の衝撃を緩和する為に設けている。この為、前記両緩衝部材２１ａ、２１ｂの突出部４１ａ、４１ｂは、前記両凸部３９ａ、３９ｂの上下両端面を覆ってはいるが、これら両凸部３９ａ、３９ｂの前後両側面の上下方向中間部は、特に、前記突出部４１ａ、４１ｂの前後両側面よりも凹んではいない。言い換えれば、前記両凸部３９ａ、３９ｂの前後両側面の上下方向中間部は、前記突出部４１ａ、４１ｂよりも凹む事なく露出している。 In the case of the conventional structure as described above, an unpleasant noise may occur when the adjusting lever 17 is operated due to the shape of the buffer members 21a and 21b. This point will be described with reference to FIG. In the case of the conventional structure, both the buffer members 21a and 21b have the upper and lower end surfaces of the convex portions 39a and 39b that are aligned with the vertical position of the steering wheel 1, and the upper and lower elongated holes 35a and 35b. It is provided to alleviate the impact when it collides with the upper end or the lower end of the inner peripheral edge. For this reason, the protruding portions 41a and 41b of both the buffer members 21a and 21b cover the upper and lower end surfaces of the both convex portions 39a and 39b, but the vertical direction of the front and rear side surfaces of the both convex portions 39a and 39b. In particular, the intermediate portion is not recessed more than the front and rear side surfaces of the protruding portions 41a and 41b. In other words, the middle portions in the vertical direction of the front and rear side surfaces of the both convex portions 39a and 39b are exposed without being recessed relative to the projecting portions 41a and 41b.

一方、前記両上下方向長孔３５ａ、３５ｂは、前述した様に、前記チルト軸を中心とする部分円弧状であるから、これら両上下方向長孔３５ａ、３５ｂの内周縁のうちの前側縁６２は凸円弧であり、後側縁６３は凹円弧である。この為、前記両凸部３９ａ、３９ｂが両上下方向長孔３５ａ、３５ｂの内側で、前記調節ロッド１４を中心として揺動変位すると、前記両凸部３９ａ、３９ｂの前側面の上下方向両端寄り部分と、前記両上下方向長孔３５ａ、３５ｂの前側縁６２とが、金属同士で衝突する。特に、前記被駆動側カム１５の内側面に形成した凸部３９ｂに関しては、この衝突の程度が著しくなり易い。この理由は、前記調節レバー１７の操作の過程で、前記被駆動側、駆動側両カム面４２、４４を構成する傾斜面同士の係合に基づき、前記被駆動側カム１５が、前記調節レバー１７を操作する運転者の意図とは関係無く、勢い良く回動する瞬間が発生し易い為である。 On the other hand, as described above, since both the vertically elongated holes 35a and 35b have a partial arc shape centering on the tilt axis, the front edge 62 of the inner peripheral edges of the vertically elongated holes 35a and 35b. Is a convex arc, and the rear edge 63 is a concave arc. For this reason, when the both convex portions 39a and 39b are oscillated and displaced around the adjustment rod 14 inside the two vertical elongated holes 35a and 35b, the front side surfaces of the two convex portions 39a and 39b are close to both ends in the vertical direction. The portion and the front side edge 62 of both the vertically long slots 35a and 35b collide with each other. In particular, the degree of the collision tends to be remarkable with respect to the convex portion 39b formed on the inner surface of the driven cam 15. This is because, in the course of operation of the adjusting lever 17, the driven cam 15 is connected to the adjusting lever based on the engagement between the inclined surfaces constituting the driven and driving cam surfaces 42, 44. This is because moments of vigorous rotation are likely to occur regardless of the driver's intention to operate 17.

尚、図示は省略するが、特許文献８には、カム面部分を金属材により、上下方向長孔と係合する凸部を合成樹脂により、それぞれ造った被駆動側カムの構造が記載されている。この様な構造によれば、この被駆動側カムと支持板部との間で金属同士の接触に基づく異音の発生を防止できる。但し、前記特許文献８に記載された構造の場合には、前記被駆動側カムのうちで上下方向長孔と係合する凸部全体が、合成樹脂のみで構成されている。この為、この凸部の前後方向両側縁が、長期間に亙る使用によって、前記両上下方向長孔の前後両側縁との摺接に基づいて次第に摩耗し、前記凸部による前記被駆動側カムの案内（回り止め）を円滑に行えなくなる可能性がある。又、上下方向長孔を直線状に形成すれば、前記図１２で説明した様にして発生する衝撃をなくせるが、ステアリングホイールの上下位置調節の円滑性が損なわれる為、好ましくない。 Although not shown, Patent Document 8 describes the structure of a driven cam in which the cam surface portion is made of a metal material, and the convex portion that engages with the vertical hole is made of synthetic resin. Yes. According to such a structure, it is possible to prevent the generation of noise due to contact between metals between the driven cam and the support plate portion. However, in the case of the structure described in Patent Document 8, the entire convex part that engages with the vertically elongated hole in the driven cam is made of only synthetic resin. For this reason, the both side edges in the front-rear direction of the convex part are gradually worn due to sliding contact with the front and rear side edges of the two vertical holes by using over a long period of time, and the driven side cam by the convex part There is a possibility that the guidance (rotation prevention) cannot be performed smoothly. Further, if the vertically elongated holes are formed in a straight line, the impact generated as described with reference to FIG. 12 can be eliminated, but the smoothness of adjusting the vertical position of the steering wheel is impaired, which is not preferable.

