Steering device

Abstract

A steering device according to one aspect of the present disclosure comprises: a first linear guide that supports a rear housing so as to be movable in the front-rear direction with respect to a front housing; a bracket that supports the front housing so as to be rotatable about a tilt axis in the left-right direction; and a guide mechanism that guides the rotation of the front housing about the tilt axis. In the guide mechanism, a first shaft part is provided on a first side in the up-down direction with respect to a second shaft part. The first linear guide is provided in a portion of the front housing that is located on a first side in the left-right direction with respect to a steering axis as viewed from the front-rear direction and on a second side in the up-down direction with respect to the first shaft part.

Description

Steering device

[0001] The present disclosure relates to a steering device. The present application claims priority based on Japanese Patent Application No. 2025-043093 filed in Japan on March 18, 2025, the content of which is incorporated herein by reference.

[0002] Some steering devices are equipped with a telescopic function (longitudinal adjustment function) that adjusts the longitudinal position of a steering wheel according to the difference in physique of a driver and driving posture. As this type of steering device, there is known a configuration including: a steering shaft having an upper shaft and a lower shaft which are relatively movable in the axial direction and non-rotatably combined; an upper column that rotatably supports the upper shaft via a first bearing; and a lower column that rotatably supports the lower shaft via a second bearing (see, for example, Patent Document 1 below). According to this configuration, while the outer peripheral surface of the upper column slides on the inner peripheral surface of the lower column, the upper shaft moves longitudinally relative to the lower shaft in the process where the upper column moves longitudinally relative to the lower column. Accordingly, the longitudinal position of the steering wheel is adjusted.

[0003] Japanese Unexamined Patent Publication No. 2019-196074

[0004] However, in the configuration in which the outer peripheral surface of the upper column slides on the inner peripheral surface of the lower column as in the conventional art, there is still room for improvement in terms of improving layout performance and design freedom.

[0005] The present disclosure provides a steering device capable of improving layout performance and design freedom.

[0006] To solve the above problems, the present disclosure adopts the following embodiments. (1) A steering device according to one embodiment of the present disclosure includes a rear housing on which a steering shaft is supported so as to be rotatable around a steering axis along the longitudinal direction; a front housing provided in front of the rear housing and connected to the vehicle body; a first linear guide provided between the rear housing and the front housing and supporting the rear housing so as to be movable in the longitudinal direction relative to the front housing; a bracket having a first side wall portion arranged on the first side in the left-right direction relative to the front housing and a second side wall portion arranged on the second side in the left-right direction relative to the front housing, and supporting the front housing so as to be rotatable around a tilt axis along the left-right direction; and provided on the portions of the first side wall portion and the second side wall portion located behind the tilt axis, respectively, and the tilt axis The front housing includes a guide mechanism for guiding the rotation of the front housing, the guide mechanism is provided in the front housing so as to penetrate a first guide hole formed in the first side wall in the left-right direction and has a first shaft portion that moves up and down within the first guide hole in accordance with the rotation of the front housing around the tilt axis, and the guide mechanism includes a second shaft portion that is provided in the front housing so as to penetrate a second guide hole formed in the second side wall in the left-right direction and has a second shaft portion that moves up and down within the second guide hole in accordance with the rotation of the front housing around the tilt axis, the first shaft portion is provided on the first side in the vertical direction with respect to the second shaft portion, and the first linear guide is provided in the part of the front housing that is located on the first side in the left-right direction with respect to the steering axis when viewed from the front-rear direction and on the second side in the vertical direction with respect to the first shaft portion.

[0007] In this embodiment, the longitudinal movement of the rear housing relative to the front housing is guided by the first linear guide. This improves layout flexibility and design freedom compared to configurations where the housings slide against each other in the longitudinal direction, such as a configuration where the outer surface of the rear housing slides against the inner surface of the front housing, or a configuration where the inner surface of the rear housing slides against the outer surface of the front housing. This allows for, for example, an increase in the stroke amount of the rear housing relative to the front housing and miniaturization of the steering device in the longitudinal direction. Moreover, in this embodiment, by providing the first shaft portion on the first side in the vertical direction relative to the second shaft portion, the portion of the front housing that is on the first side in the left-right direction relative to the steering axis and on the second side in the vertical direction relative to the first shaft portion can be used as the arrangement space for the first linear guide. This reduces the amount of protrusion of the first linear guide on the second side in the vertical direction relative to the front housing. This allows for miniaturization of the steering device in the vertical direction when viewed from the front or rear direction.

[0008] (2) In the steering device according to the embodiment of (1) above, it is preferable that the second shaft portion is provided at a position that overlaps with the steering axis when viewed from the left and right directions. According to this embodiment, compared to a configuration in which the second shaft portion is offset above or below the steering axis, it is possible to improve layout flexibility while ensuring rigidity in the left and right directions.

[0009] (3) In the steering device according to the embodiment of (1) or (2) above, the first linear guide is provided on the rear housing and comprises a rail extending in the front-rear direction with the width direction as the vertical direction, and a block provided on the front housing and supporting the rail so as to be movable in the front-rear direction by sandwiching a part of the rail in the front-rear direction from both sides in the width direction, wherein the block has a block mounting surface facing the first side in the vertical direction when viewed from the front-rear direction, and the front housing has a housing mounting surface that faces the block mounting surface in the vertical direction and to which the block is fixed. According to this embodiment, the block can be fixed to the front housing on the side of the block facing in the width direction (block mounting surface). In this case, the complexity of the front housing can be suppressed compared to a configuration in which the block is fixed to the front housing on the top surface of the block (the surface facing away from the rail). Also, unlike the configuration in which the block is fixed to the front housing on the top surface of the block, the housing mounting surface is not formed on the inner surface of the front housing (the surface facing the steering axis). Therefore, the machinability of the front housing and the assembly of the first linear guide can be improved. Moreover, since it is not necessary to wrap the front housing around to the top surface of the block, the steering device can be made smaller when viewed from the front or rear.

[0010] (4) In a steering device according to any of the embodiments of (1) to (3) above, a front-rear drive unit is provided for moving the rear housing in the front-rear direction relative to the front housing, wherein the front-rear drive unit comprises an actuator provided on the second side in the vertical direction relative to the linear guide when viewed from the front-rear direction, and a transmission unit that connects the front housing and the rear housing and transmits the driving force of the actuator to the rear housing, wherein the transmission unit is provided on the second side in the left-right direction relative to the steering axis when viewed from the front-rear direction, and on the second side in the vertical direction relative to the second axis. According to this embodiment, by arranging the transmission unit on the opposite side in the left-right direction from the first linear guide with the steering axis in between, the amount of protrusion of the transmission unit relative to the front housing when viewed from the front-rear direction can be reduced compared to the case where the transmission unit is provided in the same arrangement space as the first linear guide. This makes it possible to miniaturize the steering device when viewed from the front-rear direction.

[0011] (5) In a steering device according to any of the embodiments of (1) to (4) above, it is preferable that a second linear guide is provided in a portion located on the second side in the left-right direction with respect to the steering axis when viewed from the front-rear direction, and on the first side in the up-down direction with respect to the second shaft portion, to support the rear housing so that it can move in the front-rear direction relative to the front housing. According to this embodiment, by connecting the front housing and the rear housing with two linear guides, the rear housing can be moved smoothly back and forth relative to the front housing.

[0012] According to each of the above embodiments, improvements in layout flexibility and design freedom can be achieved.

[0013] This is a perspective view of the steering device from above. This is a perspective view of the steering device from below. This is a cross-sectional view corresponding to line III-III in Figure 1. This is an enlarged perspective view of Figure 1. This is a cross-sectional view corresponding to line V-V in Figure 4. This is a cross-sectional view corresponding to line VI-VI in Figure 4. This is an enlarged perspective view of the steering device from below, showing the load absorption mechanism in a disassembled state. This is a bottom view of the steering device showing the state with the shimming members and the like removed. This is an enlarged view of section IX in Figure 3. This is a cross-sectional view corresponding to Figure 3 showing the steering device in its most retracted position. This is an explanatory diagram for explaining the operation during a secondary collision.

[0014] Next, embodiments of the present disclosure will be described with reference to the drawings. In the embodiments and modifications described below, corresponding components may be denoted by the same reference numerals and their descriptions may be omitted. In the following description, expressions indicating relative or absolute arrangements such as "parallel," "orthogonal," "center," and "coaxial" will not only strictly represent such arrangements, but will also represent states of relative displacement with tolerances or angles and distances that allow the same function to be obtained.

