Steering device

Abstract

A steering device (100) for steering-by-wire retains an operation member (200) so as to be able to move between a first location that is a location of the operation member (200) enabling operation by a driver and a second location further to the front of a vehicle than the first location, the steering device (100) comprising: a fixation member (110) attached to a vehicle body; a mobile member (120) that supports the operation member (200) and is attached so as to be able to move in the front / rear direction of the vehicle with respect to the fixation member (110); a drive device (130) for causing the mobile member (120) to move in the front / rear direction with respect to the fixation member (110) and causing the operation member (200) to be fixed at the first location and the second location; and a shock absorption mechanism (140) that is connected in an interposed manner to the mobile member (120) and to the drive device (130) and, if a first load L1 is applied to the mobile member (120) rearward from the front of the vehicle, deforms due to the first load L1 and permits the mobile member (120) to move to the rear of the vehicle.

Description

Steering device

[0001] The present invention relates to a steering device that can move an operating member operated by a driver forward of a vehicle.

[0002] Conventionally, in a retractable steering device in which an operating member such as a steering wheel can be moved to the front of the vehicle and stored in a dashboard or the like, there exists a steering device that has a structure that, if a collision occurs while the driver is operating the operating member, mitigates the impact of a secondary collision in which the driver collides with the operating member by deforming the member or the like (see, for example, Patent Document 1).

[0003] Japanese Patent Application Laid-Open No. 2020-179841

[0004] However, if a collision occurs during automatic driving with the operating member stored in the dashboard, there is a problem that the column that holds the operating member 200 is located near the passenger compartment side of the dash panel, so there is not enough space for the dash panel to deform, and the impact of the primary collision cannot be absorbed by the steering device.

[0005] The present invention has been made in consideration of the above-mentioned problems, and aims to provide a steering device that can absorb the impact of a primary collision when a collision occurs when an operating member is located in front of the vehicle.

[0006] In order to achieve the above object, one aspect of the present invention is a steering device for steer-by-wire that holds an operating member so that the operating member can be moved between a first position, which is a position of the operating member that can be operated by a driver, and a second position that is further forward of the vehicle than the first position, and includes: a fixed member attached to a vehicle body; a movable member that supports the operating member and is attached to the fixed member so that the movable member can be moved in the fore-and-aft direction of the vehicle; a drive unit that moves the movable member in the fore-and-aft direction relative to the fixed member and fixes the operating member at the first position and the second position; and an impact absorbing mechanism that is interposed between the movable member and the drive unit and that, when a first load is applied to the movable member from the front to the rear of the vehicle, deforms due to the first load and allows the movable member to move toward the rear of the vehicle.

[0007] According to the present invention, the first load on the movable member generated by the primary collision can be absorbed by the impact absorbing mechanism while allowing the movable member to move rearward of the vehicle.

[0008] 1 is a perspective view showing a steering device with an operating member disposed at a first position. FIG. 2 is a perspective view showing a steering device with an operating member disposed at a second position. FIG. 3 is a perspective view showing an impact absorbing mechanism and its vicinity. FIG. 4 is a perspective view showing an impact absorbing mechanism. FIG. 5 is a cross-sectional view of the movable side mounting member and its vicinity taken along a plane perpendicular to the front-rear direction. FIG. 6 is a perspective view showing a state in which the deformable member is deformed by a first load. FIG. 7 is a perspective view showing a state in which the deformable member is deformed by a second load. FIG. 8 is a perspective view showing another example 1 of the impact absorbing mechanism. FIG. 9 is a perspective view showing another example 2 of the impact absorbing mechanism. FIG. 10 is a plan view showing another example 2 of the impact absorbing mechanism in a partially see-through state. FIG. 11 is a perspective view showing another example 3 of the impact absorbing mechanism.

[0009] Hereinafter, an embodiment of a steering device according to the present invention will be described with reference to the drawings. Note that the following embodiment is an example for explaining the present invention and is not intended to limit the present invention. For example, the shapes, structures, materials, components, relative positional relationships, connection states, numerical values, mathematical formulas, the content of each step in a method, and the order of each step shown in the following embodiment are examples and may include content not described below. Furthermore, while geometric expressions such as parallel and orthogonal may be used, these expressions do not indicate mathematical precision and include substantially allowable errors, deviations, etc. Furthermore, expressions such as simultaneous and identical also include substantially allowable ranges.