特開２０１２−０４０９０４号公報JP2012-040904A 特開２０１２−０４０９４９号公報JP2012-040949A 国際公開第２０１２／０１１４２４号パンフレットInternational Publication No. 2012/011424 Pamphlet 国際公開第２０１２／０１１４２５号パンフレットInternational Publication No. 2012/011425 Pamphlet 国際公開第２０１２／０１１４２６号パンフレットInternational Publication No. 2012/011426 Pamphlet 国際公開第２０１２／０１７８５３号パンフレットInternational Publication No. 2012/017853 Pamphlet 国際公開第２０１２／０１７８５４号パンフレットInternational Publication No. 2012/017854 Pamphlet 特開２００８−３０７９５９号公報JP 2008-307959 A

本発明は、上述の様な事情に鑑みて、ステアリングホイールの高さ調節時に不快な異音が発生する事を防止できて、しかも、十分な耐久性を確保でき、更にステアリングホイールの高さ位置調節の円滑性を損なう事がない構造を実現すべく発明したものである。 In view of the circumstances as described above, the present invention can prevent generation of unpleasant noise when adjusting the height of the steering wheel, and can ensure sufficient durability. It was invented to realize a structure that does not impair the smoothness of adjustment.

本発明のチルト式ステアリング装置は、先に説明した従来構造と同様に、ステアリングコラムと、ステアリングシャフトと、変位側ブラケットと、固定側ブラケットと、調節ロッドと、被駆動側カムと、駆動側カムと、調節レバーと、受ブラケットと、揺動腕と、係合部と、緩衝部材とを備える。
このうちのステアリングコラムは、前部に幅方向に配置されたチルト軸を中心として揺動変位する。
又、前記ステアリングシャフトは、前記ステアリングコラムの内側に回転自在に支持されて、このステアリングコラムの後端開口から後方に突出した部分にステアリングホイールを固定する。
又、前記変位側ブラケットは、前記ステアリングコラムの一部に、このステアリングコラムの本体部分よりも上方又は下方に突出する状態で設けられたもので、幅方向に貫通する通孔を備える。
又、前記固定側ブラケットは、金属製で、前記変位側ブラケットを幅方向両側から挟持する１対の支持板部、及び、これら両支持板部の互いに整合する位置にそれぞれ設けられた、前記チルト軸を中心とする部分円弧状の上下方向長孔を備える。そして、車体に対し支持固定される。
又、前記調節ロッドは、前記両上下方向長孔及び前記通孔を幅方向に貫通した状態で設けられている。そして、基端部を一方の上下方向長孔に係合させると共に、先端部を他方の上下方向長孔を形成した支持板部の外側面から突出させている。
又、前記被駆動側カムは、金属製で、内側面に上下方向に長い凸部を突設している。そして、この凸部と他方の上下方向長孔とを係合させる事によりこの他方の上下方向長孔に、この他方の上下方向長孔に沿った変位を可能に、且つ、前記調節ロッドを中心とする回転を抑えた状態で係合させている。そして、外側面に、周方向に関する凹凸面である被駆動側カム面を形成している。
又、前記駆動側カムは、前記調節ロッドの先端部にこの調節ロッドを中心とする回転を可能に、且つ、この調節ロッドの先端側への変位を抑えられた状態で支持されている。又、内側面に、周方向に関する凹凸面である駆動側カム面を形成している。そして、この駆動側カム面と前記被駆動側カム面とを係合させる事により、軸方向寸法を拡縮させるカム装置を構成している。
又、前記調節レバーは、前記駆動側カムを回転駆動する為、基端部にこの駆動側カムを結合している。
又、前記受ブラケットは、内面に雌側ギヤを設けた、前記上下方向長孔に沿った方向に長く、前方又は後方に開口した凹溝を備える。そして、前記他方の上下方向長孔を設けた支持板部の外側面に固設されている。
又、前記揺動腕は、前記他方の上下方向長孔を設けた支持板部の外側面の一部に、前記調節ロッドを中心とする揺動変位を可能に支持されている。そして、一端部に前記雌側ギヤと係脱可能な雄側ギヤを設けている。
又、前記係合部は、前記揺動腕と前記調節レバーとの間に設けられている。そして、前記カム装置の軸方向寸法を拡げた状態で前記雌側ギヤと前記雄側ギヤとを係合させ、このカム装置の軸方向寸法を縮めた状態でこれら両ギヤ同士の係合を外す方向に前記揺動腕を回動させる。
更に、前記緩衝部材は、前記被駆動側カムを構成する金属材料及び前記固定側ブラケットを構成する金属材料よりも軟質の材料により造られている。そして、前記緩衝部材は、前記凸部の上下両端面を覆う形状を有するもので、前記被駆動側カムの内側面に、この凸部を覆う状態で被着されている。 The tilt type steering apparatus according to the present invention is similar to the conventional structure described above, and includes a steering column, a steering shaft, a displacement side bracket, a fixed side bracket, an adjustment rod, a driven side cam, and a driving side cam. And an adjustment lever, a receiving bracket, a swing arm, an engaging portion, and a buffer member.
Of these, the steering column is oscillated and displaced about a tilt shaft arranged in the width direction at the front .
The steering shaft is rotatably supported inside the steering column, and fixes the steering wheel to a portion protruding rearward from the rear end opening of the steering column.
The displacement-side bracket is provided in a part of the steering column so as to protrude above or below the main body portion of the steering column, and includes a through hole penetrating in the width direction.
Further, the fixed bracket is made of metal, and is provided with a pair of support plate portions that sandwich the displacement side bracket from both sides in the width direction, and the tilt plates provided at positions where these support plate portions are aligned with each other. A vertical arc slot with a partial arc shape centering on the axis is provided. And it is supported and fixed with respect to the vehicle body.
Further, the adjusting rod is provided in a state of passing through both the vertically long holes and the through hole in the width direction. And while making a base end part engage with one up-down direction long hole, the front-end | tip part is made to protrude from the outer surface of the support plate part in which the other up-down direction long hole was formed.
The driven cam is made of metal, and has a convex portion that is long in the vertical direction on the inner surface. Then, by engaging this convex part with the other vertical slot, the other vertical slot can be displaced along the other vertical slot, and the adjustment rod is centered. Are engaged in a state where rotation is suppressed. A driven cam surface that is an uneven surface in the circumferential direction is formed on the outer surface.
The drive cam is supported at the tip of the adjustment rod in a state that allows rotation around the adjustment rod and suppresses displacement of the adjustment rod toward the tip. In addition, a drive side cam surface that is an uneven surface in the circumferential direction is formed on the inner surface. And the cam apparatus which expands / contracts an axial direction dimension is comprised by engaging this drive side cam surface and the said driven side cam surface.
The adjustment lever is coupled to the base end portion of the drive side cam for rotationally driving the drive side cam.
The receiving bracket is provided with a female-side gear provided on the inner surface, and has a groove that is long in the direction along the vertical slot and opens forward or rearward. And it is fixed to the outer side surface of the support plate part provided with said other up-down direction long hole.
Further, the swing arm is a part of the outer surface of the support plate portion provided with the other vertical long holes, and is supporting the swinging displacement centered on the adjustment rod. And the male side gear which can be engaged / disengaged with the said female side gear is provided in the one end part.
The engaging portion is provided between the swing arm and the adjustment lever. Then, the female gear and the male gear are engaged with each other while the axial dimension of the cam device is expanded, and the two gears are disengaged when the axial dimension of the cam device is reduced. The swing arm is rotated in the direction.
Further, the buffer member is made of a material softer than the metal material constituting the driven cam and the metal material constituting the stationary bracket. And the said buffer member has a shape which covers the up-and-down both end surfaces of the said convex part, and is adhere | attached on the inner surface of the said drive side cam in the state which covers this convex part.