[0015] [Steering device 1] Figures 1 and 2 are perspective views of the steering device 1. As shown in Figure 1, the steering device 1 is mounted on the vehicle. The steering device 1 adjusts the steering angle of the wheels in accordance with the rotational operation of the steering wheel 2.

[0016] The steering device 1 comprises a main bracket 11, a shaft housing 12, a steering shaft 13, an up-and-down adjustment guide 14 (tilt guide), a front-and-back adjustment guide 15 (telescopic guide), a drive mechanism 16, and a load absorption mechanism 17. The steering shaft 13 is formed in a cylindrical shape that extends along the steering axis O1. Therefore, in the following description, the direction in which the steering axis O1 extends may simply be referred to as the shaft axial direction, the direction perpendicular to the steering axis O1 may be referred to as the shaft radial direction, and the direction around the steering axis O1 may be referred to as the shaft circumferential direction.

[0017] In this embodiment, the steering device 1 is mounted on the vehicle with the steering axis O1 intersecting the vehicle's longitudinal direction. Specifically, the steering axis O1 extends upward as it moves towards the rear. For convenience, in the following description, in the steering device 1, the direction toward the steering wheel 2 in the shaft axis direction will be simply referred to as the rear, and the direction toward the opposite side of the steering wheel 2 will be simply referred to as the front (arrow FR). Furthermore, in the shaft diameter direction, the vertical direction when the steering device 1 is mounted on the vehicle will be simply referred to as the vertical direction (arrow UP is upward), and the left-right direction will be simply referred to as the left-right direction (arrow LH is left).

[0018] <Main Bracket 11> The main bracket 11 is formed in a U-shape when viewed from the front in the front-rear direction and when viewed from the top-down direction. The main bracket 11 comprises a pair of left and right side frames (first side frame 21A and second side frame 21B), a mounting stay 22, and an arch portion 23.

[0019] Each side frame 21A, 21B rotatably supports the shaft housing 12 around a tilt axis O2 that runs along the left-right direction. Each side frame 21A, 21B is positioned on both sides of the shaft housing 12 in the left-right direction. Each side frame 21A, 21B faces the shaft housing 12 in the left-right direction and extends in the front-rear direction. A pivot shaft 25 is provided at the front end of each side frame 21A, 21B. The pivot shaft 25 extends in the left-right direction along the tilt axis O2 and passes through each side frame 21A, 21B. The main bracket 11 rotatably supports the shaft housing 12 around the tilt axis O2 via the pivot shaft 25.

[0020] A first guide hole 31A is formed at the rear end of the first side frame 21A. A second guide hole 31B is formed at the rear end of the second side frame 21B. Each guide hole 31A and 31B penetrates the corresponding side frames 21A and 21B in the left-right direction and extends in the vertical direction. In a side view from the left-right direction, the guide holes 31A and 31B are formed in the shape of an arc with equal radii of curvature, with the tilt axis O2 as the center of curvature. In this embodiment, the vertical dimensions of the guide holes 31A and 31B are equal. Furthermore, the upper edge of the first guide hole 31A is located above the upper edge of the second guide hole 31B.

[0021] As shown in Figure 1, the mounting stay 22 is the part that is attached to the steering hanger provided on the vehicle body. That is, the steering device 1 is attached to the vehicle body via the mounting stay 22. In a plan view, the mounting stay 22 is formed in a U-shape that opens to the rear. Specifically, the mounting stay 22 extends along the upper edge of each side frame 21A, 21B and is also spanned between the front ends of each side frame 21A, 21B.

[0022] The arch portion 23 is spanned between the upper ends of the side frames 21A and 21B at the center of the main bracket 11 in the front-rear direction.

[0023] <Shaft Housing 12> Figure 3 is a cross-sectional view corresponding to the line III-III in Figure 1. Figure 3 shows the steering device 1 in its fully extended position. As shown in Figures 1 and 3, the shaft housing 12 supports the steering shaft 13 so that it can move back and forth inside the main bracket 11. The shaft housing 12 comprises a front housing 41 and a rear housing 42.

[0024] Figure 4 is an enlarged perspective view of Figure 1. As shown in Figure 4, the front housing 41 comprises a front retaining cylinder 45, a first protrusion 46, and a second protrusion 47. The front retaining cylinder 45, the first protrusion 46, and the second protrusion 47 are integrally formed.

[0025] As shown in Figure 3, the front retaining cylinder 45 extends in the shaft axis direction (front-to-back direction). A first bearing 48 is fitted into the front end of the front retaining cylinder 45. A second bearing 49 is fitted into the rear end of the front retaining cylinder 45. As shown in Figure 1, the front retaining cylinder 45 is connected at its front end to opposing side frames 21A and 21B via pivot shafts 25. As a result, the front housing 41 is supported by the main bracket 11 so as to be rotatable around the tilt axis O2 (tilt operation).

[0026] Figure 5 is a cross-sectional view corresponding to the line V-V in Figure 4. Figure 6 is a cross-sectional view corresponding to the line VI-VI in Figure 4. As shown in Figures 4 to 6, the first protrusion 46 is formed at the rear end of the front retaining cylinder 45. The first protrusion 46 is the part to which the vertical adjustment guide 14 and the front-to-back adjustment guide 15 are attached. The first protrusion 46 comprises a first guide mounting wall 51, a second guide mounting wall 52, and a first shaft mounting portion 53.

[0027] The first guide mounting wall 51 protrudes to the right from a position in the front retaining cylinder 45 that coincides with the steering axis O1 in a side view. The first guide mounting wall 51 extends in the front-rear direction with the vertical direction being the thickness direction. A portion of the first guide mounting wall 51 protrudes rearward from the front retaining cylinder 45. The second guide mounting wall 52 protrudes upward from a position in the front retaining cylinder 45 that coincides with the steering axis O1 in a plan view. The second guide mounting wall 52 extends in the front-rear direction with the left-right direction being the thickness direction. In this embodiment, at least a portion of the second guide mounting wall 52 is located within the front-rear dimensional range of the first guide mounting wall 51. In a front view, the extensions of the first guide mounting wall 51 and the second guide mounting wall 52 are, for example, perpendicular to each other on the steering axis O1. However, the extensions of the first guide mounting wall 51 and the second guide mounting wall 52 do not necessarily have to be perpendicular.

[0028] The first shaft mounting portion 53 is connected to the rear end of the first guide mounting wall 51. In the illustrated example, the first shaft mounting portion 53 protrudes upward from the first guide mounting wall 51, with its lower surface flush with the lower surface of the first guide mounting wall 51. In the illustrated example, the first overhang portion 46 includes a rib 55 connecting the first guide mounting wall 51 and the second guide mounting wall 52. In a front view, the rib 55 extends from the right side upward across the front retaining cylinder 45.

[0029] The second protruding portion 47 comprises a lateral projection 56 and a second shaft mounting portion 57. The lateral projection 56 protrudes to the left from a position in the front retaining cylinder 45 that coincides with the steering axis O1 in a side view. The second shaft mounting portion 57 protrudes rearward from the lateral projection 56. The lower surface of the second shaft mounting portion 57 is located below the lower surface of the first shaft mounting portion 53. Furthermore, the rear end surface of the second shaft mounting portion 57 is located at the same position in the front-rear direction as the rear end surface of the first shaft mounting portion 53. The first shaft mounting portion 53 and the second shaft mounting portion 57 are positioned to protrude rearward from the front retaining cylinder 45.

[0030] As shown in Figures 1 and 2, the rear housing 42 is located behind the front housing 41 and is movably mounted relative to the front housing 41. The rear housing 42 is connected to the front housing 41 via a front-to-rear adjustment guide 15 and a load absorption mechanism 17. The rear housing 42 includes a rear retaining cylinder 61, a first rail retaining portion 62, a second rail retaining portion 63, and an EA (Energy Absorption) mounting portion 64.

[0031] The rear retaining cylinder 61 is located a distance behind the front retaining cylinder 45 and is coaxial with the front retaining cylinder 45. A third bearing 65 is fitted inside the rear retaining cylinder 61.

[0032] The first rail retaining portion 62 protrudes downward from the rear retaining cylinder 61. As shown in Figure 5, the first rail retaining portion 62 is located to the right of the steering axis O1 and is positioned below the front housing 41 (first overhang 46) in a front view. The first rail retaining portion 62 is positioned so as not to overlap with the front housing 41 in a front view.