[0010] The drawings are schematic diagrams in which emphasis, omission, or adjustment of proportions is appropriately made for the purpose of explaining the present invention, and differ from the actual shapes, positional relationships, and proportions. The X-axis, Y-axis, and Z-axis shown in the drawings represent Cartesian coordinates arbitrarily set for the purpose of explaining the drawings. In other words, the Z-axis is not necessarily an axis along the vertical direction, and the X-axis and Y-axis are not necessarily located within a horizontal plane.

[0011] In addition, in the following, multiple inventions may be collectively described as one embodiment, and some of the contents described below may be described as optional components related to the present invention.

[0012] FIG. 1 is a perspective view showing a steering device 100 in which an operating member 200 is disposed in a first position. FIG. 2 is a perspective view showing the steering device 100 in which the operating member 200 is disposed in a second position. The steering device 100 is a device used in a steer-by-wire system that holds the operating member 200 movably between a first position (see FIG. 1 ) at which the operating member 200 can be operated by a driver and a second position (see FIG. 2 ) that is further forward of the vehicle than the first position. In this embodiment, the second position is a position at which at least a portion of the operating member 200 is stored (contained) in a dashboard, instrument panel, or the like provided in the vehicle. Steer-by-wire (SBW) refers to an electronically controlled device in which the operating member 200 and the steered wheels of the vehicle are not mechanically connected, and the steered wheels are steered based on information obtained by the driver operating the operating member 200. The steer-by-wire also includes a device in which the operating member 200 and the steered wheels are mechanically connected, and when autonomous driving is performed, the mechanical connection between the operating member 200 and the steered wheels is cut off and the device is electronically controlled. The steering device 100 includes a fixed member 110, a movable member 120, a drive device 130, and a shock absorbing mechanism 140.

[0013] The operating member 200 is attached to the end of a column shaft 210 that is attached to the movable member 120. Also, attached to the end of the column shaft 210 opposite to the end to which the operating member 200 is attached are a sensor box 220 that houses sensors that detect the rotation angle at which the driver rotates the operating member 200 and the torque applied to the column shaft 210, and a reaction force device 230 that gives the driver a steering feel when the driver operates the operating member 200.

[0014] The fixing member 110 is a member fixedly attached to a part of the vehicle body, for example, a structural member such as a reinforcement. The manner in which the fixing member 110 is attached to the vehicle body is not limited, and for example, the fixing member 110 is attached in a suspended state to a reinforcement stretched across the width direction of the vehicle body. The shape of the fixing member 110 is not limited, and can be selected arbitrarily depending on the shape of the vehicle body, etc. Furthermore, in the drawings, the fixing member 110 is shown in a simplified shape to illustrate the impact absorbing mechanism 140, etc. In this embodiment, a fixed rail 111 extending in the fore-and-aft direction of the vehicle (the X-axis direction in the drawings) is fixedly attached to the fixing member 110. Note that the fore-and-aft direction does not strictly refer only to the fore-and-aft direction within a horizontal plane, but also includes a direction inclined at an angle relative to the horizontal plane of the steering device 100 attached to the vehicle body.

[0015] The movable member 120 is a member that supports the operating member 200 and is attached to the fixed member 110 so that the supported operating member 200 can move between a first position, which is a position toward the rear of the vehicle (the X+ side in the figure), and a second position, which is a position toward the front of the vehicle (the X- side in the figure). The shape of the movable member 120 is not limited and can be selected arbitrarily depending on the shape of the vehicle body, etc. Also, in the figures, the movable member 120 is shown in a simplified shape. In this embodiment, the movable member 120 includes a movable rail 121 that is attached to a fixed rail 111 so as to be able to reciprocate in the fore-and-aft direction of the vehicle. In this embodiment, the fixed rail 111 and the movable rail 121 are connected to each other so as to be able to move linearly via two rows of balls (not shown) held by a retainer.