特に、本発明のチルト式ステアリング装置に於いては、前記緩衝部材を、前記凸部の上下両側に配置されて、この凸部の上下両端面を覆う１対の突出部を備えたものとしている。そして、これら両突出部の互いに対向する面の前端部から、互いに近付く方向にそれぞれ延出する状態で、前記凸部の前側面の上下両端寄り部分を覆い、この凸部の前側面の上下両端寄り部分と前記他方の上下方向長孔の前側内側縁とが金属同士で直接衝合する事を防止する、覆い部を設けている。
この様な本発明を実施する場合に好ましくは、請求項２に記載した発明の様に、前記凸部の前後両側面の上下両端部にそれぞれ凹部を形成する事により、この凸部の前後方向の幅寸法を、上下両端部で上下方向中間部よりも狭くする。又、前記覆い部を、前記両突出部の互いに対向する面の前後両端部から互いに近づく方向にそれぞれ延出する状態で設ける。そして、前記緩衝部材を前記凸部に被着した状態で前記各覆い部を前記各凹部と係合させ、この凸部の前後方向両側面の上下方向中間部を、これら各覆い部よりも前後方向に突出させない。 In particular, in the tilt type steering apparatus of the present invention, the buffer member is provided on both upper and lower sides of the convex portion, and includes a pair of projecting portions covering the upper and lower end surfaces of the convex portion. . Then, in a state of extending in the direction approaching each other from the front end portions of the opposing surfaces of these two projecting portions, the upper and lower end portions of the front side surface of the convex portion are covered, a front inner edge of the more portion other vertically long hole is prevented from abutting directly with a metal to each other, are provided covering portion.
In the case of carrying out the present invention as described above, preferably, as in the invention described in claim 2, the front and rear direction of the convex portion is formed by forming concave portions at both upper and lower end portions of the front and rear side surfaces of the convex portion. Is made narrower at the upper and lower ends than at the middle in the vertical direction. Moreover, the said cover part is provided in the state which each extends in the direction which mutually approaches from the front-and-rear both-ends part of the mutually opposing surface of both said protrusion parts . Then, said buffer member while deposited on the convex portion of each cover section brought into the engagement with the recesses, a vertically intermediate portion of the longitudinal side surfaces of the convex portions, than each of these covering portions before and after Do not protrude in the direction.