[0033] The first rail retaining portion 62 is formed in an L-shape when viewed from the front. Specifically, the first rail retaining portion 62 comprises a first retaining wall 62a and a first positioning wall 62b. The first retaining wall 62a extends in the front-rear direction with the left-right direction being the thickness direction. The first retaining wall 62a protrudes rearward relative to the rear retaining cylinder 61 (see Figure 2). The first positioning wall 62b protrudes to the right from the lower end of the first retaining wall 62a. The first positioning wall 62b extends in the front-rear direction along the first retaining wall 62a. The first positioning wall 62b may be provided intermittently in the front-rear direction.

[0034] As shown in Figure 2, the second rail retaining portion 63 protrudes to the left from the rear retaining cylinder 61. Specifically, the second rail retaining portion 63 is located to the left of the steering axis O1 and is positioned above the front housing 41 (second overhang 47) in a front view. In a front view, the second rail retaining portion 63 is positioned so as not to overlap with the front housing 41.

[0035] The second rail retaining portion 63 is formed in an L-shape when viewed from the front. Specifically, the second rail retaining portion 63 comprises a second retaining wall 63a and a second positioning wall 63b. The second retaining wall 63a extends in the front-rear direction with the vertical direction being the thickness direction. The second retaining wall 63a protrudes rearward relative to the rear retaining cylinder 61. The second positioning wall 63b protrudes upward from the left end of the second retaining wall 63a. The second positioning wall 63b extends in the front-rear direction along the second retaining wall 63a. The second positioning wall 63b may be provided intermittently in the front-rear direction.

[0036] As shown in Figure 5, the EA mounting portion 64 protrudes downward from the rear retaining cylinder 61. The EA mounting portion 64 is located directly below the steering axis O1 and is positioned below the front housing 41 (front retaining cylinder 45) in a front view. In a front view, the EA mounting portion 64 is positioned so as not to overlap with the front retaining cylinder 45. The EA mounting portion 64 extends in the front-rear direction, integrated with the first rail retaining portion 62, so as to protrude rearward relative to the rear retaining cylinder 61.

[0037] The EA mounting portion 64 has a receiving groove 64a that opens downward. The receiving groove 64a extends along the entire length of the EA mounting portion 64 so as to open at both ends in the front-rear direction of the EA mounting portion 64. In a front view, the receiving groove 64a is formed in a T-shape (dovetail groove shape) where the width of the lower part is narrower than the width of the upper part. That is, the upper part of the receiving groove 64a has positioning grooves 64a1 that protrude on both sides in the left-right direction relative to the lower part.

[0038] <Steering Shaft 13> As shown in Figure 3, the steering shaft 13 comprises a front shaft 71 and a rear shaft 72. The front shaft 71 is formed in a cylindrical shape coaxial with the steering axis O1. The front shaft 71 is installed inside the front retaining cylinder 45 so as to pass through the front-rear direction. The front shaft 71 is fitted into a first bearing 48 and a second bearing 49 inside the front retaining cylinder 45. As a result, the front shaft 71 is supported by the front housing 41 so as to be rotatable around the steering axis O1. An input shaft to a steering gearbox (not shown) and the like are mechanically connected to the front end of the front shaft 71.

[0039] The rear shaft 72 is formed in a cylindrical shape coaxial with the steering axis O1. The rear shaft 72 is installed inside the rear retaining cylinder 61 so as to pass through the rearward direction. The rear shaft 72 is fitted into the third bearing 65 inside the rear retaining cylinder 61. As a result, the rear shaft 72 is supported by the rear housing 42 so as to be rotatable around the steering axis O1. The steering wheel 2 is connected to the portion of the rear shaft 72 that protrudes rearward from the rear retaining cylinder 61.

[0040] The front shaft 71 and the rear shaft 72 are connected so that they can move relative to each other in the front-rear direction and can rotate together around the steering axis O1 (but cannot rotate relative to each other). Specifically, a female spline is formed on the rear end of the front shaft 71. On the other hand, a male spline is formed on the front end of the rear shaft 72. The rear shaft 72 is inserted into the front shaft 71 through the rear end opening of the front shaft 71 so that the male spline and the female spline engage. As a result, the rear shaft 72 is configured to move relative to the front shaft 71 in the front-rear direction while its rotation relative to the front shaft 71 is restricted. However, the telescopic structure and rotation restriction structure of the steering shaft 13 can be modified as appropriate.

[0041] <Vertical Adjustment Guide 14> As shown in Figures 4 and 6, the vertical adjustment guide 14 guides the rotation of the front housing 41 around the tilt axis O2 relative to the main bracket 11, and also positions the front housing 41 in the left-right direction relative to the main bracket 11. The vertical adjustment guide 14 includes a first guide 14A provided between the first side frame 21A and the front housing 41, and a second guide 14B provided between the second side frame 21B and the front housing 41. The details of the guides 14A and 14B will be described below, using the first guide 14A as an example.

[0042] The first guide 14A includes a first shaft portion 74A, a wave washer 75, an inner collar 76, an outer collar 77, and a nut 78. The first shaft portion 74A is formed in a stepped shape where a portion positioned further inward in the left-right direction has a smaller outer diameter. In the first shaft portion 74A, male screw portions are formed on at least the outer peripheral surfaces of both ends in the left-right direction. The first shaft portion 74A is fixed to the first shaft mounting portion 53 by having its inner end in the left-right direction fastened to the first shaft mounting portion 53 from the outside in the left-right direction. The first shaft portion 74A penetrates the first guide hole 31A and protrudes outward in the left-right direction relative to the first side frame 21A.

[0043] The axis of the first shaft portion 74A (hereinafter referred to as the first axis Q1) is positioned above the steering axis O1. In the illustrated example, the entire first shaft portion 74A is positioned above the steering axis O1 and arranged within the vertical dimension range of the steering shaft 13. However, the first axis Q1 may be positioned above the steering shaft 13.

[0044] The wave washer 75 is mounted on a portion of the first shaft portion 74A that is located between the first shaft mounting portion 53 and the first side frame 21A. For the wave washer 75, the amount of change in biasing force relative to the amount of change in compression when the compression amount is within a predetermined range (stable region) tends to be smaller than the amount of change in biasing force relative to the amount of change in compression when the compression amount is outside the predetermined range.

[0045] The inner collar 76 is mounted on a portion of the first shaft portion 74A that is located between the wave washer 75 and the first side frame 21A. The outer collar 77 is mounted on a portion of the first shaft portion 74A that protrudes relative to the first side frame 21A.

[0046] The nut 78 is tightened on a portion (an outer end portion in the left-right direction) of the first shaft portion 74A that protrudes relative to the outer collar 77. The nut 78 is provided to compressively deform the wave washer 75 in a state where the outer collar 77 is sandwiched between the nut 78 and the first side frame 21A. As a result, an urging force that urges the front housing 41 inward in the left-right direction acts on the wave washer 75. In addition, the nut 78 restricts displacement of the main bracket 11 in the left-right direction relative to the front housing 41 via the outer collar 77. That is, by tightening the nut 78 onto the first shaft portion 74A, the vibration rigidity of the main bracket 11 in the left-right direction relative to the front housing 41 is improved. The tightening torque of the nut 78 is set such that the compression amount of the wave washer 75 falls within the predetermined range described above.

[0047] The second guide 14B includes a second shaft portion 74B, a wave washer 75, an inner collar 76, an outer collar 77, and a nut 78. Similar to the first shaft portion 74A, the second shaft portion 74B is formed in a stepped shape with a smaller outer diameter as it is positioned more inward in the left-right direction. The second shaft portion 74B is fixed to the second shaft mounting portion 57 by having its inner end portion in the left-right direction tightened onto the second shaft mounting portion 57 from the outside in the left-right direction. The second shaft portion 74B penetrates through the second guide hole 31B and protrudes outward in the left-right direction relative to the second side frame 21B.

[0048] The axis of the second shaft portion 74B (hereinafter referred to as the second axis Q2) is located below the first axis Q1. In the illustrated example, the second axis Q2 is arranged at a position overlapping the steering axis O1 in a side view. However, the second axis Q2 may be located below the steering axis O1.

[0049] The wave washer 75, inner collar 76, outer collar 77, and nut 78 have the same configuration as that of the first guide 14A. That is, the wave washer 75, inner collar 76, outer collar 77, and nut 78 of the second guide 14B are attached to the second shaft portion 74B in a state where the second side frame 21B is sandwiched therebetween.

