Steering device

Abstract

A steering device (10) is provided with a restriction bracket (40) attached to an inner tube (13). The restriction bracket has a restriction plate (50), a pair of downward plates (61), and a pair of side plates (63). The restriction plate overlaps the outer peripheral surface (13a) of the inner tube and has an elongated hole (51) along the length of the inner tube. A coupling bolt (52) inserted through the elongated hole fastens the restriction plate to the outer peripheral surface. Each downward plate extends from the restriction plate along the inner surface of a pair of clamping portions (23) of an outer column (12). Each side plate extends from the top end (61b) of each downward plate along the outer surface of each clamping portion and is clamped between each clamping portion and each outer column support portion (11a). Each downward plate and each side plate has an elongated hole (63a) for a clamping bolt (31) to pass through. The coupling bolt advances within the elongated hole at the time of a secondary impact.

Description

Technical Field

[0001] The present invention relates to an improved technology for a steering device having a telescopic adjustment mechanism. Background Art

[0002] Vehicles are driven by drivers of various body types. In recent years, steering systems have become known that include telescopic adjustment mechanisms that allow for telescopic adjustment of the steering wheel's position in the fore-aft direction according to the driver's body type. The steering system disclosed in Patent Document 1 includes an outer column that holds an inner tube housing a steering shaft so that it can be moved and fixed in the fore-aft direction of the vehicle.

[0003] Reference Figure 10 (a)~ Figure 10 (c) describes the technology of the steering device disclosed in Patent Document 1. Figure 10 (a) reproduces the Figure 3 content. Figure 10 (b) reproduces the Figure 2 The content of (a). Figure 10 (c) reproduces the Figure 2 The reference numerals have been re-labeled as appropriate.

[0004] like Figure 10 (a)~ Figure 10 As shown in (c), in the steering device 300 of Patent Document 1, an outer column 303 (arc-shaped portion 303) is mounted to a vehicle body 302 via a vehicle body mounting bracket 301 (bracket 301). The outer column 303 includes a pair of clamping portions 305, 305 (fastened portions 305, 305) that hold an inner tube 304 (inner sleeve 304) in a manner movable and fixed in the vehicle longitudinal direction. The vehicle body mounting bracket 301 includes a pair of outer column support portions 306, 306 (side plates 306, 306) that clamp the pair of clamping portions 305, 305 on both sides in the vehicle width direction. Clamping bolts 307 penetrate the pair of clamping portions 305, 305 and the pair of outer column support portions 306, 306. A pair of fastening members 308, 308 is interposed between both ends of the clamping bolt 307 and the pair of outer column supports 306, 306. By rotating a lock lever 309 provided on the clamping bolt 307, the pair of fastening members 308, 308 fastens the pair of clamping parts 305, 305 and the pair of outer column supports 306, 306.

[0005] A restriction bracket 310 (energy absorbing unit 310) for restricting the extension and contraction range is provided to the inner tube 304. The restriction bracket 310 includes a pair of side plates 311, 311 (friction plates 311, 311), a pair of link portions 312, 312, an engaging portion 313, and an energy absorbing portion 314.

[0006] The pair of side plates 311, 311 are longitudinal plate-like portions interposed between the pair of outer column support portions 306, 306 and the pair of fastening members 308, 308 with the plate surfaces facing in the vehicle width direction.

[0007] The pair of link portions 312, 312 are located at the rear ends in the restriction bracket 310 and are formed integrally with the rear lower ends of the pair of side plates 311, 311.

[0008] The engaging portion 313 is a longitudinal plate-like portion located at the front end in the restriction bracket 310 with the plate surface facing in the vehicle front-rear direction, and the upper end thereof is fixed to the front end of the inner tube 304 by welding or the like. That is, the engaging portion 313 extends vertically downward from the front end of the inner tube 304.

[0009] The energy absorbing portion 314 is a horizontal portion connecting between the lower ends of the pair of link portions 312, 312 and the lower end of the engaging portion 313. Further, the energy absorbing portion 314 extends in a wavy manner from the pair of link portions 312, 312 toward the engaging portion 313.

[0010] When a secondary collision occurs, the inner tube 304 advances due to the collision energy. The engaging portion 313 advances together with the inner tube 304. The front end of the energy absorbing portion 314 is pulled by the lower end of the engaging portion 313 and attempts to advance. However, the pair of side plates 311, 311 are fastened by the pair of outer column support portions 306, 306 and the pair of fastening members 308, 308. Therefore, the advance of the rear end of the energy absorbing portion 314 is restricted. As a result, the wavy energy absorbing portion plastically deforms in a manner of stretching in the forward direction, thereby absorbing the collision energy.

[0011] As described above, the engaging portion 313 connects between the upper inner tube 304 and the lower energy absorbing portion 314, and thus is elongated in the vertical direction. Therefore, an excessive bending stress can occur in the engaging portion 313 due to the collision energy. In a case where the upper portion of the engaging portion 313 is deflected in the forward direction, the collision energy cannot be sufficiently transmitted from the engaging portion 313 to the energy absorbing portion 314, and the energy absorbing portion 314 can not be able to sufficiently and promptly absorb the collision energy. In order to cope with this problem, it is necessary to sufficiently increase the rigidity of the engaging portion 313 until it approaches a perfect rigid body, and there is room for improvement.

[0012] In addition, the pair of side plates 311, 311 and the energy absorbing portion 314 are connected only at the lower rear end of the restriction bracket 310 by the pair of connecting portions 312, 312, and the rigidity of the entire restriction bracket 310 (energy absorbing unit 310) can be improved.