上述の様に構成する本発明のチルト式ステアリング装置によれば、ステアリングホイールの高さ調節時に不快な異音が発生する事を防止できて、しかも、十分な耐久性を確保でき、長期間に亙る使用によっても、ステアリングホイールの高さ位置調節の円滑性を損なう事を防止できる。 According to the tilt type steering device of the present invention configured as described above, it is possible to prevent unpleasant noise from occurring when adjusting the height of the steering wheel, and to ensure sufficient durability for a long period of time. Even when used, the smoothness of adjusting the height position of the steering wheel can be prevented from being impaired.

本発明の実施の形態の１例を示す、緩衝部材を組み付けた揺動腕を内側面側から見た斜視図。The perspective view which looked at the rocking | fluctuation arm which assembled | attached the shock absorbing member from the inner surface side which shows an example of embodiment of this invention. 駆動側カムと緩衝部材とを、組み付け前の状態で内側面側から見た状態で示す斜視図。The perspective view which shows a drive side cam and a buffer member in the state seen from the inner surface side in the state before an assembly | attachment. 同じく外側面側から見た状態で示す斜視図。The perspective view shown in the state seen similarly from the outer surface side. 上下方向長孔と、凸部及び緩衝部材との係合状態を示す模式図。The schematic diagram which shows the engagement state of an up-down direction long hole, a convex part, and a buffer member. 自動車用ステアリング装置の１例を示す、部分切断略側面図。The partial cutting schematic side view which shows an example of the steering device for motor vehicles. 具体的構造の１例を、前上方から見た状態で示す斜視図。The perspective view which shows one example of a specific structure in the state seen from the front upper direction. 同じく後上方から見た状態で示す斜視図。The perspective view shown in the state seen similarly from back upper direction. 同じく側面図。Similarly side view. 図８のａ−ａ断面図。FIG. 9 is a cross-sectional view along the line aa in FIG. 8. 同じく一部を省略して示す分解斜視図。The disassembled perspective view which abbreviate | omits one part and is shown. 緩衝部材を組み付けた揺動腕を外側面側から見た斜視図（Ａ）と、同じく内側面側から見た斜視図（Ｂ）。The perspective view (A) which looked at the rocking | fluctuation arm which assembled | attached the buffer member from the outer surface side, and the perspective view (B) similarly seen from the inner surface side. 従来構造での、上下方向長孔と、凸部及び緩衝部材との係合状態を示す模式図。The schematic diagram which shows the engagement state of an up-down direction long hole, a convex part, and a buffer member in the conventional structure.

図１〜４は、本発明の実施の形態の１例を示している。尚、本例の特徴は、金属製の被駆動側カム１５ａの内側面に形成した凸部３９ｃの形状と、この凸部３９ｃに被着する合成樹脂製の緩衝部材２１ｃの形状とを工夫する事により、この凸部３９ｃと、固定側ブラケット１３の支持板部３４ｂ（図６〜１０参照）に形成した上下方向長孔３５ｂの前側縁６２とが直接衝突するのを防止する為の構造にある。その他の部分の構造及び作用は、前述の図６〜１０に示した構造を含め、特許文献１〜７に記載される等により従来から知られている構造と同様であるから、重複する図示並びに説明は、省略若しくは簡略にし、以下、本例の特徴部分、並びに、先に説明しなかった部分を中心に説明する。 1 to 4 show an example of an embodiment of the present invention. The feature of this example is that the shape of the convex portion 39c formed on the inner surface of the metal driven cam 15a and the shape of the buffer member 21c made of synthetic resin that adheres to the convex portion 39c are devised. By this, the structure for preventing this convex part 39c and the front side edge 62 of the up-and-down direction long hole 35b formed in the support plate part 34b (refer FIGS. 6-10) of the fixed side bracket 13 from colliding directly. is there. Since the structure and operation of the other parts are the same as those conventionally known from Patent Documents 1 to 7 including the structures shown in FIGS. The description will be omitted or simplified, and the following description will focus on the features of the present example and parts not previously described.