[0050] <Front-rear adjustment guide 15> As shown in Figures 4 and 5, the front-rear adjustment guide 15 guides the front-rear movement of the rear housing 42 relative to the front housing 41. The front-rear adjustment guide 15 comprises two linear guides (a first linear guide 81 and a second linear guide 82). Each linear guide 81, 82 is provided on the outside relative to both the front housing 41 and the rear housing 42.

[0051] The first linear guide 81 is located below the first guide mounting wall 51 in a front view, and is positioned in the space (first arrangement space S1) enclosed by the first rail holding portion 62 and the first side frame 21A. The first linear guide 81 is installed horizontally, with the width direction being the vertical direction and the height direction being the left-right direction. The first linear guide 81 comprises a first rail 85 and a first block 86.

[0052] The first rail 85 is formed in an H-shape when viewed from the front and extends in the front-rear direction. The first rail 85 is attached to the first rail holding portion 62. Specifically, the first rail 85 is fixed to the first holding wall 62a using bolts or the like, with one side facing in the width direction (downward-facing side) abutting against the first positioning wall 62b. As a result, the first rail 85 extends in the front-rear direction along the first rail holding portion 62. In this embodiment, the rear end surface of the first rail 85 is positioned forward of the rear end surface of the rear shaft 72. In the illustrated example, the rear end surface of the first rail 85 is positioned flush with the rear end surface of the rear housing 42. The first rail 85 is supported by the first rail holding portion 62 over its entire length in the front-rear direction. However, it is sufficient that at least a portion of the first rail 85 is supported by the first rail holding portion 62.

[0053] A first lower rail groove 85a is formed on the downward-facing side surface of the first rail 85. A first upper rail groove 85b is formed on the upward-facing side surface (the side facing the other side in the width direction) of the first rail 85. The rail grooves 85a and 85b open on corresponding sides of the first rail 85 and extend along the entire length of the first rail 85.

[0054] The first block 86 comprises a first block body 88, a plurality of first lower rolling elements 89, and a plurality of first upper rolling elements 90. The first block body 88 is formed in a C-shape that opens inward in the left-right direction. The length of the first block body 88 in the front-rear direction is shorter than the length of the first rail 85 in the front-rear direction. The first block body 88 is provided so as to embrace a part of the first rail 85 in the front-rear direction from the outside in the left-right direction. Specifically, the first block body 88 comprises a first top wall portion 88a and a pair of side wall portions 88b and 88c.

[0055] The first top wall portion 88a is positioned outward in the left-right direction relative to the first rail 85, and facing the first rail 85. The pair of side wall portions 88b and 88c face each other in the vertical direction with the first rail 85 in between. Of the pair of side wall portions 88b and 88c, the lower side wall portion 88b extends inward in the left-right direction from the lower end of the first top wall portion 88a. Of the pair of side wall portions 88b and 88c, the upper side wall portion 88c extends inward in the left-right direction from the upper end of the first top wall portion 88a.

[0056] As shown in Figure 5, the first block 86 is positioned in the first arrangement space S1 suspended from the lower surface (first housing mounting surface) of the first guide mounting wall 51. Specifically, the first block 86 is fixed to the first guide mounting wall 51 by fastening bolts 96 between the first guide mounting wall 51 and the upper wall portion 88c, with the upper surface (first block mounting surface) of the upper wall portion 88c facing the lower surface of the first guide mounting wall 51. In the illustrated example, the bolts 96 are provided in the first guide mounting wall 51 at a position that does not overlap with the rib 55 in a plan view. Note that the method of fixing the first guide mounting wall 51 and the upper wall portion 88c can be changed as appropriate.

[0057] The first lower rolling element 89 is, for example, ball-shaped. Multiple first lower rolling elements 89 are housed in a lower rolling path (not shown) formed in the lower wall portion 88b. The lower rolling path consists of an engagement path and a return path extending parallel to each other in the front-rear direction, which are endlessly connected at both ends in the front-rear direction. Multiple first lower rolling elements 89 are loaded into the lower rolling path so as to roll within it and circulate in an infinite manner. An opening groove 88b1 is formed on the inner surface of the lower wall portion 88b, which opens a part of the engagement path. The first lower rolling elements 89 engage with the inner surface of the first lower rail groove 85a through the opening groove 88b1.

[0058] The first upper rolling element 90 is, for example, ball-shaped. Multiple first upper rolling elements 90 are housed in an upper rolling path (not shown) formed in the upper wall portion 88c. The upper rolling path consists of an engagement path and a return path extending parallel to each other in the front-rear direction, which are endlessly connected at both ends in the front-rear direction. Multiple first upper rolling elements 90 are loaded into the upper rolling path so as to roll within it and circulate in an infinite manner. An opening groove 88c1 is formed on the inner surface of the upper wall portion 88c, which opens a part of the engagement path. The first upper rolling elements 90 engage with the inner surface of the first upper rail groove 85b through the opening groove 88c1.

[0059] The second linear guide 82 is located in a space (second arrangement space S2) to the left of the second guide mounting wall 52 and above the second overhang 47 in a front view. The second linear guide 82 is installed facing downwards, with the width direction being the left-right direction and the height direction being the up-down direction. That is, the first linear guide 81 and the second linear guide 82 are installed in positions that do not overlap in a plan view and a side view, and are facing different directions. The second linear guide 82 comprises a second rail 91 and a second block 92.

[0060] The second rail 91 is the same size as the first rail 85, is H-shaped when viewed from the front, and extends in the front-rear direction. The second rail 91 is attached to the second rail holding portion 63. Specifically, the second rail 91 is fixed to the second holding wall 63a using bolts or the like, with one side facing in the width direction (left-facing side) abutting against the second positioning wall 63b. As a result, the second rail 91 extends in the front-rear direction along the second rail holding portion 63. In this embodiment, the second rail 91 cantilevered forward from the second rail holding portion 63. However, the second rail 91 may be supported by the second rail holding portion 63 along its entire length. The front and rear end faces of the second rail 91 are positioned in the same front-rear direction as the front and rear end faces of the first rail 85.

[0061] A second right-side rail groove 91a is formed on the right-facing side of the second rail 91. A second left-side rail groove 91b is formed on the left-facing side of the second rail 91 (the side facing the other side in the width direction). The rail grooves 91a and 91b open on corresponding sides of the second rail 91 and extend along the entire length of the second rail 91.

[0062] The second block 92 comprises a second block body 93, a plurality of second right-side rolling elements 94, and a plurality of second left-side rolling elements 95. The second block body 93 is the same dimensions as the first block body 88 and is formed in a C-shape that opens downwards. The length of the second block body 93 in the front-rear direction is shorter than the length of the second rail 91 in the front-rear direction. The second block body 93 is provided so as to embrace a part of the second rail 91 in the front-rear direction from above. Specifically, the second block body 93 comprises a second top wall portion 93a and a pair of side wall portions 93b and 93c.

[0063] The second top wall portion 93a is positioned above the second rail 91 and facing the second rail 91. The pair of side wall portions 93b and 93c face each other in the left-right direction with the second rail 91 in between. Of the pair of side wall portions 93b and 93c, the right side wall portion 93b extends downward from the right end of the second top wall portion 93a. Of the pair of side wall portions 93b and 93c, the left side wall portion 93c extends downward from the left end of the second top wall portion 93a.

[0064] The second block 92 is cantilevered and supported by the second guide mounting wall 52 and is positioned in the second arrangement space S2. Specifically, the second block 92 is fixed to the second guide mounting wall 52 by fastening the second guide mounting wall 52 and the right side wall portion 93b with bolts 97, with the right side surface of the right side wall portion 93b (second block mounting surface) facing the outward-facing surface of the second guide mounting wall 52 in the left-right direction (second housing mounting surface). Therefore, the first block 86 and the second block 92 are provided with the upper side wall portion 88c and the right side wall portion 93b extending in directions perpendicular to each other. In the illustrated example, the bolts 97 are provided on the second guide mounting wall 52 at a position that does not overlap with the rib 55 in a side view. In this embodiment, both front-rear end faces of the second block 92 are positioned at the same front-rear end faces as the front-rear end faces of the first block 86 in the front-rear direction.