[0013] In addition, in order to surely absorb the collision energy by the energy absorbing portion 314, the size management and the rigidity management of the inner tube 304 and the engaging portion 313 need to be sufficiently performed.

[0014] Prior Art Documents

[0015] Patent Documents

[0016] Patent Document 1: Japanese Patent Application Publication No. 2016-132308 SUMMARY

[0017] Problem to be solved by the Invention

[0018] The present application has an object to provide a steering device having a telescopic adjustment mechanism, in which a restriction bracket for restricting a telescopic adjustment range of an inner tube can be constituted by a single member, and in which collision energy at the time of a secondary collision can be sufficiently and promptly absorbed by the restriction bracket, and cost reduction can be achieved.

[0019] Means for solving the problem

[0020] According to the first application, there is provided a steering device including:

[0021] an inner tube in which a steering shaft is built and which supports the steering shaft so as to be rotatable;

[0022] an outer column including a pair of clamping portions which hold the inner tube so as to be movable and fixed in a vehicle front-rear direction;

[0023] a vehicle body mounting bracket which is mountable to a vehicle body and which includes a pair of outer column support portions which clamp both sides in a width direction of the pair of clamping portions;

[0024] a tightening mechanism which has a clamping bolt which is capable of tightening the inner tube via the pair of clamping portions and the pair of outer column support portions; and

[0025] a restriction bracket which is fitted to the inner tube,

[0026] The steering device is characterized in that

[0027] the restriction bracket is constituted by a single member which has:

[0028] a restriction plate which is positioned between the pair of clamping portions and overlaps the outer peripheral surface of the inner tube, has an elongated hole along the length direction of the inner tube, is coupled to the outer peripheral surface of the inner tube by the fastening force of a coupling bolt inserted through the elongated hole, and restricts relative displacement of the inner tube in the length direction; and

[0029] a pair of leg portions which extend from the restriction plate along the pair of clamping portions,

[0030] the pair of leg portions include:

[0031] a pair of vertical plates which are vertically plate-shaped, extend from the restriction plate along the inner surfaces of the pair of clamping portions, and face the inner surfaces of the pair of clamping portions;

[0032] a pair of curved portions which are plate-shaped, curve from the top ends of the pair of vertical plates in a manner of naturally passing around the top ends of the pair of clamping portions; and

[0033] a pair of side plates which are vertically plate-shaped, extend from the pair of curved portions along the outer surfaces of the pair of clamping portions, and are interposed between the pair of clamping portions and the pair of outer column support portions in a manner of being clamped between the pair of clamping portions and the pair of outer column support portions,

[0034] the pair of vertical plates and the pair of side plates each have a pair of elongated holes for expansion adjustment which are elongated in the length direction of the inner tube and through which the clamping bolt can be inserted, and the inner tube and the coupling bolt move in the forward direction within the elongated hole of the restriction plate at the time of secondary collision.

[0035] As the second invention, preferably, the elongated hole of the restriction plate includes a first elongated hole on the rear side which is positioned at the rear of the restriction plate, a second elongated hole on the front side which continuously extends forward from the front end of the first elongated hole, and a protrusion which is positioned at the boundary of the first elongated hole and the second elongated hole, and the coupling bolt is inserted in the first elongated hole in a normal state in which the secondary collision does not occur.

[0036] As the third invention, preferably, the front end of the elongated hole of the restriction plate is an open end from which the coupling bolt coupled to the inner tube can be extracted at the time of secondary collision.

[0037] As the fourth invention, preferably, the surface of the restriction plate which overlaps the outer peripheral surface of the inner tube is circular arc-shaped along the outer peripheral surface.

[0038] As the fifth invention, preferably, the inner surfaces of the pair of clamping portions have a pair of rotation restriction portions which restrict the rotation of the pair of vertical plates.

[0039] Effects of the Invention

[0040] In the first invention, the restraining bracket is a single member including a restraining plate and a pair of leg portions including a downward plate, a bent portion, and a side plate. The restraining plate is overlapped with the outer peripheral surface of the inner tube, is coupled to the outer peripheral surface of the inner tube by the fastening force of the coupling bolt, and the relative displacement of the inner tube in the longitudinal direction is restricted by the friction against the outer peripheral surface of the inner tube. Each downward plate of the pair of leg portions is a constitution of a longitudinal plate facing the inner surface of the pair of clamping portions. Each bent portion of the pair of leg portions is a plate-shaped portion bent from the top end of the pair of downward plates in a natural manner around the top end of the pair of clamping portions. Each side plate of the pair of leg portions is a portion extending from each bent portion along the outer surface of the clamping portion and being clamped between the pair of outer column support portions and the pair of clamping portions. Therefore, the rigidity of the restraining bracket in the vehicle front-rear direction is extremely large. By such a constitution, the restraining bracket can sufficiently receive the collision energy at the time of secondary collision. Therefore, the advancement of the restraining bracket caused by the collision energy can be reliably restricted. Also, the inner tube and the coupling bolt coupled to the inner tube move in the vehicle front direction along the long hole, and the collision energy is absorbed by the fastening force of the coupling bolt and the friction with the restraining plate. As a result, the collision energy can be sufficiently and promptly absorbed between the inner tube and the restraining plate. In this way, the restraining plate having the long hole has a collision energy absorbing function.