本例の構造の場合には、前記凸部３９ｃの前後両側面の上下両端部の４箇所位置にそれぞれ凹部６４、６４を形成する事により、前記凸部３９ｃの前後方向の幅寸法を、上下両端部で上下方向中間部よりも狭くしている。言い換えれば、前記凸部３９ｃの前後両側面の上下方向中間部を、それぞれ上下方向両端部よりも少し突出させている。又、前記緩衝部材２１ｃは、中央部に形成した円孔４０ｃを上下両側から挟む位置に、それぞれ突出部４１ｃ、４１ｃを形成している。これら両突出部４１ｃ、４１ｃ同士の間隔は、前記凸部３９ｃの上下方向高さとほぼ一致させて（一致若しくは僅かに大きくして）、前記両突出部４１ｃ、４１ｃ同士の間に前記凸部３９ｃを内嵌し、これら両突出部４１ｃ、４１ｃによりこの凸部３９ｃの上下両端面を覆う様にしている。尚、これら両突出部４１ｃ、４１ｃの内側面側には凹孔６５、６５を形成している。これら両凹孔６５、６５は、これら両突出部４１ｃ、４１ｃの容積を少なく抑えて、合成樹脂の射出成形時に、引けと呼ばれる変形を生じるのを抑える為と、前記両突出部４１ｃ、４１ｃの剛性を適度に低くして、これら両突出部４１ｃ、４１ｃの緩衝機能を高める為とに設けている。 In the case of the structure of this example, by forming the concave portions 64 and 64 at four positions on both the upper and lower end portions of the front and rear side surfaces of the convex portion 39c, the width dimension in the front-rear direction of the convex portion 39c is It is narrower than the middle part in the vertical direction at both ends. In other words, the middle portions in the vertical direction on both front and rear side surfaces of the convex portion 39c are slightly protruded from both ends in the vertical direction. The buffer member 21c has protrusions 41c and 41c at positions sandwiching the circular hole 40c formed in the center from both the upper and lower sides. The distance between the projecting portions 41c and 41c is substantially the same as the vertical height of the projecting portion 39c (matched or slightly increased), and the projecting portion 39c is located between the projecting portions 41c and 41c. And both the upper and lower end surfaces of the convex portion 39c are covered by the projecting portions 41c and 41c. In addition, the recessed holes 65 and 65 are formed in the inner surface side of these both protrusion parts 41c and 41c. These two concave holes 65, 65 suppress the volume of both the projecting portions 41c, 41c, and suppress the occurrence of deformation called shrinkage at the time of synthetic resin injection molding. It is provided in order to increase the buffer function of both the protruding portions 41c and 41c by appropriately reducing the rigidity.

更に、本例の構造の場合には、前記両突出部４１ｃ、４１ｃの互いに対向する面の前後両端部の合計４箇所位置から、互いに近付く方向に、それぞれ平板状の覆い部６６、６６を延出している。これら各覆い部６６、６６の厚さ寸法Ｔ（図４参照）は、前記凸部３９ｃの前後両側面に形成した凹部６４、６４と高さ方向中間部との段差部の高さＨよりも少し大きく（Ｔ＞Ｈ）している。又、上下の覆い部６６、６６の上下方向端縁同士の間隔Ｄは、前記凸部３９ｃの前後両側面の上下方向中間部の突出部分の上下方向長さＬよりも少し大きく（Ｄ＞Ｌ）している。従って、前記被駆動側カム１５ａと前記緩衝部材２１ｃとを、図２〜３に示した状態から近付け、図１に示す様に組み合わせた状態では、前記凸部３９ｃが前記両突出部４１ｃ、４１ｃ同士の間に嵌り込むと共に、この凸部３９ｃの前後方向両側面の上下方向両端部を、前記各覆い部６６、６６が覆う。又、この状態では、前記凸部３９ｃの前後方向両側面の上下方向中間部が、前記各覆い部６６、６６よりも前後方向に突出しない。 Further, in the case of the structure of this example, the flat cover portions 66 and 66 are extended from the total four positions of the front and rear end portions of the opposing surfaces of the projecting portions 41c and 41c in the direction approaching each other. I'm out. The thickness dimension T (see FIG. 4) of each of the cover portions 66, 66 is larger than the height H of the step portion between the concave portions 64, 64 formed on the front and rear side surfaces of the convex portion 39c and the intermediate portion in the height direction. Slightly larger (T> H). The distance D between the vertical edges of the upper and lower cover portions 66, 66 is slightly larger than the vertical length L of the protruding portion of the intermediate portion in the vertical direction on both front and rear sides of the convex portion 39c (D> L). )doing. Accordingly, in the state where the driven cam 15a and the buffer member 21c are brought closer to the state shown in FIGS. 2 to 3 and combined as shown in FIG. 1, the convex portion 39c has both the protruding portions 41c and 41c. The cover portions 66 and 66 cover both ends of the convex portion 39c in the vertical direction on both sides in the front-rear direction. Further, in this state, the intermediate portions in the vertical direction on both side surfaces in the front-rear direction of the convex portion 39c do not protrude in the front-rear direction than the cover portions 66, 66.