[0016] In the present embodiment, when operating member 200 is disposed in the second position, the front edge (X-side edge in FIG. 4 ) of movable member 120 is disposed in a state in which it protrudes further forward than the front end of fixed member 110. Therefore, if a collision occurs while operating member 200 is disposed in the second position, such as during autonomous driving, the dash panel, which is moving toward the rear of the vehicle, will collide with movable member 120 before fixed member 110, and will push movable member 120 toward the rear of the vehicle relative to fixed member 110.

[0017] The driving device 130 is a device that can reciprocate the movable member 120 in the front-rear direction relative to the fixed member 110 and fix the operating member 200 at a first position and a second position. The type of the driving device 130 is not limited. In the present embodiment, the driving device 130 includes a feed screw 131 arranged to extend in the movement direction of the movable member 120, a bracket 132 that holds both ends of the feed screw 131 so that the feed screw 131 is rotatable about its axis, a nut member 133 that meshes with the feed screw 131 and reciprocates in the movement direction of the movable member 120 as the feed screw 131 rotates, and a rotation driving device 134 that includes a motor that rotates the feed screw 131 and a reducer.

[0018] FIG. 3 is a perspective view showing the shock absorbing mechanism 140 and its vicinity. FIG. 4 is a perspective view showing the shock absorbing mechanism 140. The shock absorbing mechanism 140 is interposed between the movable member 120 and a reciprocating member (nut member 133 in this embodiment) in the drive unit 130, and is a mechanism that, when a first load L1 is applied to the movable member 120 from the front (X- side in the figure) to the rear (X+ side in the figure) of the vehicle, deforms due to the first load L1 and allows the movable member 120 to move rearward of the vehicle, thereby absorbing the shock. Note that deformation refers to a change in the shape of a member or the overall shape of the structure, and includes deformation due to plastic deformation, breakage, destruction, etc., as well as differences in the relative positions of multiple members in the structure.

[0019] In this embodiment, when a second load L2 is applied to the movable member 120 from the rear to the front of the vehicle, the impact absorbing mechanism 140 deforms due to the second load L2 and allows the movable member 120 to move toward the front of the vehicle, thereby absorbing the impact.

[0020] There is no limitation on the structure of the shock absorbing mechanism 140. In the present embodiment, the shock absorbing mechanism 140 includes a deformable member 141, a fixed-side mounting member 142, a movable-side mounting member 143, and a restricting member 144.

[0021] The deformable member 141 is a member that deforms as the movable-side mounting member 143 moves toward the rear of the vehicle due to the first load L1 relative to the fixed-side mounting member 142, and absorbs the impact of the first load L1 with a predetermined profile through deformation. In this embodiment, the deformable member 141 can also absorb the impact based on the second load L2 through deformation in a manner different from the deformation based on the first load L1.

[0022] The shape of the deforming member 141 is not limited. In this embodiment, the deforming member 141 is a plate-like member that extends in a plane (YZ plane in the figure) that intersects the front-rear direction (X-axis direction in the figure) and is a rectangular member that is long in the up-down direction (Z-axis direction in the figure). A notch 151 extending from the upper end to the lower end is provided in the middle of the width direction (Y-axis direction in the figure) of the deforming member 141. The notch 151 divides a part of the deforming member 141 into left and right halves, so that the deforming member 141 has a U-shape when viewed from the front-rear direction. One of the divided ends of the upper end of the deforming member 141 is bent along a plane including the front-rear direction and the width direction (XY plane in the figure) to be joined to the fixed-side mounting member 142, and the other end is bent toward the opposite side along a horizontal plane (XY plane in the figure) to be joined to the movable-side mounting member 143.

[0023] The fixed side mounting member 142 is a member that reciprocates in the forward and backward directions due to the driving force of the drive unit 130, and is a member that fixedly connects the nut member 133, which is fixed in the forward and backward directions when the drive unit 130 is stopped, to one side of the width of the deformable member 141.

[0024] The movable-side attachment member 143 is a member that fixedly connects the movable member 120 to the other end of the deformable member 141 in the width direction. The specific shape will be described later.