[0065] The second right-side rolling element 94 is, for example, ball-shaped. Multiple second right-side rolling elements 94 are housed in a right-side rolling path (not shown) formed in the right-side wall portion 93b. The right-side rolling path consists of an engagement path and a return path extending parallel to each other in the front-rear direction, which are endlessly connected at both ends in the front-rear direction. Multiple second right-side rolling elements 94 are loaded into the right-side rolling path so as to roll within it and circulate in an infinite manner. An opening groove 93b1 is formed on the inner surface of the right-side wall portion 93b, which opens a part of the engagement path. The second right-side rolling elements 94 engage with the inner surface of the second right-side rail groove 91a through the opening groove 93b1.

[0066] The second left-side rolling element 95 is, for example, ball-shaped. Multiple second left-side rolling elements 95 are housed in a left-side rolling path (not shown) formed in the left-side wall portion 93c. The left-side rolling path consists of an engagement path and a return path extending parallel to each other in the front-rear direction, which are endlessly connected at both ends in the front-rear direction. Multiple second left-side rolling elements 95 are loaded into the left-side rolling path so as to roll within it and circulate in an infinite manner. An opening groove 93c1 is formed on the inner surface of the left-side wall portion 93c, which opens a part of the engagement path. The second left-side rolling elements 95 engage with the inner surface of the second left-side rail groove 91b through the opening groove 93c1.

[0067] Here, of the first rolling elements 89 and 90, the first rolling element furthest from the steering axis O1 in a front view is the first lower rolling element 89. Of the multiple first lower rolling elements 89, the straight line extending vertically through the center of gravity of the first lower rolling element 89 located within the engagement path is designated as the first straight line L1, and the straight line extending horizontally is designated as the second straight line L2. In this case, the first straight line L1 also passes through the center of gravity of the first upper rolling element 90. Furthermore, of the second rolling elements 94 and 95, the second rolling element furthest from the steering axis O1 in a front view is the second left rolling element 95. Of the multiple second left rolling elements 95, the straight line extending vertically through the center of gravity of the second left rolling element 95 located within the engagement path is designated as the third straight line L3, and the straight line extending horizontally is designated as the fourth straight line L4. In this case, the fourth straight line L4 also passes through the center of gravity of the second right-side rolling element 94. Note that the rolling elements are not limited to ball shapes; they may also be cylindrical (rollers).

[0068] In this embodiment, the first linear guide 81 and the second linear guide 82 are positioned so as not to overlap in plan view and side view, and facing different directions, so that the lines L1 to L4 are offset from each other. Therefore, by connecting the lines L1 to L4, a central region P enclosed by the lines L1 to L4 is formed. In the steering device 1 of this embodiment, in a front view, at least the steering axis O1 is located inside the central region P. Furthermore, it is more preferable that the entire front retaining cylinder 45 is housed inside the central region P. The side frames 21A and 21B are located outside the central region P in a front view.

[0069] <Drive Mechanism 16> As shown in Figure 2, the drive mechanism 16 includes an up-and-down drive unit 100 and a front-and-back drive unit 101. The up-and-down drive unit 100 and the front-and-back drive unit 101 are positioned, for example, below the main bracket 11, in a position that does not overlap with the linear guides 81 and 82 when viewed from the front.

[0070] As shown in Figures 2 and 4, the vertical drive unit 100 is a so-called lead screw mechanism. The vertical drive unit 100 comprises a first motor 110, a first transmission shaft 111, and a link 112. The vertical drive unit 100 switches between restricting and allowing the rotation of the steering device 1 around the tilt axis O2 by the drive of the first motor 110. The first motor 110 is provided in the part of the main bracket 11 located between the pivot shaft 25 and the first guide hole 31A. The first motor 110 is positioned laterally below the main bracket 11 with its output shaft facing to the right. In this embodiment, the first motor 110 is positioned outside (below) the central region P in a front view. A transmission nut is built into the first motor 110. The transmission nut rotates in conjunction with the drive of the first motor 110. The first transmission shaft 111 extends rearward from the first motor 110. The outer surface of the first transmission shaft 111 has a male threaded portion that engages with a transmission nut. The first transmission shaft 111 is configured to reciprocate in the direction of its extension as the first motor 110 is driven.

[0071] Link 112 is rotatably connected to the first transmission shaft 111, the main bracket 11, and the front housing 41 (first side frame 21A), respectively. As the first motor 110 is driven, link 112 is rotatable around an axis along the left-right direction, with the connection to the first transmission shaft 111 as the point of force application, the connection to the first side frame 21A as the pivot point, and the connection to the front housing 41 as the point of application.

[0072] As shown in Figure 2, the front-rear drive unit 101 is a so-called lead screw mechanism. The front-rear drive unit 101 includes a second motor 115, a second transmission shaft 116, and a movable part 117. The front-rear drive unit 101 switches between restricting and allowing the forward and backward movement of the rear housing 42 relative to the front housing 41 by the drive of the second motor 115.

[0073] As shown in Figure 6, the second motor 115 is positioned below the main bracket 11 and behind the first motor 110, with its output shaft facing left and positioned laterally. In this embodiment, the second motor 115 is positioned outside (below) the central region P in a front view. The second motor 115 is attached to the rear housing 42 via a motor stay 118 provided on the second protrusion 47. The motor stay 118 extends downward from the lower surface of the second protrusion 47.

[0074] The second transmission shaft 116 extends forward from the second motor 115. Specifically, in a front view, the second transmission shaft 116 extends in the front-rear direction in a space located below the second protrusion 47 (second shaft portion 74B) and above the first motor 110. In the example of Figure 5, the second transmission shaft 116 is located outside the central region P and above the output shaft of the second motor 115. The second transmission shaft 116 can rotate forward or backward around its axis in conjunction with the driving of the second motor 115. A male threaded portion is formed on the outer circumferential surface of the second transmission shaft 116.

[0075] Figure 7 is an enlarged perspective view from below of the steering device 1, showing the load absorption mechanism 17 in a disassembled state. As shown in Figure 7, the movable part 117 is connected to the rear housing 42 via the second transmission shaft 116 and the second motor 115. The movable part 117 comprises a transmission nut 117a, a first connecting piece 117b, and a second connecting piece 117c. A female thread is formed on the inner circumferential surface of the transmission nut 117a. The male thread of the second transmission shaft 116 engages with the transmission nut 117a. The transmission nut 117a engages with the second transmission shaft 116 in the front-rear direction via the female and male threads. The movable part 117 is configured to move along the second transmission shaft 116 as the second transmission shaft 116 rotates.

[0076] The first connecting piece 117b protrudes inward from the transmission nut 117a in the left-right direction. The second connecting piece 117c protrudes rearward from the transmission nut 117a.

[0077] <Load Absorption Mechanism 17> The load absorption mechanism 17 connects the front housing 41 and the rear housing 42 via the front-rear drive unit 101. When adjusting the front-rear position (when the forward load acting on the rear housing 42 is less than a predetermined value), the load absorption mechanism 17 transmits the driving force of the front-rear drive unit 101 to the rear housing 42, moving the rear housing 42 in the front-rear direction relative to the front housing 41 together with the movable part 117. On the other hand, when a secondary collision occurs (when the forward load acting on the rear housing 42 is greater than or equal to a predetermined value), the load absorption mechanism 17 moves the rear housing 42 forward relative to the front housing 41, independently of the front-rear drive unit 101.

[0078] Figure 8 is a bottom view of the steering device 1 showing the state when the cutting member 121 is passed through. As shown in Figures 7 and 8, the load absorption mechanism 17 comprises an absorption plate 120 and a cutting member 121.

[0079] The absorption plate 120 is a strip-shaped member that extends along the front-rear direction with the vertical direction as the thickness direction. The absorption plate 120 is positioned along the lower surface of the EA mounting portion 64 while housed in the housing groove 64a. The absorption plate 120 comprises a front support portion 130, an extended portion 131, and a rear support portion 132 (see Figure 2). The front support portion 130 constitutes the front end of the absorption plate 120. The front support portion 130 is fixed to the EA mounting portion 64 by bolts or the like. Note that the method of fixing the front support portion 130 and the EA mounting portion 64 is not limited to bolts; welding or the like may also be used.

[0080] The extended portion 131 extends linearly from the front support portion 130 toward the rear in a plan view. A portion of the extended portion 131 forms a bent portion 131a that is bent in a downwardly convex arc shape in a side view. As shown in Figure 2, the rear support portion 132 constitutes the rear end of the absorption plate 120. The rear support portion 132 is fixed to the EA mounting portion 64 by welding or the like. The method of fixing the rear support portion 132 and the EA mounting portion 64 is not limited to welding; bolts or the like may also be used. Furthermore, the rear support portion 132 does not necessarily have to be fixed to the EA mounting portion 64.