[0041] In addition, when the clamping bolt is loosened, the pair of downward plates and the pair of side plates having the pair of long holes for expansion adjustment can move in the vehicle front-rear direction, and the inner tube is adjusted in the vehicle front-rear direction (expansion adjustment function). When the clamping bolt is fastened, the pair of side plates can hold the inner tube by the friction generated by being clamped between the pair of outer column support portions and the pair of clamping portions (expansion holding function). In this way, the restraining bracket composed of a single member can exhibit all three functions of the expansion adjustment function, the expansion holding function, and the collision energy absorbing function. That is, the restraining bracket for restricting the expansion adjustment range of the inner tube can be composed of a single member. The number of components having the three functions can be reduced and the assembly property can be improved. As a result, the cost reduction of the steering device can be achieved.

[0042] In the second invention, the coupling bolt inserted into the first long hole and coupled to the inner tube collides with the protrusion of the long hole to deform (including expansion and crushing) the protrusion, and the coupling bolt starts to move in the advancement direction. The coupling bolt after passing the protrusion further deforms (including expansion and crushing) the second long hole, and moves in the advancement direction to absorb the collision energy. As a result, the collision energy can be sufficiently and promptly absorbed between the inner tube and the restraining plate.

[0043] In the third invention, the front end of the long hole formed in the restraining bracket is an open end, and accordingly, the length of the restraining plate in the vehicle front-rear direction can be shortened. Therefore, the degree of freedom of the arrangement of the restraining plate with respect to the body mounting bracket, the outer column, and the inner tube can be improved.

[0044] In the fourth application, the face of the restriction plate that overlaps the outer circumferential face of the inner tube is in an arc shape along the outer circumferential face, so the restriction plate can be made to adhere to the outer circumferential face of the inner tube.

[0045] In the fifth application, the rotation of the pair of downward plates can be reliably restricted by the pair of rotation restriction portions provided on the inner faces of the pair of clamping portions. Moreover, no additional members for restricting rotation need to be provided. BRIEF DESCRIPTION OF DRAWINGS

[0046] Figure 1 is a left side view of the steering device of Example 1.

[0047] Figure 2 is a cross-sectional view along the line 2-2 of Figure 1

[0048] Figure 3 is a cross-sectional view of the restriction bracket shown in Figure 2

[0049] Figure 4 is a cross-sectional view of the inner tube and the restriction bracket along the line 4-4 of Figure 2

[0050] Figure 5 is a cross-sectional view of the restriction bracket and the coupling bolt along the line 5-5 of Figure 4

[0051] Figure 6 is a perspective view of the restriction bracket shown in Figure 2

[0052] Figure 7 is a plan view of the restriction bracket of the steering device of Example 2.

[0053] Figure 8 is a perspective view of the restriction bracket of the steering device of Example 2.

[0054] Figure 9 is a perspective view of the restriction bracket of the steering device of Example 3.

[0055] Figure 10 (a) of is a cross-sectional view of a conventional steering device viewed from the length direction of the inner tube, Figure 10 (b) of is Figure 10 (a) of is an assembly view of the inner tube and the restriction bracket shown in Figure 10 (c) of is a view that enlarges the main portions of the inner tube and the restriction bracket shown in Figure 10 (a) of.

[0056] Explanation of Reference Numerals

[0057] ​​​​​10, 100, 200 steering device

[0058] 11 vehicle body mounting bracket

[0059] 11a outer column support portion

[0060] 12 outer column

[0061] 13 inner tube

[0062] 13a outer peripheral surface of inner tube

[0063] 14 steering shaft

[0064] 23 clamping portion

[0065] 23b inner surface of clamping portion

[0066] 23c top end (lower end) of clamping portion

[0067] 23d outer surface of clamping portion

[0068] 23e rotation restricting portion

[0069] 30 tightening mechanism

[0070] 31 clamping bolt

[0071] 40, 140, 240 restricting bracket

[0072] 50, 150, 250 restricting plate

[0073] 52 coupling bolt

[0074] 60 leg portion

[0075] 61 drop plate

[0076] 61a long hole for extension adjustment

[0077] 61b top end (lower end) of drop plate

[0078] 62 bent portion

[0079] 63 side plate

[0080] 63a long hole for extension adjustment

[0081] 51 long hole

[0082] 151 long hole

[0083] 151a first long hole

[0084] 151b second long hole

[0085] 151c protrusion

[0086] 251 slit

[0087] 253 open end of the slit (end of the advancing direction of the inner tube in the restriction plate)

[0088] Ad advancing direction of the inner tube 13 DETAILED DESCRIPTION

[0089] Embodiments of the present application will be described below based on the drawings. Furthermore, the mode shown in the drawings is one example of the present application, and the present application is not limited to this mode. In the description, left and right refer to left and right with respect to an occupant of the vehicle, and front and rear refer to front and rear with respect to the advancing direction of the vehicle. In addition, in the drawings, Fr indicates front, Rr indicates rear, Le indicates left when viewed from the occupant, Ri indicates right when viewed from the occupant, Up indicates up, and Dn indicates down.

[0090] Example 1

[0091] Reference Figures 1 to 6 The steering device 10 of Example 1 will be described. As shown in Figure 1 , the steering device 10 has a telescopic adjustment function and a tilt adjustment function. The telescopic adjustment function is a function in which the occupant adjusts the position of the steering wheel 15 in the vehicle front-rear direction according to the own body type in a state in which the steering device 10 is installed to the vehicle body. The tilt adjustment function is a function in which the occupant adjusts the tilt of the steering wheel 15 with respect to the vehicle body in the up-down direction according to the own body type in a state in which the steering device 10 is installed to the vehicle body.