[0025] The shape of the restricting member 144 is not limited. In the present embodiment, the restricting member 144 is a plate-like member that extends in a plane that includes the front-rear direction and the width direction, and is provided with a long hole 147 that extends in the front-rear direction and penetrates in the up-down direction. In the present embodiment, the restricting member 144 is integral with the fixed-side mounting member 142.

[0026] 5 is a cross-sectional view of the movable-side mounting member 143 and its vicinity taken along a plane perpendicular to the front-rear direction. The shape of the movable-side mounting member 143 is not limited, but in this embodiment, the movable-side mounting member 143 is H-shaped, including a through-hole 148 that passes through the elongated hole 147 of the restricting member 144 and a clamping portion 149 that clamps the restricting member 144 from above and below. The restricting member 144 and the clamping portion 149 of the movable member 120 are fixed by a breaking member 104 that is commonly disposed through the through-hole. Under normal conditions, the breaking member 104 secures the restricting member 144 and the movable-side mounting member 143, allowing them to move together in the front-rear direction. When the first load L1 or the second load L2 is applied, the breaking member 104 breaks at an early stage, separating the upper and lower portions, allowing the restricting member 144 and the movable-side mounting member 143 to move relative to each other in the front-rear direction.

[0027] Figure 6 is a perspective view showing the deformable member 141 in a deformed state due to the first load L1. When the first load L1 is applied, the movable-side mounting member 143 moves rearward relative to the fixed-side mounting member 142, causing the deformable member 141 to deform into a V-shape. The deformation of the deformable member 141 absorbs the impact caused by the first load L1. The rearward end of the restricting member 144 restricts the movement of the movable-side mounting member 143 relative to the restricting member 144 by a first distance D1 (see Figure 4) when the first load L1 is applied, and functions as a first restricting means 145 that stops the deformation of the deformable member 141 and restricts the movement of the movable member 120 rearward relative to the vehicle.

[0028] 7 is a perspective view showing the deformable member 141 deformed by the second load L2. When the movable-side mounting member 143 receives the second load L2, it moves toward the front of the vehicle relative to the fixed-side mounting member 142, causing the deformable member 141 to deform into a V-shape. The deformation of the deformable member 141 absorbs the impact caused by the second load L2. The front end of the restricting member 144 restricts the movement of the movable-side mounting member 143 relative to the restricting member 144 by a second distance D1 (see FIG. 4) when the second load L2 is received, and functions as a second restricting means 146 that stops the deformation of the deformable member 141 and restricts the movement of the movable member 120 toward the front of the vehicle.

[0029] The present invention is not limited to the above-described embodiments. For example, the present invention may be embodied in another embodiment by arbitrarily combining the components described in this specification or by excluding some of the components. Furthermore, the present invention also includes various modifications that would occur to a person skilled in the art without departing from the spirit of the present invention, i.e., the meaning of the wording of the claims.

[0030] 8 is a perspective view showing another example 1 of the impact absorbing mechanism 140. As shown in the figure, the restricting member 144 provided in the impact absorbing mechanism 140 may restrict the movement of the movable member 120 toward the rear or front of the vehicle by structurally strengthening the lower end of the deformable member 141 and stopping the deformation of the deformable member 141 due to the first load L1 or the second load L2 in a predetermined shape.

[0031] Furthermore, instead of a cut that penetrates the thickness direction, a thin-walled portion 152 may be provided between the portion of the deformable member 141 to which the fixed-side mounting member 142 is attached and the portion to which the movable-side mounting member 143 is attached, by providing a groove that extends vertically to thin the wall. In this case, the first load L1 or the second load L2 causes the thin-walled portion 152 to break and the deformable member 141 to deform, thereby absorbing the impact.