[0081] Figure 9 is an enlarged view of section IX in Figure 3. As shown in Figures 7 to 9, the scraping member 121 connects the movable part 117 and the absorption plate 120. That is, the scraping member 121 is connected to the front housing 41 via the front and rear drive unit 101. The scraping member 121 comprises a base portion 140 and a guide pin 141.

[0082] The base portion 140 is formed in a hat shape when viewed from the front. The base portion 140 comprises a connecting body portion 145 and a flange portion 146. The connecting body portion 145 is formed in a rectangular parallelepiped shape with its longitudinal direction in the front-rear direction. The connecting body portion 145 is provided so as to cover a part of the absorption plate 120 from below. The connecting body portion 145 is fixed to the first connecting piece 117b and the second connecting piece 117c by bolts 150, while abutting against them.

[0083] As shown in Figure 9, a through groove 145a is formed on the upper surface of the connecting body portion 145. The through groove 145a is recessed downward relative to the upper surface of the connecting body portion 145 and penetrates the connecting body portion 145 in the front-rear direction. The extended portion 131 penetrates the through groove 145a in the front-rear direction. The bottom surface of the through groove 145a is recessed downward in a mountain shape at the center in the front-rear direction. Specifically, the bottom surface of the through groove 145a includes a first guide surface 145a1, a first relief surface 145a2, a second relief surface 145a3, and a second guide surface 145a4.

[0084] The first guide surface 145a1 is located at the rear end of the bottom surface of the through groove 145a. In a side view, the first guide surface 145a1 extends linearly in the front-rear direction. The rear end edge of the first guide surface 145a1 reaches the rear surface of the connecting body portion 145. The portion of the extending portion 131 located behind the bent portion 131a is housed in the through groove 145a at a position opposite the first guide surface 145a1.

[0085] The first relief surface 145a2 is connected to the front of the first guide surface 145a1. The first relief surface 145a2 extends downward as it moves forward. The second relief surface 145a3 is connected to the front of the first relief surface 145a2. The second relief surface 145a3 extends upward as it moves forward. The boundary between the first relief surface 145a2 and the second relief surface 145a3 is formed in the shape of a downwardly convex arc. Within the passage groove 145a, the portion enclosed by the first relief surface 145a2 and the second relief surface 145a3 (hereinafter referred to as the bypass portion 148) houses the bent portion 131a.

[0086] The second guide surface 145a4 is connected to the front of the second relief surface 145a3. In a side view, the second guide surface 145a4 extends linearly in the front-rear direction. The front edge of the second guide surface 145a4 reaches the front surface of the connecting body portion 145. The front support portion 130 is housed in the through groove 145a at a position facing the second guide surface 145a4.

[0087] The connecting body portion 145 is fixed to the EA mounting portion 64 via a first rivet 155a and a second rivet 155b. The first rivet 155a is provided on the portion of the connecting body portion 145 that overlaps with the front support portion 130 in a plan view. The first rivet 155a penetrates the connecting body portion 145, the front support portion 130, and the EA mounting portion 64 in a vertical direction, fixing the connection between the connecting body portion 145, the front support portion 130, and the EA mounting portion 64. The second rivet 155b is provided on the portion of the connecting body portion 145 that is located behind the guide pin 141 in a plan view. The second rivet 155b penetrates the connecting body portion 145, the extension portion 131, and the EA mounting portion 64 in a vertical direction, fixing the connection between the connecting body portion 145, the extension portion 131, and the EA mounting portion 64.

[0088] The first rivet 155a and the second rivet 155b are configured to break (shear failure) when the load acting on the rear housing 42 exceeds a predetermined value. In other words, the welding member 121 and the rear housing 42 are configured to move together via the rivets 155a and 155b when the load acting on the rear housing 42 is less than a predetermined value (the state before the secondary collision). The mounting position and number of the rivets 155a and 155b can be changed as appropriate.

[0089] As shown in Figures 7 and 8, the flange portion 146 protrudes outward in the left-right direction from the upper end of the connecting body portion 145. Each flange portion 146 extends along the entire length of the connecting body portion 145 in the front-rear direction. Each flange portion 146 is individually housed in the corresponding positioning groove 64a1. The contact of each flange portion 146 with the inner surface of the positioning groove 64a1 prevents the cutting member 121 from falling out of the rear housing 42.

[0090] As shown in Figures 8 and 9, the guide pin 141 penetrates the upper end of the connecting body portion 145 in the left-right direction. The guide pin 141 is a cylindrical member. The guide pin 141 is provided so as to traverse the portion of the through groove 145a that is located in the bypass portion 148 in the front-rear direction. At least a part of the guide pin 141 is located within the bypass portion 148. Of the outer circumferential surface of the guide pin 141, the portion facing the bottom surface of the through groove 145a (first relief surface 145a2 and second relief surface 145a3) functions as a cutting surface 141a. The cutting surface 141a is located above the first guide surface 145a1 and the second guide surface 145a4. Between the cutting surface 141a and the bottom surface of the through groove 145a, a plate passage 149 is formed through which the extended portion 131 passes in the front-rear direction. In other words, the extended portion 131 is sandwiched between the bottom surface of the through groove 145a and the guide pin 141 in the thickness direction (vertical direction) of the extended portion 131.

[0091] [Operation] Next, the operation of the steering device 1 described above will be explained. The following explanation will mainly describe the vertical adjustment operation (tilt operation), the horizontal adjustment operation (telescopic operation), and the collapse stroke during a secondary collision.

[0092] <Vertical Adjustment Operation> As shown in Figure 1, the vertical adjustment operation rotates the shaft housing 12 around the tilt axis O2 by the driving force of the first motor 110. Specifically, when the first transmission shaft 111 is moved to one side by the drive of the first motor 110, the link 112 rotates to the one side, pushing up the front housing 41 via the link 112. As a result, the shaft housing 12 rotates upward around the tilt axis O2 relative to the main bracket 11 together with the steering shaft 13. Consequently, the steering wheel 2 moves upward around the tilt axis O2. On the other hand, when the first transmission shaft 111 is moved to the other side by the drive of the first motor 110, the link 112 rotates to the other side, pushing down the shaft housing 12 via the link 112. As a result, the shaft housing 12 rotates downward around the tilt axis O2 relative to the main bracket 11 together with the steering shaft 13, etc. Consequently, the steering wheel 2 moves downward around the tilt axis O2.

[0093] <Forward / Backward Adjustment Operation> Figure 10 is a cross-sectional view corresponding to Figure 3, showing the steering device 1 in its most retracted position. As shown in Figures 2, 3, and 10, the forward / backward adjustment operation moves the steering wheel 2 forward and backward by moving the rear housing 42 and rear shaft 72 together with respect to the front housing 41 and front shaft 71. Specifically, when moving the steering wheel 2 backward, the second motor 115 drives the second transmission shaft 116 to one side. As a result of the rotation of the second transmission shaft 116 to one side, the movable part 117 moves backward. Then, the driving force of the movable part 117 moving backward is transmitted to the rear housing 42 via the cutting member 121 and rivets 155a, 155b. In this embodiment, the rear housing 42 is supported so as to be slidable on the front housing 41 via linear guides 81, 82. Therefore, the rear housing 42 moves backward relative to the front housing 41, with each rail 85, 91 guided by the corresponding blocks 86, 92. As the rear housing 42 moves to the rear, the rear shaft 72 moves to the rear relative to the front shaft 71, causing the steering wheel 2 to move to the rear.

[0094] On the other hand, when moving the steering wheel 2 forward, the second motor 115 drives the second transmission shaft 116 to the other side. As a result of the rotation of the second transmission shaft 116 to the other side, the movable part 117 moves forward. The forward driving force of the movable part 117 is then transmitted to the rear housing 42 via the cutting member 121 and rivets 155a, 155b. In this embodiment, the rear housing 42 is supported so as to be slidable on the front housing 41 via linear guides 81, 82. Therefore, the rear housing 42 moves forward relative to the front housing 41, with each rail 85, 91 guided by the corresponding blocks 86, 92. As the rear housing 42 moves forward, the rear shaft 72 moves forward relative to the front shaft 71, causing the steering wheel 2 to move forward.