[0092] As shown in Figure 1 and Figure 2 , the steering device 10 has a vehicle body mounting bracket 11 that can be installed to the vehicle body, an outer column 12 that is supported to the vehicle body mounting bracket 11 so as to be movable up and down (so as to be swingable), a cylindrical inner tube 13 that is movably held to the outer column 12 in the vehicle front-rear direction and is fixed, a steering shaft 14 that is built in the inner tube 13, and a tightening mechanism 30 that can tighten the inner tube 13 to the outer column 12.

[0093] Thus, the outer column 12 is installed to the vehicle body via the vehicle body mounting bracket 11. The steering shaft 14 is rotatably loaded to the inner tube 13 via a bearing that is not shown. The steering wheel 15 is installed to the rear end of the steering shaft 14.

[0094] As shown in Figure 2 , the vehicle body mounting bracket 11 has a pair of outer column support portions 11a, 11a (side plate portions 11a, 11a) that extend downward from both width direction sides. The pair of outer column support portions 11a, 11a are formed in a flat plate shape so as to face each other substantially in parallel, and are each formed with a long hole 11b, 11b for tilt adjustment that is long in the up-down direction. Furthermore, the present application can have at least the telescopic adjustment function.

[0095] The outer column 12 has a substantially inverted U shape when viewed from the steering wheel 15 side (refer to FIG. 1). Figure 1 The outer column 12 is a one-piece product including a tube holding portion 21 that holds an outer peripheral surface of the inner tube 13, an opening 22 that is formed along an axial direction of the tube holding portion 21, and a pair of clamping portions 23, 23 that extend from the tube holding portion 21 on both sides in a width direction of the opening 22.

[0096] The pair of clamping portions 23, 23 are portions that hold the inner tube 13 so as to be movable and fixed in a vehicle front-rear direction, and are located between the pair of outer column support portions 11a, 11a. Outer surfaces in the vehicle width direction of the pair of clamping portions 23, 23 are adjacent to inner surfaces in the vehicle width direction of the pair of outer column support portions 11a, 11a. The pair of outer column support portions 11a, 11a can clamp both sides in the width direction of the pair of clamping portions 23, 23. Further, the pair of clamping portions 23, 23 have a pair of bolt insertion holes 23a, 23a that respectively penetrate in the vehicle width direction.

[0097] A tightening mechanism 30 can tighten the pair of clamping portions 23, 23 to each other. The tightening mechanism 30 includes a clamping bolt 31, a tightening cam 32, an operation lever 33, and a nut 34.

[0098] The clamping bolt 31 penetrates each long hole 11b, 11b of the pair of outer column support portions 11a, 11a and each bolt insertion hole 23a, 23a of the pair of clamping portions 23, 23. The outer column 12 is supported to the vehicle body mounting bracket 11 by the clamping bolt 31. The clamping bolt 31 can fasten the inner tube 13 via the pair of clamping portions 23, 23 and the pair of outer column support portions 11a, 11a.

[0099] The tightening cam 32 and the operation lever 33 are located on the vehicle width direction outer side of one of the pair of outer column support portions 11a, 11a, for example, the left outer column support portion 11a when viewed from the steering wheel 15 side. The nut 34 is located on the vehicle width direction outer side of the other of the pair of outer column support portions 11a, 11a and is screwed onto the clamping bolt 31.

[0100] The tightening cam 32 includes a fixed cam 35 and a movable cam 36 that face each other. Opposite surfaces of the fixed cam 35 and the movable cam 36 that face each other have cam teeth, respectively. The fixed cam 35 is embedded in the long hole 11b of the left outer column support portion 11a when viewed from the steering wheel 15 side, can slide up and down, and is rotationally restricted. The clamping bolt 31 penetrates the fixed cam 35. The movable cam 36 is embedded in the operation lever 33.

[0101] The operation lever 33 is an operation member that performs rotational operation on the clamping bolt 31. This operation lever 33 is rotatably attached to the clamping bolt 31 together with the movable cam 36.

[0102] The operation lever 33 is in the moving position PI shown by a solid line when Figure 1 The fixed cam 35 and the movable cam 36 are close to each other, and the gap Cr is narrow, as shown in the fixed state of the clamping mechanism 30 shown in Figure 2 The fixed cam 35 and the movable cam 36 are close to each other, and the gap Cr is narrow, as shown in the fixed state of the clamping mechanism 30 shown in

[0103] After that, when the operation lever 33 is switched to the restricted position P2 shown by a broken line by performing rotational operation thereon in the counterclockwise direction in Figure 1 The fixed cam 35 and the movable cam 36 are separated from each other, and the gap Cr is widened, as shown in the restricted state of the clamping mechanism 30 shown in

[0104] The outer column 12 is suspended to the vehicle body mounting bracket 11 via the clamping bolt 31 and by a pair of extension springs 37, 37 on both sides in the vehicle width direction. When the clamping bolt 31 is loosened by the operation lever 33, the pair of extension springs 37, 37 hold the outer column 12 by a force.

[0105] As described above, the clamping mechanism 30 can switch the holding state of the outer column 12 to the inner tube 13 between the restricted mode and the moving mode. That is, the clamping mechanism 30 switches between the restricted state that restricts the movement of the inner tube 13 with respect to the outer column 12 in the longitudinal direction and the vertical direction and the allowable state that allows the movement of the inner tube 13 with respect to the outer column 12 in the longitudinal direction and the vertical direction.