[0032] FIG. 9 is a perspective view showing a second modified example of the shock absorbing mechanism 140. FIG. 10 is a plan view showing the second modified example of the shock absorbing mechanism 140 in a partially see-through state. As shown in these figures, the shock absorbing mechanism 140 includes a first member 161 fixed to the movable member 120 and a second member 162 fixed to a reciprocating member of the drive unit 130. The shock absorbing mechanism 140 may be a mechanism that absorbs shock by relative movement of the first member 161 and the second member 162 in the longitudinal direction of the vehicle. In the second modified example, the second member 162 includes a first deformation hole 171 and a second deformation hole 172, which are elongated holes that extend in the longitudinal direction of the vehicle and penetrate in the vertical direction. The second member 162 also includes a cylindrical fixing hole 173 that is disposed between the first deformation hole 171 and the second deformation hole 172 and communicates with the first deformation hole 171 and the second deformation hole 172. The first member 161 has a cylindrical insertion portion 163 whose diameter is larger than at least the width W1 of the first deformation hole 171 and the width W2 of the second deformation hole 172 and which can be inserted into the fixing hole 173, and a guide body 164 which is guided while sandwiching the flat portion of the second member 162.

[0033] According to the shock absorbing mechanism 140 of the second modified example, the first member 161 attached to the movable member 120 moves toward the rear of the vehicle when subjected to the first load L1 relative to the second member 162 attached to the nut member 133 of the drive device 130. This movement causes the first deformation hole 171 to deform so as to widen due to the insertion portion 163. The deformation of the first deformation hole 171 absorbs the shock caused by the first load L1. Furthermore, the end of the first deformation hole 171 on the rear side of the vehicle functions as a first restriction means 145 that restricts the movement of the first member 161 relative to the second member 162 to a predetermined distance when the first load L1 is applied.

[0034] Furthermore, the first member 161 attached to the movable member 120 moves toward the front of the vehicle relative to the second member 162 attached to the nut member 133 of the drive device 130 when subjected to the second load L2. This movement causes the second deformation hole 172 to deform so as to widen due to the insertion portion 163. The deformation of the second deformation hole 172 absorbs the impact based on the second load L2. The end of the second deformation hole 172 on the front side of the vehicle functions as a second restriction means 146 that restricts the movement of the first member 161 relative to the second member 162 to a predetermined distance when the second load L2 is applied.

[0035] Furthermore, since the width W1 of the first deformation hole 171 is narrower than the width W2 of the second deformation hole 172, the amount of impact absorbed due to the relative movement of the first member 161 and the second member 162 based on the first load L1 is greater than the amount of impact absorbed due to the relative movement of the first member 161 and the second member 162 based on the second load L2.

[0036] FIG. 11 is a perspective view showing a third variant of the impact absorbing mechanism 140. As shown in this figure, the third variant of the impact absorbing mechanism 140 also absorbs impact by moving a first member 161 and a second member 162 relative to each other in the longitudinal direction of the vehicle. In the third variant, the second member 162 is a plate-shaped member extending in the longitudinal direction of the vehicle, and has a first slope 181 and a second slope 182 that slope upward from the center toward both ends in the longitudinal direction. The first member 161 is a member that can sandwich the second member 162 from above and below, and is press-fitted into the middle portion of the second member 162.

[0037] According to the shock absorbing mechanism 140 of the third modified example, when the first load L1 is received, the first member 161 attached to the movable member 120 moves toward the rear of the vehicle relative to the second member 162 attached to the nut member 133 of the drive device 130. This movement causes the first member 161 to deform due to the first inclination 181 so that the distance between them in the up-down direction increases. The deformation of the first member 161 absorbs the shock due to the first load L1. In addition, the end of the first inclination 181 on the rear side of the vehicle is provided with a first limiting means 145 that limits the movement of the first member 161 relative to the second member 162 to a predetermined distance when the first load L1 is received.

[0038] Furthermore, the first member 161 attached to the movable member 120 moves toward the front of the vehicle relative to the second member 162 attached to the nut member 133 of the drive device 130 when subjected to the second load L2. This movement causes the first member 161 to deform so that the vertical distance between them increases due to the second inclination 182. The deformation of the first member 161 absorbs the impact due to the second load L2. Furthermore, the end of the second inclination 182 on the front side of the vehicle is provided with a second limiting means 146 that limits the movement of the first member 161 relative to the second member 162 to a predetermined distance when the second load L2 is applied.