[0095] <During a Second Collision> Next, we will explain the operation during a secondary collision. Figure 11 is an explanatory diagram for explaining the operation during a secondary collision. As shown in Figure 11, during a secondary collision, a collision load (a load greater than a predetermined value) directed forward is applied to the steering wheel 2 by the driver. As a result, the collision load acting on the steering wheel 2 is transmitted to the rear shaft 72 and the rear housing 42. Consequently, the rear shaft 72 and the rear housing 42 attempt to move forward relative to the front housing 41 and the front shaft 71.

[0096] Here, the front housing 41 and the rear housing 42 are restricted from moving in the front-rear direction by the meshing of the second transmission shaft 116 (male threaded portion) and the movable portion 117 (female threaded portion). Therefore, in the event of a secondary collision, with the pressing member 121 stopped, the rear housing 42 attempts to move forward together with the absorption plate 120. As a result, a shear force exceeding a predetermined value acts on the rivets 155a and 155b, causing the rivets 155a and 155b to break. This causes the absorption plate 120 to begin moving forward relative to the pressing member 121. At this time, since the absorption plate 120 is fixed to the rear housing 42 via the front support portion 130, the absorption plate 120 moves forward relative to the pressing member 121 together with the rear housing 42.

[0097] As the absorbent plate 120 moves forward, the extended portion 131 passes through the passage groove 145a. At this time, the portion of the extended portion 131 that enters the passage groove 145a from behind the scraping member 121 is plastically deformed in the process from the first guide surface 145a1 to the scraping surface 141a. That is, since the scraping surface 141a is located below the first guide surface 145a1, the extended portion 131 is deformed downward as it moves forward. On the other hand, the portion of the extended portion 131 that passes through the plate passage 149 is plastically deformed in the process from the scraping surface 141a to the second guide surface 145a4. That is, since the second guide surface 145a4 is located above the scraping surface 141a, the extended portion 131 is deformed upward as it moves forward. In other words, during a secondary collision, as the rear housing 42 moves forward relative to the squeezing member 121, the extended portion 131 is plastically deformed such that the bent portion 131a moves backward relative to the extended portion 131.

[0098] During a secondary collision, the extended portion 131 moves forward as it passes through the through groove 145a, undergoing plastic deformation in accordance with the positions of the first guide surface 145a1, the cutting surface 141a, and the second guide surface 145a4. The load generated during this plastic deformation mitigates the impact load applied to the driver during the secondary collision. The load generated during the deformation of the absorption plate 120 can be adjusted by changing the thickness, width, and material of the absorption plate 120, or by changing the distance between the first guide surface 145a1 and the cutting surface 141a, or the distance between the second guide surface 145a4 and the cutting surface 141a.

[0099] As described above, the steering device 1 of this embodiment includes a rear housing 42 on which a steering shaft 13 is supported so as to be rotatable around a steering axis O1 along the front-rear direction, a front housing 41 provided in front of the rear housing 42 and connected to the vehicle body, a first linear guide 81 that supports the rear housing 42 so as to be movable in the front-rear direction relative to the front housing 41, a main bracket (bracket) 11 having a first side frame 21A (first side wall portion) located to the right (first side in the left-right direction) of the front housing 41 and a second side frame 21B (second side wall portion) located to the left (second side in the left-right direction) of the front housing 41, and supporting the front housing 41 so as to be rotatable around a tilt axis O2 along the left-right direction, and an up-down adjustment guide (guide mechanism) 14 provided on the portions of the side frames 21A and 21B located behind the tilt axis O2, respectively, and guiding the rotation of the front housing 41 around the tilt axis O2. In this configuration, the forward and backward movement of the rear housing 42 relative to the front housing 41 is guided by the first linear guide 81. This improves layout flexibility and design freedom compared to configurations where the housings slide against each other in the forward and backward direction, such as a configuration where the outer surface of the rear housing 42 slides against the inner surface of the front housing 41, or a configuration where the inner surface of the rear housing 42 slides against the outer surface of the front housing 41. In this case, even if a first bearing 48 supporting the front shaft 71 is provided inside the front housing 41, the rear housing 42 can be moved forward and backward while avoiding interference with the first bearing 48 during forward and backward adjustment. Therefore, the stroke amount of the rear housing 42 relative to the front housing 41 can be increased. Furthermore, in a configuration where the outer surface of the rear housing 42 slides against the inner surface of the front housing 41, for example, it is not necessary to increase the length of the rear housing 42 in order to secure the stroke amount while avoiding interference with the first bearing 48. Therefore, the steering device 1 can be made smaller in the forward and backward direction while securing the stroke amount.

[0100] In the steering device 1 of this embodiment, the vertical adjustment guide 14 includes a first shaft portion 74A that moves up and down within a first guide hole 31A in accordance with the rotation of the front housing 41 around the tilt axis O2, and a second shaft portion 74B that moves up and down within a second guide hole 31B in accordance with the rotation of the front housing 41 around the tilt axis O2. The first shaft portion 74A is provided above (first side in the vertical direction) the second shaft portion 74B. The first linear guide 81 is provided in a portion of the front housing 41 that is to the right of the steering axis O1 and below (second side in the vertical direction) the first shaft portion 74A. With this configuration, by providing the first shaft portion 74A above the second shaft portion 74B, the portion of the front housing 41 that is to the right of the steering axis O1 and below the first shaft portion 74A can be used as the arrangement space (first arrangement space S1) for the first linear guide 81. This makes it possible to reduce the amount of downward protrusion of the first linear guide 81 relative to the front housing 41. As a result, the steering device 1 can be made smaller in the vertical direction when viewed from the front.

[0101] In the steering device 1 of this embodiment, the second shaft portion 74B is provided in a position that overlaps with the steering axis O1 in a side view. With this configuration, compared to a configuration in which the second shaft portion 74B is offset above or below the steering axis O1, it is possible to improve layout flexibility while ensuring rigidity in the left-right direction.

[0102] In the steering device 1 of this embodiment, the first linear guide 81 includes a first rail 85 provided on the rear housing 42, and a first block 86 provided on the front housing 41 that supports the first rail 85 so as to be movable in the front-rear direction. The first block 86 has a block mounting surface (upper surface of the upper wall portion 88c) facing in the vertical direction (width direction). The front housing 41 has a housing mounting surface (lower surface of the first guide mounting wall 51) that faces the upper surface of the upper wall portion 88c in the vertical direction and to which the first block 86 is fixed. With this configuration, the first block 86 can be fixed to the front housing 41 at the upper surface of the upper wall portion 88c. In this case, the complexity of the front housing 41 can be suppressed compared to a configuration in which the first block 86 is fixed to the front housing 41 at the first top wall portion 88a of the first block 86. Furthermore, unlike the configuration in which the first block 86 is fixed to the front housing 41 at the first top wall portion 88a, the first housing mounting surface is not formed on the inner surface (the surface facing radially inward) of the front housing 41. Therefore, the machinability of the front housing 41 and the assembly of the first linear guide 81 can be improved. Moreover, since it is not necessary to wrap the front housing 41 around to the first top wall portion 88a, the steering device 1 can be made smaller when viewed from the front.

[0103] In the steering device 1 of this embodiment, a front-rear drive unit 101 is provided to move the rear housing 42 in the front-rear direction relative to the front housing 41. The front-rear drive unit 101 includes a second motor 115 (actuator) positioned below the first linear guide 81, and a transmission unit (second transmission shaft 116, movable part 117) that connects the front housing 41 and the rear housing 42 and transmits the driving force of the second motor 115 to the rear housing 42. The transmission unit is provided on the left side with respect to the steering axis O1 and below the second shaft part 74B. With this configuration, by positioning the transmission unit on the opposite side in the left-right direction from the first linear guide 81 with the steering axis O1 in between, the amount of protrusion of the transmission unit relative to the front housing 41 in a front view can be reduced compared to the case where the transmission unit is provided in the same space as the first linear guide 81 (first arrangement space S1). This makes it possible to miniaturize the steering device 1 in a front view.

[0104] In the steering device 1 of this embodiment, a second linear guide 82 is provided on the left side of the steering axis O1 in a front view and above the second shaft portion 74B, which supports the rear housing 42 so that it can move in the front-rear direction relative to the front housing 41. With this configuration, by connecting the front housing 41 and the rear housing 42 with two linear guides 81 and 82, the rear housing 42 can be moved smoothly back and forth relative to the front housing 41.