[0106] Furthermore, as shown in Figure 2 and Figure 3 The steering device 10 includes a restriction bracket 40 that is fitted to the inner tube 13. This restriction bracket 40 is composed of a single member that is a bent molded product of a sheet made of metal. In detail, the restriction bracket 40 has a restriction plate 50 and a pair of leg portions 60, 60.

[0107] As shown in Figure 3 and Figure 4As shown, the restriction plate 50 is located between the pair of clamping portions 23 , 23 and overlaps with the outer peripheral surface 13 a of the inner tube 13 , extending along the longitudinal direction of the inner tube 13 .

[0108] Furthermore, the surface 50 a of the restriction plate 50 that overlaps with the outer peripheral surface 13 a of the inner tube 13 (the overlapping surface 50 a ) is arc-shaped along the outer peripheral surface 13 a . Therefore, the restriction plate 50 can be brought into close contact with the outer peripheral surface 13 a of the inner tube 13 .

[0109] like Figures 3 to 6 As shown, the limiting plate 50 has a long hole 51 extending along the length of the inner tube 13. The long hole 51 penetrates the limiting plate 50 in the front-to-back direction. At least one (e.g., two) connecting bolts 52 passing through the long hole 51 are screwed into the threaded hole 13b of the inner tube 13 (connected to the inner tube 13). The limiting plate 50 is assembled to the inner tube 13 by the connecting bolts 52. That is, the limiting plate 50 is connected to the outer peripheral surface 13a of the inner tube 13 by the tightening force of the connecting bolts 52 passing through the long hole 51, and the relative displacement of the inner tube 13 in the longitudinal direction is restricted by friction with the outer peripheral surface 13a of the inner tube 13.

[0110] The width Wd of the elongated hole 51 is equal to or slightly larger than the diameter db of the shafts of the connecting bolts 52, 52. If the width Wd of the elongated hole 51 is too large compared to the diameter db of the shafts of the connecting bolts 52, 52, the securing of the inner tube 13 by the restrictor plate 50 may become unstable. The connecting bolts 52, 52 may slide along the elongated hole 51 in the advancing direction Ad during a secondary collision.

[0111] As a variation of the first embodiment, the width Wd of the elongated hole 51 may be smaller than the diameter db of the shaft of the connecting bolts 52, 52 (Wd < db). In this case, when the connecting bolts 52, 52 slide in the advancing direction Ad during a secondary collision, they may crush the edge of the elongated hole 51 and enter the elongated hole 51.

[0112] Essentially, only one connecting bolt 52 is required. By adjusting the number of connecting bolts 52, the friction between the outer peripheral surface 13a of the inner tube 13 and the overlapping surface 50a of the restrictor plate 50 can be adjusted to an optimal value. In particular, by selecting the number of connecting bolts 52, the friction force at which the inner tube 13 begins to slide relative to the restrictor plate 50 in the advancing direction Ad during a secondary collision can be precisely set.

[0113] like Figure 3 and Figure 6 As shown, a pair of legs 60, 60 extends from the limiting plate 50 along a pair of clamping portions 23, 23 and has a U-shaped cross-section when viewed from the longitudinal direction of the inner tube 13, and includes a pair of hanging plates 61, 61, a pair of bent portions 62, 62 and a pair of side plates 63, 63.

[0114] A pair of drop-down plates 61, 61 are longitudinally plate-shaped configurations that extend from the restriction plate 50 along the inner surfaces 23b, 23b of the pair of clamping portions 23, 23 and face the inner surfaces 23b, 23b of the pair of clamping portions 23, 23. The pair of drop-down plates 61, 61 have a pair of long holes 61a, 61a (see FIG. 6) for the clamping bolt 31 to pass through, which are long in the length direction of the inner tube 13. Figure 4

[0115] A pair of curved portions 62, 62 are plate-shaped configurations that curve from the top ends 61b, 61b (lower ends 61b, 61b) of the pair of drop-down plates 61, 61 in a manner that naturally passes around the top ends 23c, 23c (lower ends 23c, 23c) of the pair of clamping portions 23, 23.

[0116] A pair of side plates 63, 63 are longitudinally plate-shaped configurations that extend from the pair of curved portions 62, 62 along the outer surfaces 23d, 23d of the pair of clamping portions 23, 23 and intervene between the pair of clamping portions 23, 23 and the pair of outer column support portions 11a, 11a (see FIG. 6) in a manner that can be clamped therebetween. Figure 3 Figure 3 In other words, the pair of side plates 63, 63 extend from the top ends 61b, 61b of the pair of drop-down plates 61, 61 along the outer surfaces 23d, 23d of the pair of clamping portions 23, 23, and intervene between the pair of clamping portions 23, 23 and the pair of outer column support portions 11a, 11a in a manner that can be clamped therebetween. Also, the pair of side plates 63, 63 have a pair of long holes 63a, 63a (see FIG. 6) for the clamping bolt 31 to pass through, which are long in the length direction of the inner tube 13. Figure 6

[0117] As shown in FIG. 6, the inner surfaces 23b, 23b of the pair of clamping portions 23, 23 have a pair of rotation restriction portions 23e, 23e that restrict the rotation of the pair of drop-down plates 61, 61. Each rotation restriction portion 23e, 23e is a portion that protrudes from each inner surface 23b, 23b toward the pair of drop-down plates 61, 61. Thus, the rotation of the pair of drop-down plates 61, 61 can be reliably restricted by the pair of rotation restriction portions 23e, 23e. Also, there is no need to provide an additional member for restricting the rotation. Figure 3 Next, as shown in FIG. 7, the operation of the steering device 10 when a secondary collision is received from the inner tube 13 toward the steering wheel 15 in the restriction mode in which the operation lever 33 is switched to the restriction position P2 will be described.