[0039] Furthermore, since the gradient of the first inclination 181 is steeper than the gradient of the second inclination 182, the amount of impact absorbed by the relative movement of the first member 161 and the second member 162 based on the first load L1 is greater than the amount of impact absorbed by the relative movement of the first member 161 and the second member 162 based on the second load L2.

[0040] The first aspect of the steering device 100 is a steering device 100 for steer-by-wire that holds the operating member 200 so that it can be moved between a first position, which is a position of the operating member 200 that can be operated by the driver, and a second position that is further forward of the vehicle than the first position, and is equipped with a fixed member 110 attached to the vehicle body, a movable member 120 that supports the operating member 200 and is attached to the fixed member 110 so as to be movable in the fore-and-aft direction of the vehicle, a drive unit 130 that moves the movable member 120 in the fore-and-aft direction relative to the fixed member 110 and fixes the operating member 200 at the first position and the second position, and an impact absorbing mechanism 140 that is interposed between the movable member 120 and the drive unit 130 and that, when a first load L1 is applied to the movable member 120 from the front to the rear of the vehicle, is deformed by the first load L1 and allows the movable member 120 to move toward the rear of the vehicle.

[0041] According to the steering device 100 of the first aspect, the impact of the first load L1 on the movable member 120 that occurs in the event of a primary collision of a vehicle equipped with the steering device 100 is absorbed by the impact absorbing mechanism 140, while the movable member 120 is allowed to move rearward of the vehicle. That is, in the past, when a collision occurred with the operating member 200 stored in the dashboard, the column shaft 210 that holds the operating member 200 was present near the passenger compartment side of the dash panel, and therefore sufficient space for the dash panel to deform was not secured, and the impact of the primary collision could not be absorbed by the steering device 100. However, according to the steering device 100 of the first aspect, the impact of the primary impact can be absorbed by the impact absorbing mechanism 140 by allowing the movable member 120 to move rearward of the vehicle.

[0042] The second aspect of the steering device 100 includes the first aspect, and when a second load L2 is applied to the movable member 120 from the rear to the front of the vehicle, the impact absorbing mechanism 140 deforms due to the second load L2 and allows the movable member 120 to move toward the front of the vehicle.

[0043] According to the second aspect of the steering device 100, one impact absorbing mechanism 140 can absorb the first load L1 applied to the movable member 120 in a primary collision, and can also absorb the second load L2 applied to the movable member 120 in a secondary collision.

[0044] The steering device 100 of the third aspect includes the first aspect or the second aspect, and the impact absorbing mechanism 140 includes a deformable member 141 having a part fixed to the movable member 120 and another part fixed to the drive device 130.

[0045] The fourth aspect of the steering device 100 includes any of the first to third aspects, and the impact absorbing mechanism 140 is equipped with a first regulating means 145 that stops the deformation of the deforming member 141 when it receives a first load L1 and regulates the movement of the movable member toward the rear of the vehicle at a first distance.

[0046] According to the steering device 100 of the fourth aspect, it is possible to prevent the operating member 200 from flying out toward the driver due to a primary collision.

[0047] The fifth aspect of the steering device 100 includes the first aspect or the second aspect, and the shock absorbing mechanism 140 includes a first member 161 fixed to the movable member 120 and a second member 162 fixed to the drive device 130, and absorbs shock by the first member 161 and the second member 162 moving relatively in the fore-and-aft direction.

[0048] According to the steering device 100 of the fifth aspect, the friction between the first member 161 and the second member 162 and the deformation of at least one of the first member 161 and the second member 162 can absorb at least the impact of the primary collision.

[0049] The sixth aspect of the steering device 100 includes the fifth aspect including the second aspect, and the amount of impact absorbed by the relative movement of the first member 161 and the second member 162 based on the first load L1 is greater than the amount of impact absorbed by the relative movement of the first member 161 and the second member 162 based on the second load L2.

[0050] The seventh aspect of the steering device 100 includes the sixth aspect, and one of the first member 161 and the second member 162 has a long hole extending in the fore-and-aft direction, and the other of the first member 161 and the second member 162 has an insertion portion 163 that is pierced through the long hole, and the width W1 of the long hole through which the insertion portion 163 passes due to the first load L1 is narrower than the width W2 of the portion of the long hole through which the insertion portion 163 passes due to the second load L2.