上述の様に構成する本例のチルト式ステアリング装置によれば、ステアリングホイール１（図５参照）の高さ調節時に不快な異音が発生する事を防止できて、しかも、十分な耐久性を確保でき、長期間に亙る使用によっても、ステアリングホイール１の上下位置調節の円滑性を損なう事を防止できる。
先ず、前記被駆動側カム１５ａの内側面に形成した金属製の凸部３９ｃと、前記上下方向長孔３５ｂの前側縁６２及び後側縁６３との間には、図４に示す様に、前記各覆い部６６、６６が存在する。従って、前記凸部３９ｃと前記前側縁６２及び後側縁６３とが直接当接する事はないので、金属同士の直接衝突に基づき、不快な振動や異音が発生する事はない。尚、本例の構造は、前記凸部３９ｃ及び前記緩衝材２１ｃの形状が前後対称であるので、組み付け方向を規制しなくても、上述の作用・効果を得られる。 According to the tilt type steering device of the present example configured as described above, it is possible to prevent unpleasant noise from occurring when adjusting the height of the steering wheel 1 (see FIG. 5), and to achieve sufficient durability. It can be ensured, and even when used for a long time, it is possible to prevent the smoothness of the adjustment of the vertical position of the steering wheel 1 from being impaired.
First, as shown in FIG. 4, between the metal convex portion 39c formed on the inner surface of the driven cam 15a and the front edge 62 and the rear edge 63 of the vertical slot 35b, Each cover 66, 66 is present. Therefore, since the convex portion 39c does not directly contact the front edge 62 and the rear edge 63, unpleasant vibrations and abnormal noises are not generated based on the direct collision of metals. In the structure of this example, since the shapes of the convex portions 39c and the cushioning material 21c are symmetric in the front-rear direction, the above-described operation and effects can be obtained without restricting the assembly direction.

又、前記被駆動側カム１５ａを前記上下方向長孔３５ｂの内側に、調節ロッド１４（図９、１０参照）を中心とする回転を阻止した状態で、この上下方向長孔３５ｂに沿う変位（昇降）を可能にする為の構造は、主として、金属製である前記凸部３９ｃによる。前記上下方向長孔３５ｂの前側縁６２及び後側縁６３と擦れ合う、前記各覆い部６６、６６は、薄肉である為、弾性変形量は限られており、これら前側縁６２又は後側縁６３に押し付けられつつ摺動しても、これら両側縁６２、６３の前記各覆い部６６、６６への食い込み量が少なく抑えられる。この為、食い込み量が多い状態で互いに擦れ合う場合に比べて、前記各覆い部６６、６６の摩耗量を少なく抑えられる。更に、仮に、これら各覆い部６６、６６が摩耗し切った状態でも、前記凸部３９ｃにより、調節ロッド１４を中心として前記被駆動側カム１５ａが回転する事を阻止できるので、長期間に亙る使用に拘らず、ステアリングホイール１の上下位置調節の円滑性を損なう事を防止できる。 In addition, the driven cam 15a is displaced along the vertical long hole 35b in a state where the rotation about the adjusting rod 14 (see FIGS. 9 and 10) is prevented inside the vertical long hole 35b. The structure for enabling the ascending and descending) is mainly due to the convex portion 39c made of metal. The cover portions 66 and 66 that rub against the front side edge 62 and the rear side edge 63 of the up-and-down direction long hole 35b are thin, so that the amount of elastic deformation is limited, and the front side edge 62 or the rear side edge 63 is limited. Even if the two side edges 62 and 63 slide while being pressed against each other, the amount of biting into the respective cover portions 66 and 66 of the both side edges 62 and 63 can be reduced. For this reason, compared with the case where it rubs against each other in a state where the amount of biting is large, the amount of wear of each of the cover portions 66, 66 can be reduced. Furthermore, even if these cover portions 66 and 66 are completely worn out, the convex portion 39c can prevent the driven cam 15a from rotating around the adjustment rod 14, so that it can last for a long time. Regardless of the use, it is possible to prevent the smoothness of the vertical position adjustment of the steering wheel 1 from being impaired.

尚、本例を含めて本発明の構造の場合には、雌側ギヤ５０と雄側ギヤ５４との係合（図１０参照）に基づいて、前記ステアリングホイール１の高さ位置を保持する為、前記被駆動側カム１５ａと駆動側カム１６とを組み合わせて成るカム装置４７（図９参照）が発生する軸力を小さく抑えられる。この軸力は、固定側ブラケット１３の内側で変位側ブラケット１２（図９、１０参照）ががたつかない程度の大きさであれば足りる。そして、前記軸力を低く抑えられる事は、調節レバー１７により前記駆動側カム１６（図９参照）を回動させて前記カム装置４７の軸方向寸法を拡げる際に、前記被駆動側カム１５ａに加わるモーメントを低く抑えられる事に繋がる。そして、このモーメントを低く抑えられる事は、前記凸部３９ｃの前後両側面と、前記上下方向長孔３５ｂの前側縁６２及び後側縁６３との間で、前記各覆い部６６、６６を押圧する力を低く抑えられる事に繋がる。更に、この力を低く抑えられる事は、これら各覆い部６６、６６の耐久性を確保し易い事に繋がる。以上の説明から明らかな通り本発明は、前記雌側ギヤ５０と雄側ギヤ５４との係合に基づくステアリングホイール１の高さ位置保持機構と組み合わせる事により、十分な効果を得られる。尚、前記カム装置４７が発生する軸力は、ナット４５（図８〜１０参照）の締め付けトルクの調節により、任意且つ容易に調節できる。 In the case of the structure of the present invention including this example, the height position of the steering wheel 1 is maintained based on the engagement between the female gear 50 and the male gear 54 (see FIG. 10). The axial force generated by the cam device 47 (see FIG. 9), which is a combination of the driven cam 15a and the driving cam 16, can be kept small. The axial force is sufficient as long as the displacement side bracket 12 (see FIGS. 9 and 10) does not rattle inside the fixed side bracket 13. The fact that the axial force can be kept low is that when the driving cam 16 (see FIG. 9) is rotated by the adjusting lever 17 to increase the axial dimension of the cam device 47, the driven cam 15a. The moment applied to the can be kept low. The moment can be kept low by pressing the cover portions 66, 66 between the front and rear side surfaces of the convex portion 39c and the front side edge 62 and the rear side edge 63 of the vertical elongated hole 35b. It leads to being able to suppress the power to do low. Further, the fact that this force can be kept low leads to the ease of ensuring the durability of each of the cover portions 66, 66. As is apparent from the above description, the present invention can achieve a sufficient effect by combining with the height position holding mechanism of the steering wheel 1 based on the engagement between the female gear 50 and the male gear 54. The axial force generated by the cam device 47 can be adjusted arbitrarily and easily by adjusting the tightening torque of the nut 45 (see FIGS. 8 to 10).