[0118] Figure 1

[0119] ​​​​​At the time point before the secondary collision, in the restriction mode, as shown in Figure 2 the pair of side plates 63, 63 of the restriction bracket 40 is fastened by the pair of outer column support portions 11a, 11a and the pair of clamping portions 23, 23, thereby maintaining the current position by the frictional force of each other.

[0120] In addition, as shown in Figure 4 and Figure 5 the restriction plate 50 is overlapped with the outer peripheral surface 13a of the inner tube 13, is coupled to the outer peripheral surface 13a of the inner tube 13 by the fastening force of the coupling bolt 52 and the relative displacement of the inner tube 13 in the length direction is restricted by the frictional force with respect to the outer peripheral surface 13a of the inner tube 13, thereby maintaining the current position. That is, the restriction plate 50 is directly fitted to the outer peripheral surface 13a of the inner tube 13.

[0121] After that, at the time of the secondary collision, the collision energy is transmitted from the inner tube 13 directly to the restriction plate 50, and then, from the restriction plate 50 to the pair of leg portions 60, 60. That is, the collision energy is transmitted from the restriction plate 50 to the pair of side plates 63, 63 via the pair of downward plates 61, 61.

[0122] The pair of leg portions 60, 60 is U-shaped in cross section when viewed in the length direction of the inner tube 13. The downward plate 61, 61 of the pair of leg portions 60, 60 is constituted of a longitudinal plate facing the inner surface 23b, 23b of the pair of clamping portions 23, 23. Therefore, the rigidity of each downward plate 61, 61 in the vehicle front-rear direction is extremely great.

[0123] The curved portion 62, 62 of the pair of leg portions 60, 60 is a plate-shaped portion curved from the top end 61b, 61b of the pair of downward plates 61, 61 in a manner of naturally passing over the top end 23c, 23c of the pair of clamping portions 23, 23. Therefore, the rigidity of each curved portion 62, 62 in the vehicle front-rear direction is extremely great.

[0124] As shown in Figure 2 since the clamping bolt 31 is in the fastened state, the pair of side plates 63, 63 can sufficiently receive the collision energy by the frictional force generated by being clamped between the pair of outer column support portions 11a, 11a and the pair of clamping portions 23, 23. Therefore, the advance of the restriction plate 50 caused by the collision energy can be reliably restricted.

[0125] Each leg portion 60, 60 adopts the high-rigidity combined structure of each downward plate 61, 61, each curved portion 62, 62 and the pair of side plates 63, 63, and therefore, the rigidity in the vehicle front-rear direction is extremely great. At the time of the secondary collision, the restriction plate 50 does not move due to the pair of downward plates 61, 61, the pair of curved portions 62, 62 and the pair of side plates 63, 63, and can maintain the extended position.

[0126] AsFigure 4 and Figure 5 As shown, when a collision force (collision energy) exceeds the frictional force between the inner tube 13 and the restrictor plate 50, the inner tube 13 and the connecting bolts 52 absorb the collision energy through frictional force and move in the forward direction Ad (vehicle forward direction Ad) relative to the outer column 12 and the restrictor plate 50. The collision energy is absorbed by the frictional force between the inner tube 13 and the restrictor plate 50 caused by the tightening force of the connecting bolts 52, 52. The inner tube 13 and the connecting bolts 52, 52 move in the forward direction Ad (vehicle forward direction Ad) relative to the outer column 12 and the restrictor plate 50 along the elongated holes 51.

[0127] The above description is summarized as follows.

[0128] like Figure 4 As shown, the limiting plate 50 having the elongated hole 51 has a collision energy absorbing function.

[0129] In addition, if Figure 2 and Figure 3 As shown, when the clamping bolt 31 is loosened, a pair of hanging plates 61, 61 having a pair of long holes 61a, 61a for telescopic adjustment and a pair of side plates 63, 63 having a pair of long holes 63a, 63a for telescopic adjustment can be moved in the front-rear direction of the vehicle to adjust the position of the inner tube 13 (telescopic adjustment function).

[0130] like Figure 2 As shown, when the clamping bolts 31 are tightened, the pair of side plates 63 , 63 can hold the inner tube 13 by friction generated by being clamped between the pair of outer column support portions 11 a , 11 a and the pair of clamping portions 23 , 23 (telescopic holding function).

[0131] In this way, the restricting bracket 40, comprised of a single component, can perform all three functions: telescopic adjustment, telescopic retention, and collision energy absorption. In other words, the restricting bracket 40, which restricts the telescopic adjustment range of the inner tube 13, can be constructed from a single component. This reduces the number of components performing these three functions and improves assembly efficiency. Consequently, the cost of the steering system 10 can be reduced.

[0132] Next, refer to Figure 7 and Figure 8 The restricting bracket 140 of the steering device 100 according to the second embodiment will be described.

[0133] <Example 2>

[0134] Figure 7 The limiting bracket 140 of the steering device 100 of the second embodiment is shown. Figure 5 Represented accordingly. Figure 8 The limiting bracket 140 of the steering device 100 of the second embodiment is shown.Figure 6 is indicated.

[0135] The brace 140 of Embodiment 2 is characterized in that the above-mentioned Figures 1 to 6 is changed to the restriction plate 150 shown in Figure 7 and Figure 8 of Embodiment 1. The other basic configuration is common to the steering device 10 of Embodiment 1. For the parts common to the steering device 10 of Embodiment 1, the reference numerals are used and detailed description is omitted.