[0051] According to the steering device 100 of the sixth and seventh aspects, it is possible to appropriately respond to the impact received by the steering device 100 in a primary collision and the impact received by the steering device 100 in a secondary collision.

[0052] The eighth aspect of the steering device 100 includes the fifth aspect, and the impact absorbing mechanism 140 includes a deformable member 141, one part of which is fixed to the first member 161 and the other part of which is fixed to the second member 162, and the deformable member 141 absorbs the impact by breaking at least a part of it due to the first load L1.

[0053] According to the steering device 100 of the eighth aspect, the shock can be strongly absorbed by breaking the members.

[0054] The present invention can be used in a device that can steer vehicles such as automobiles, trucks, buses, construction machines, and agricultural machines in a steer-by-wire manner.

[0055] 100... steering device, 104... breaking member, 110... fixed member, 111... fixed rail, 120... movable member, 121... movable rail, 130... drive device, 131... feed screw, 132... bracket, 133... nut member, 134... rotation drive device, 140... impact absorbing mechanism, 141... deformation member, 142... fixed side mounting member, 143... movable side mounting member, 144... regulating member, 145... first regulating means , 146...second restricting means, 147...long hole, 148...through portion, 149...clamping portion, 151...notch portion, 152...thin portion, 161...first member, 162...second member, 163...insertion portion, 164...guiding body, 171...first deforming hole, 172...second deforming hole, 173...fixing hole, 181...first inclination, 182...second inclination, 200...operating member, 210...column shaft, 220...sensor box, 230...reaction device

Claims

1. A steer-by-wire steering device that holds an operating member so as to be movable between a first position, which is the position in which the operating member can be operated by the driver, and a second position, which is in front of the vehicle, A fixing member that is attached to the vehicle body, A movable member that supports the operating member and is attached to the fixed member so as to be movable in the front-rear direction of the vehicle, A drive device that moves the movable member in the front-rear direction relative to the fixed member and fixes the operating member in the first position and the second position, An impact absorption mechanism is interposed between the movable member and the drive unit, and when a first load is applied to the movable member from the front to the rear of the vehicle due to a primary collision of the vehicle, the mechanism deforms due to the first load and allows the movable member to move toward the rear of the vehicle. A steering system equipped with a steering mechanism.

2. The aforementioned shock absorption mechanism is When a second load is applied to the movable member from the rear to the front of the vehicle, the movable member deforms due to the second load and allows the movable member to move forward of the vehicle. The steering device according to claim 1.

3. The aforementioned shock absorption mechanism is The deformable member comprises a portion fixed to the movable member and the other portion fixed to the drive device. The steering device according to claim 1 or 2.

4. The aforementioned shock absorption mechanism is The vehicle is provided with a first restricting means that stops the deformation of the deformable member when subjected to the first load and restricts the movement of the movable member toward the rear of the vehicle by a first distance. The steering device according to claim 3.

5. The aforementioned shock absorption mechanism is A first member fixed to the aforementioned movable member, The drive unit comprises a second member fixed to the drive unit, The impact is absorbed by the relative movement of the first member and the second member in the front-rear direction. The steering device according to claim 1 or 2.

6. The amount of impact absorbed by the relative movement of the first member and the second member based on the first load is greater than the amount of impact absorbed by the relative movement of the first member and the second member based on the second load. The steering device according to claim 5, referencing claim 2.

7. One of the first member and the second member is provided with an elongated hole extending in the front-rear direction. The first member and the other of the second member are provided with an insertion portion that is inserted through the elongated hole, The width of the elongated hole through which the insertion portion passes under the first load is narrower than the width of the portion of the elongated hole through which the insertion portion passes under the second load. The steering device according to claim 6.

8. The aforementioned shock absorption mechanism is The device comprises a deformable member, part of which is fixed to the first member and the other part of which is fixed to the second member. The aforementioned deformable member is The impact is absorbed by the first load, which causes at least a portion of it to break. The steering device according to claim 5.