本発明の特徴は、ステアリングホイールの高さ位置を調節する為のチルト式ステアリング装置に関し、この高さ位置調節時に上下方向長孔に沿って昇降する被駆動側カムの内側面に突設した凸部とこの上下方向長孔の内側縁との衝突に基づいて不快な異音が発生するのを防止する構造にある。調節ロッド１４の基端側の凸部３９ａ側に装着する緩衝部材２１ａ（図９、１０参照）に関しては、本発明と同様の構造を採用する事が好ましいが、必ずしも採用する必要はない。又、ステアリングホイールの前後位置を調節する為のテレスコピック機構に関しては、必ずしも設ける必要はない。又、テレスコピック機構を設ける場合でも、前述の図６〜１０に示す様な構造に限らず、例えば前記特許文献１等に記載されている、より一般的な構造を採用する事もできる。又、雄側ギヤを設けた揺動腕の設置方向に関しても、前記特許文献１に記載されている様に、図６〜１０に示した構造とは、ほぼ１８０度反対方向とする事もできる。更に、図１、１１には、合成樹脂製の第一、第二緩衝板を設けた構造を示したが、この様な緩衝板は省略する事もできる。 A feature of the present invention relates to a tilt-type steering device for adjusting the height position of a steering wheel, and a convex projectingly provided on an inner surface of a driven cam that moves up and down along a vertical slot when the height position is adjusted. In this structure, unpleasant noise is prevented from being generated due to the collision between the portion and the inner edge of the vertical slot. Regarding the buffer member 21a (see FIGS. 9 and 10) to be mounted on the convex portion 39a on the base end side of the adjusting rod 14, it is preferable to adopt the same structure as that of the present invention, but it is not always necessary to adopt it. Further, it is not always necessary to provide a telescopic mechanism for adjusting the front / rear position of the steering wheel. Even when a telescopic mechanism is provided, the structure is not limited to the structure shown in FIGS. 6 to 10 described above, and a more general structure described in, for example, Patent Document 1 can also be adopted. In addition, regarding the installation direction of the swing arm provided with the male gear, as described in Patent Document 1, the direction shown in FIGS. . Furthermore, although the structure which provided the 1st, 2nd buffer board made from a synthetic resin was shown in FIG. 1, 11, such a buffer board can also be abbreviate | omitted.

１ステアリングホイール
２ステアリングギヤユニット
３入力軸
４タイロッド
５、５ａステアリングシャフト
６、６ａステアリングコラム
７自在継手
８中間シャフト
９自在継手
１０電動モータ
１１ハウジング
１２変位側ブラケット
１３固定側ブラケット
１４調節ロッド
１５、１５ａ被駆動側カム
１６駆動側カム
１７調節レバー
１８受ブラケット
１９揺動腕
２０係合部
２１ａ、２１ｂ、２１ｃ緩衝部材
２２アウタコラム
２３インナコラム
２４抑えブロック
２５ハウジング
２６支持管
２７インナシャフト
２８アウタシャフト
２９出力軸
３０側板部
３１杆部
３２通孔
３３取付板部
３４ａ、３４ｂ支持板部
３５ａ、３５ｂ上下方向長孔
３７鍔部
３８雄ねじ部
３９ａ、３９ｂ、３９ｃ凸部
４０ａ、４０ｂ、４０ｃ円孔
４１ａ、４１ｂ、４１ｃ突出部
４２被駆動側カム面
４３ａ、４３ｂ貫通孔
４４駆動側カム面
４５ナット
４６スラスト軸受
４７カム装置
４８保持凹部
４９凹溝
５０雌側ギヤ
５１鉤片
５２保持孔
５３センタリングばね
５４雄側ギヤ
５５突片
５６係止段部
５７弾性係止片
５８スリーブ
５９エネルギ吸収部材
６０第一緩衝板
６１第二緩衝板
６２前側縁
６３後側縁
６４凹部
６５凹孔
６６覆い部 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 Electric motor 11 Housing 12 Displacement side bracket 13 Fixed side bracket 14 Adjustment rod 15, 15a Drive side cam 16 Drive side cam 17 Adjusting lever 18 Receiving bracket 19 Swing arm 20 Engaging portion 21a, 21b, 21c Buffer member 22 Outer column 23 Inner column 24 Holding block 25 Housing 26 Support pipe 27 Inner shaft 28 Outer shaft 29 Output shaft 30 Side plate portion 31 Hook portion 32 Through hole 33 Mounting plate portion 34a, 34b Support plate portion 35a, 35b Vertically long hole 37 Hook portion 38 Male screw portion 39a, 39b, 39c Convex portion 40a, 4 0b, 40c Circular holes 41a, 41b, 41c Protruding portions 42 Driven cam surfaces 43a, 43b Through holes 44 Drive side cam surfaces 45 Nuts 46 Thrust bearings 47 Cam devices 48 Holding recesses 49 Recessed grooves 50 Female gears 51 Hooks 52 Holding hole 53 Centering spring 54 Male gear 55 Projection piece 56 Locking step portion 57 Elastic locking piece 58 Sleeve 59 Energy absorbing member 60 First buffer plate 61 Second buffer plate 62 Front side edge 63 Rear side edge 64 Concave portion 65 Concave hole 66 Cover