[0136] The overlapping surface 150a of the restriction plate 150 of Embodiment 2 is the same configuration as the overlapping surface 50a (refer to Figure 3 ) of Embodiment 1. The restriction plate 150 adopts the long hole 151 shown in Figure 7 and Figure 8 in place of the long hole 51 of Embodiment 1.

[0137] The long hole 151, like the long hole 51 of Embodiment 1, penetrates the restriction plate 150 in the length direction of the inner tube 13 and in the surface- back direction. The restriction plate 150 is assembled to the inner tube 13 by the coupling bolts 52. That is, the restriction plate 150 is coupled to the outer peripheral surface 13a of the inner tube 13 by the fastening force of the coupling bolts 52 passing through the long hole 151 and the relative displacement of the inner tube 13 in the length direction is restricted by the friction against the outer peripheral surface 13a of the inner tube 13.

[0138] The long hole 151 includes: a first long hole 151a on the rear side, which is located at the rear of the restriction plate 50; a second long hole 151b on the front side, which continuously extends forward from the front end of the first long hole 151a; and a pair of protrusions 151c, 151c, which are located at the boundary of the first long hole 151a and the second long hole 151b.

[0139] The first long hole 151a is a portion into which the coupling bolts 52, 52 are inserted and screwed into the threaded holes 13b of the inner tube 13 in a normal state in which the secondary collision does not occur. The width Wl of the first long hole 151a is equal to or slightly larger than the diameter db of the shaft portion of the coupling bolts 52.

[0140] The second long hole 151b is a portion into which the pair of protrusions 151c, 151c are crushed and entered when the coupling bolts 52, 52 slide in the advancing direction Ad at the time of the secondary collision. The width W2 of the second long hole 151b is equal to or slightly larger than the diameter db of the shaft portion of the coupling bolts 52. That is, the width W2 of the second long hole 151b is the same as the width Wl of the first long hole 151a.

[0141] The pair of protrusions 151c, 151c is as shown in Figure 7The protrusions 151c, 151c are shown in a position opposite each other in plan view. The interval W3 between the pair of protrusions 151c, 151c is smaller than the width Wl of the first long hole 151a (W3 < Wl). By narrowing the interval W3 between the protrusions 151c, 151c, the load of deforming the protrusions 151c, 151c by the collision at the time of the secondary collision when the coupling bolts 52, 52 slide in the advancing direction Ad is increased.

[0142] When a collision force (collision energy) exceeding the frictional force between the inner tube 13 (refer to Figure 4 ) and the restriction plate 150 is generated, the inner tube 13 and the coupling bolts 52 absorb the collision energy by the frictional force and advance in the advancing direction Ad (vehicle front direction Ad) with respect to the outer column 12 and the restriction plate 150. The collision energy is absorbed by the frictional force between the inner tube 13 and the restriction plate 150 by the fastening force of the coupling bolts 52, 52. The inner tube 13 and the coupling bolts 52, 52 advance in the advancing direction Ad (vehicle front direction Ad) with respect to the outer column 12 and the restriction plate 150 along the first long hole 151a.

[0143] The coupling bolts 52 coupled to the inner tube 13 collide with the pair of protrusions 151c, 151c of the long hole 151 and are deformed (including crimping and crushing), and the coupling bolts 52 start to move in the advancing direction Ad. The collision energy is absorbed not only by the frictional force between the inner tube 13 and the restriction plate 150 by the fastening force of the coupling bolts 52, 52 but also by the load of deforming the protrusions 151c, 151c by the collision of the coupling bolts 52, 52.

[0144] As a modification of Embodiment 2, the width W2 of the above-described second long hole 151b can also be smaller than the diameter db of the shaft portion of the coupling bolts 52, 52 (W2 < db). The interval W3 between the pair of protrusions 151c, 151c is smaller than the width W2 of the second long hole 151b (W3 < W2). In this case, when the coupling bolts 52, 52 slide in the advancing direction Ad at the time of the secondary collision, the collision energy is absorbed not only by the frictional force between the inner tube 13 and the restriction plate 150 by the fastening force of the coupling bolts 52, 52 but also by the load of deforming the protrusions 151c, 151c by the collision of the coupling bolts 52, 52. The coupling bolts 52 further deform the second long hole 151b (including crimping and crushing) after the pair of protrusions 151c, 151c and move in the advancing direction Ad to absorb the collision energy. As a result, the collision energy can be sufficiently and promptly absorbed between the inner tube 13 and the restriction plate 150.

[0145] Further, the pair of protrusions 151c, 151c can be constituted only by either one of them.

[0146] Next, referring to Figure 9A restriction bracket 240 of the steering device 200 of Example 3 is described.

[0147] Example 3

[0148] Figure 9 A restriction bracket 240 of the steering device 200 of Example 3 is described. Figure 6 is shown.

[0149] The restriction bracket 240 of Example 3 is characterized in that the restriction plate 150 of Example 2 shown in Figure 8 is changed to a restriction plate 250 shown in Figure 9 . The other basic configuration is common to the steering device 100 of Example 2. For the parts common to the steering device 100 of Example 2, the reference numerals are used and the detailed description is omitted.