[0105] While preferred embodiments of the present disclosure have been described above, the present disclosure is not limited to these embodiments. Additions, omissions, substitutions, and other modifications are possible without departing from the spirit of the present disclosure. The present disclosure is not limited by the above description, but only by the appended claims. For example, while the embodiments described above described a configuration in which the steering axis O1 intersects in the longitudinal direction, the present disclosure is not limited to this configuration. The steering axis O1 may coincide with the longitudinal direction of the vehicle. While the embodiments described above described a case where the vertical drive unit 100 and the longitudinal drive unit 101 are lead screw mechanisms, the present disclosure is not limited to this configuration. The vertical drive unit 100 and the longitudinal drive unit 101 may use, for example, gears. While the embodiments described above described a so-called electric steering device 1 capable of longitudinal adjustment and vertical adjustment by motors 110 and 115, the present disclosure is not limited to this configuration. The steering device 1 according to the present disclosure may be used in a manual steering device 1 that switches the longitudinal movement and restriction of the rear housing 42 by a clamping load between the pipe and the housing.

[0106] In the embodiments described above, a configuration comprising two linear guides 81 and 82 was described, but the configuration is not limited to this. At least one linear guide is sufficient.

[0107] In the embodiment described above, a configuration was described in which the two linear guides 81 and 82 are provided in positions that do not overlap in a plan view and a side view, and in different orientations. However, the configuration is not limited to this. The linear guides 81 and 82 may be provided in positions that overlap in either a plan view or a side view.

[0108] In the embodiments described above, a configuration was described in which the linear guides 81 and 82 are arranged outside the front housing 41 and the rear housing 42, but the configuration is not limited to this. The linear guides 81 and 82 may be arranged inside the front housing 41 and the rear housing 42. Alternatively, the linear guides 81 and 82 may be arranged inside one of the housings, the front housing 41 and the rear housing 42, and outside the other housing.

[0109] In the above-described embodiment, a configuration was described in which both linear guides 81 and 82 are provided on the front housing 41 via side wall portions 88c and 93b, but the configuration is not limited to this. At least one of the linear guides 81 and 82 may be provided on the front housing 41 via top wall portions 88a and 93a. In this case, the linear guides 81 and 82 are provided on the outside of the rear housing 42 and on the inside of the front housing 41.

[0110] In the embodiments described above, blocks 86 and 92 were provided on the front housing 41 for both linear guides 81 and 82, but the configuration is not limited to this. At least one of the linear guides 81 and 82 may have a configuration in which the block is provided on the rear housing 42 and the rail is provided on the front housing 41.

[0111] In the embodiment described above, a configuration was described in which each block 86, 92 has the same dimensions and is positioned at the same location in the front-to-back direction, but the configuration is not limited to this. Each block 86, 92 may have different dimensions or be positioned at different locations in the front-to-back direction.

[0112] In the embodiments described above, the steering shaft 13 is mechanically connected to the steering gearbox via a front shaft 71 supported by the front housing 41, but the configuration is not limited to this. The steering shaft 13 may also be connected to the steering gearbox via electrical wiring using a so-called steer-by-wire system. In this case, the steering shaft 13 only needs to include at least a rear shaft 72.

[0113] In the above-described embodiment, the load absorption mechanism 17 was described as a configuration in which the absorption plate 120 is plastically deformed between the base portion 140 and the guide pin 141, but the configuration is not limited to this. The configuration of the load absorption mechanism 17 can be changed as appropriate.

[0114] In the embodiments described above, the linear guides 81 and 82 were described using a so-called single-row type in which rolling elements are provided in one row on each side of the rail, but the configuration is not limited to this. Linear guides 81 and 82 may also be a so-called double-row type in which rolling elements are provided in, for example, two rows on each side of the rail.

[0115] In the embodiment described above, a configuration was described in which the steering axis O1 is located within a central region P enclosed by straight lines L1 to L4, but the configuration is not limited to this. The steering axis O1 may also be located outside the central region P.

[0116] In the above-described embodiment, a configuration was described in which the second shaft portion 74B is positioned at a height that coincides with the steering axis O1 in a side view, but the configuration is not limited to this. The second shaft portion 74B may be positioned above or below the steering axis O1, as long as it is positioned offset vertically from the first shaft portion 74A.

[0117] In the embodiment described above, the first side in the vertical direction was described as being upward and the second side in the vertical direction as being downward, but the configuration is not limited to this. The first side in the vertical direction may be downward and the second side in the vertical direction may be upward. That is, the first shaft portion 74A may be provided offset downward relative to the second shaft portion 74B, and the first linear guide 81 may be provided above the first shaft portion 74A.

[0118] In the embodiment described above, a configuration was described in which the transmission section is provided below the second shaft section 74B, but the configuration is not limited to this. The transmission section may be provided around the first shaft section 74A, or it may be provided above the second shaft section 74B.

[0119] In the embodiments described above, a configuration comprising a rail and a block that embraces a part of the rail was described as a linear guide, but the configuration is not limited to this. The linear guide may be a combination of rails, for example, as long as it is configured to guide the forward and backward movement of the rear housing relative to the front housing.

[0120] Furthermore, it is possible to replace the components in the embodiments described above with well-known components as appropriate, without departing from the spirit of this disclosure, and the modifications described above may be combined as appropriate.

[0121] 1: Steering device 11: Main bracket (bracket) 13: Steering shaft 14: Vertical adjustment guide (guide mechanism) 17: Load absorption mechanism 21A: First side frame (first side wall) 21B: Second side frame (second side wall) 31A: First guide hole 31B: Second guide hole 41: Front housing 42: Rear housing 74A: First shaft section 74B: Second shaft section 81: First linear guide 82: Second linear guide 85: First rail (rail) 86: First block (block) 115: Second motor (actuator) 116: Second transmission shaft (transmission section) 117: Movable section (transmission section) O1: Steering axis O2: Tilt axis

Claims

1. A rear housing on which a steering shaft is supported so as to be rotatable around a steering axis along the front-rear direction; a front housing provided in front of the rear housing and connected to the vehicle body; a first linear guide provided between the rear housing and the front housing and supporting the rear housing so as to be movable in the front-rear direction relative to the front housing; a bracket having a first side wall portion located on the first side in the left-right direction relative to the front housing, and a second side wall portion located on the second side in the left-right direction relative to the front housing, and supporting the front housing so as to be rotatable around a tilt axis along the left-right direction; a guide mechanism provided on the portions of the first side wall portion and the second side wall portion located behind the tilt axis, for guiding the rotation of the front housing around the tilt axis, wherein the guide mechanism is provided in the front housing so as to penetrate a first guide hole formed in the first side wall portion in the left-right direction, and has a first shaft portion that moves up and down within the first guide hole as the front housing rotates around the tilt axis, A steering device comprising: a first shaft portion provided in the front housing so as to penetrate a second guide hole formed in the second side wall portion in the left-right direction, and a second shaft portion that moves up and down within the second guide hole as the front housing rotates around the tilt axis, wherein the first shaft portion is provided on the first side in the vertical direction relative to the second shaft portion, and the first linear guide is provided in a portion of the front housing that is on the first side in the left-right direction relative to the steering axis when viewed from the front-rear direction, and on the second side in the vertical direction relative to the first shaft portion.

2. The steering device according to claim 1, wherein the second shaft portion is provided at a position that overlaps with the steering axis when viewed from the left and right directions.

3. The steering device according to claim 1 or 2, wherein the first linear guide comprises a rail provided on the rear housing and extending in the front-rear direction with the width direction being the vertical direction, and a block provided on the front housing and supporting the rail so as to be movable in the front-rear direction, with a portion of the rail in the front-rear direction sandwiched from both sides in the width direction, the block has a block mounting surface facing the first side in the vertical direction when viewed from the front-rear direction, and the front housing has a housing mounting surface that faces the block mounting surface in the vertical direction and to which the block is fixed.

4. The steering device according to claim 1 or 2, comprising a front-rear drive unit for moving the rear housing in the front-rear direction relative to the front housing, wherein the front-rear drive unit comprises an actuator provided on a second side in the vertical direction relative to the linear guide when viewed from the front-rear direction, and a transmission unit that connects the front housing and the rear housing and transmits the driving force of the actuator to the rear housing, wherein the transmission unit is provided on a portion located on a second side in the left-right direction relative to the steering axis when viewed from the front-rear direction, and on a second side in the vertical direction relative to the second shaft portion.

5. The steering device according to claim 1 or claim 2, wherein a second linear guide is provided on a portion located on the second side in the left-right direction with respect to the steering axis when viewed from the front-rear direction, and on the first side in the vertical direction with respect to the second shaft portion, the second linear guide supporting the rear housing so as to be movable in the front-rear direction relative to the front housing.

Images