Claims

A steering column that swings and displaces about a tilt axis arranged in the width direction at the front ,
A steering shaft that is rotatably supported inside the steering column and fixes a steering wheel to a portion protruding rearward from the rear end opening of the steering column;
A displacement side bracket provided on a part of the steering column in a state of projecting upward or downward from the main body portion of the steering column, and having a through-hole penetrating in the width direction;
A pair of support plate portions that sandwich the displacement side bracket from both sides in the width direction, and a partially arcuate vertical length centered on the tilt axis, provided at positions where the both support plate portions are aligned with each other. A metal fixed side bracket having a hole and supported and fixed to the vehicle body;
These vertical holes and the through-holes are provided in a state of penetrating in the width direction, the base end is engaged with one vertical slot, and the tip is formed with the other vertical slot An adjustment rod protruding from the outer surface of the plate part;
Displacement along this other vertical slot is possible by engaging the other vertical slot with the other vertical slot projecting from the inner surface. And a metal driven side cam having a driven cam surface that is an uneven surface in the circumferential direction formed on the outer surface, which is engaged in a state where rotation about the adjusting rod is suppressed,
It is an uneven surface in the circumferential direction on the inner side surface that is supported at the tip end portion of the adjustment rod so that the adjustment rod can be rotated around the adjustment rod and the displacement to the tip side of the adjustment rod is suppressed. A drive side cam constituting a cam device for forming a drive side cam surface and engaging the drive side cam surface and the driven side cam surface to expand and contract the axial dimension;
In order to rotationally drive the drive side cam, an adjustment lever having the drive side cam coupled to the base end,
A female gear is provided on the inner surface, provided with a concave groove that is long in the direction along the vertical slot and opens forward or backward, and is fixed to the outer surface of the support plate portion provided with the other vertical slot. A receiving bracket,
A part of the outer surface of the support plate portion provided with the other vertical hole is supported so as to be able to swing and swing around the adjustment rod, and can be engaged with and disengaged from the female gear at one end. A swing arm with a male gear;
An axial dimension of the cam device is provided between the swing arm and the adjustment lever, and the female gear and the male gear are engaged with each other in a state where the axial dimension of the cam device is expanded. An engagement portion for rotating the swing arm in a direction to disengage the engagement between the two gears in a contracted state;
It is made of a material softer than the metal material constituting the driven cam and the metal material constituting the stationary bracket, and is attached to the inner surface of the driven cam so as to cover the convex portion. A buffer member,
In the tilt type steering device, the buffer member has a shape that covers the upper and lower end surfaces of the convex portion.
The buffer member includes a pair of protrusions that are disposed on both upper and lower sides of the convex part and cover both upper and lower end surfaces of the convex part, and a direction in which the two protruding parts approach each other from the front end parts of the surfaces facing each other. In this state, the upper and lower end portions of the front surface of the convex portion are covered, and the upper and lower end portions of the front side surface of the convex portion and the front inner edge of the other vertical slot are made of metal. to prevent the direct abutment, the tilt steering apparatus which is characterized in that a cover portion.

By forming recesses in the upper and lower end portions of both front and rear side surfaces of the convex portion, the width dimension in the front-rear direction of the convex portion is made narrower in the upper and lower end portions than the vertical middle portion, and the covering portion is the be provided in a state extending respectively toward each other from the front and rear end portions of the facing surfaces of the two protruding portions, wherein each cover portion buffering member while deposited on the convex portions each 2. The tilt type steering device according to claim 1, wherein the tilt type steering device engages with a concave portion, and an intermediate portion in the vertical direction on both side surfaces in the front-rear direction of the convex portion does not protrude in the front-rear direction than the cover portions.