[0150] The superimposition surface 250a of the restriction plate 250 of Example 3 is the same configuration as the superimposition surface 50a of Example 1 (refer to Figure 3 ). The restriction plate 250 adopts a slit 251 instead of the long hole 151 of Example 2 (refer to Figure 8 ). The slit 251 has an end 253 of the advancing direction Ad of the inner tube 13 as an open end 253, and the other configuration is the same configuration as the long hole 151 of Example 2 shown in Figure 7 and Figure 8 . That is, the end of the advancing direction Ad of the second long hole 151b is provided as the open end 253.

[0151] The description of Example 3 is summarized as follows. As shown in Figure 9 , the restriction plate 250 has the slit 251 along the length direction of the inner tube 13 (refer to Figure 4 ). The restriction plate 250 is coupled to the outer peripheral surface 13a of the inner tube 13 by the fastening force of the coupling bolt 52 passing through the slit 251 and the relative displacement of the inner tube 13 in the length direction is restricted by the friction against the outer peripheral surface 13a of the inner tube 13 (refer to Figure 4 ).

[0152] Therefore, when the collision force (collision energy) exceeding the frictional force between the inner tube 13 and the restriction plate 250 is generated, the inner tube 13 and the coupling bolt 52 absorb the collision energy by the frictional force and advance in the advancing direction Ad (the front of the vehicle Ad) with respect to the restriction plate 250. As a result, the collision energy can be sufficiently and promptly absorbed between the inner tube 13 and the restriction plate 250. The coupling bolt 52 coupled to the inner tube 13 can be detached from the open end 253 when the amount of the advance in the advancing direction Ad is large.

[0153] Since the end 253 of the restriction plate 252 in the advancing direction Ad of the inner tube 13 is the open end 53, it is possible to shorten the length of the restriction plate 252 in the vehicle front-rear direction. Therefore, it is possible to improve the degree of freedom of the arrangement of the vehicle body mounting bracket 11, the outer column 12, and the inner tube 13, and to reduce the manufacturing cost of the restriction plate 252. Figure 2

[0154] The other effects of the steering device 200 of Embodiment 3 are the same as those of the steering device 100 of Embodiment 2 described above. Figure 7 Figure 8

[0155] Furthermore, the present application is not limited to the embodiments, but can be applied to various steering devices, as long as the effects and advantages of the present application are achieved.

[0156] In addition, in the present application, the presence or absence of the inclination adjustment mechanism is arbitrary.

[0157] In addition, the slits 251 of the restriction plate 250 of Embodiment 3 can also be a configuration adopted instead of the long holes 51 of Embodiment 1 (refer to FIG. 5). Figure 6

[0158] Industrial Applicability

[0159] The steering devices 10, 100, 200 of the present application are suitable for application to the steering system of a passenger car.​​​​

Claims

1. A steering device comprising: an inner tube that houses a steering shaft and rotatably supports the steering shaft; an outer column including a pair of clamping portions for holding the inner tube in a manner movable and fixed in the vehicle front-rear direction; A vehicle body mounting bracket, which can be mounted on the vehicle body and has a pair of outer column support portions, the pair of outer column support portions clamping both sides in the width direction of the pair of clamping portions; a fastening mechanism having a clamping bolt capable of fastening the inner tube via the pair of clamping portions and the pair of outer column support portions; and A restraining bracket is mounted on the inner tube. The above-mentioned steering device is characterized in that: The above-mentioned restraining bracket is composed of a single component, and the single component has: a limiting plate positioned between the pair of clamping portions and overlapping the outer peripheral surface of the inner tube, having an elongated hole extending along the longitudinal direction of the inner tube and being coupled to the outer peripheral surface of the inner tube by a tightening force of a coupling bolt inserted through the elongated hole to limit relative displacement of the inner tube in the longitudinal direction; and a pair of legs extending from the limiting plate along the pair of clamping portions, The pair of legs includes: a pair of vertical plate-shaped hanging plates extending from the limiting plate along the inner surfaces of the pair of clamping portions and facing the inner surfaces of the pair of clamping portions; a pair of plate-shaped bent portions that are bent from the top ends of the pair of hanging plates so as to naturally bypass the top ends of the pair of clamping portions; and A pair of longitudinal plate-shaped side plates extend from the pair of bent portions along the outer surfaces of the pair of clamping portions and are interposed between the pair of clamping portions and the pair of outer column support portions in a manner capable of being clamped between the pair of clamping portions and the pair of outer column support portions. The above-mentioned pair of hanging plates and the above-mentioned pair of side plates respectively have a pair of telescopic adjustment long holes that are long in the longitudinal direction of the above-mentioned inner tube and can be penetrated by the above-mentioned clamping bolts. During the secondary collision, the above-mentioned inner tube and the above-mentioned connecting bolts move in the forward direction in the above-mentioned long holes of the above-mentioned limiting plates.

2. The steering device according to claim 1, The above-mentioned long hole of the above-mentioned limiting plate includes: a first long hole on the rear side, which is located at the rear of the limiting plate; a second long hole on the front side, which extends continuously forward from the front end of the first long hole; and a protrusion located at the boundary between the first long hole and the second long hole, The connecting bolt is inserted into the first long hole in a normal state when the secondary collision does not occur.

3. The steering device according to claim 1 or claim 2, The front end of the long hole of the restricting plate is an open end from which the connecting bolt connected to the inner tube can be released during a secondary collision.

4. The steering device according to any one of claims 1 to 3, A surface of the restriction plate that overlaps with the outer peripheral surface of the inner tube is arc-shaped along the outer peripheral surface.

5. The steering device according to any one of claims 1 to 4, The inner surfaces of the pair of clamping portions include a pair of rotation restricting portions for restricting rotation of the pair of hanging plates.

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