Steering device

Abstract

A steering device according to one aspect of the present disclosure comprises: a rear housing in which a steering shaft is supported so as to be rotatable about a steering axis conforming to a front-rear direction; a front housing provided in front of the rear housing and connected to a vehicle body; a first linear guide that supports the rear housing so as to be movable in the front-rear direction relative to the front housing; and a second linear guide that supports the rear housing so as to be movable in the front-rear direction relative to the front housing. The first block of the first linear guide is disposed in a state in which at least a portion thereof is offset in the front-rear direction relative to the second block of the second linear guide.

Description

Steering device

[0001] The present disclosure relates to a steering device. The present application claims priority based on Japanese Patent Application No. 2025-043052 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 (front-rear adjustment function) that adjusts the front-rear position of a steering wheel in accordance with the physique difference of a driver and a 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 can be relatively moved in the axial direction and are 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 (for example, see 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 back and forth relative to the lower shaft in the process where the upper column moves back and forth relative to the lower column. Thereby, the front-rear position of the steering wheel is adjusted.

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

[0004] However, in the configuration where the outer peripheral surface of the upper column slides on the inner peripheral surface of the lower column as in the prior art, there still remains room for improvement regarding improvement of layout performance and improvement of design freedom.

[0005] The present disclosure provides a steering device capable of improving layout performance and improving 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 comprises: a rear housing on which a steering shaft is supported so as to be rotatable about 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; and a second linear guide provided between the rear housing and the front housing at a position different from the first linear guide and supporting the rear housing so as to be movable in the longitudinal direction relative to the front housing, wherein the first linear guide is provided on the rear housing The first linear guide comprises a first rail extending in the front-rear direction, and a first block provided on the front housing that supports the first rail so as to be movable in the front-rear direction by sandwiching a portion of the first rail in the front-rear direction from both sides in the first width direction, which is the width direction of the first rail. The second linear guide comprises a second rail provided on the rear housing that extends in the front-rear direction, and a second block provided on the front housing that supports the second rail so as to be movable in the front-rear direction by sandwiching a portion of the second rail in the front-rear direction from both sides in the second width direction, which is the width direction of the second rail. The first block is positioned such that at least a portion of it is offset in the front-rear direction from the second block.

[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 positioning at least a part of the first block offset in the longitudinal direction relative to the second block, the support length of the rear housing by the block can be secured without extending the overall length of a single block. In other words, the rear housing can be stably supported via the two blocks while suppressing an increase in the longitudinal size of the linear guide. In this case, rigidity and strength can be improved in both the vertical and horizontal directions.

[0008] (2) In the steering device according to the embodiment of (1) above, it is preferable that the dimensions in the front-rear direction of the first block and the second block are equal to each other. According to this embodiment, the cost of the steering device can be reduced because parts can be made common.

[0009] (3) In a steering device according to the embodiment of (1) or (2) above, the first block comprises a first block body and a first rolling element disposed between the first rail and the first block body, the second block comprises a second block body and a second rolling element disposed between the second rail and the second block body, two mutually orthogonal lines passing through the center of gravity of the first rolling element that is furthest from the steering axis when viewed from the front-rear direction are designated as the first straight line and the second straight line, two mutually orthogonal lines passing through the center of gravity of the second rolling element that is furthest from the steering axis when viewed from the front-rear direction are designated as the third straight line and the fourth straight line, the first linear guide and the second linear guide are preferably offset from each other so that the first straight line, the second straight line, the third straight line and the fourth straight line do not coincide, and the steering axis is preferably located within a central region enclosed by the first straight line, the second straight line, the third straight line and the fourth straight line when viewed from the front-rear direction. According to this embodiment, since the steering axis is located within the central region enclosed by the first, second, third, and fourth straight lines when viewed from the front-rear direction, the rear housing can be stably supported via two blocks. In this case, rigidity and strength can be improved in both the vertical and horizontal directions.

[0010] (4) In a steering device according to any of the embodiments of (1) to (3) above, it is preferable that the first linear guide is arranged on the first side in the left-right direction with respect to the steering axis, and the second linear guide is arranged on the first side in the up-down direction with respect to the steering axis. According to this embodiment, the rear housing can be moved smoothly back and forth relative to the front housing.

[0011] (5) In a steering device according to any of the embodiments of (1) to (4) 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 first 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, and it is preferable that the front-rear drive unit is positioned so as not to overlap with the first linear guide and the second linear guide when viewed from the front-rear direction. According to this embodiment, since the front-rear drive unit is positioned so as not to overlap with the first linear guide and the second linear guide when viewed from the front-rear direction, interference between each linear guide and the front-rear drive unit can be avoided. This makes it easier to secure the stroke amount of the rear housing relative to the front housing while suppressing an increase in size in the front-rear direction.

[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 shaping 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. This is a schematic diagram (front view) of a modified steering device.

[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 comprises 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, with the outer diameter decreasing towards the inner side in the left-right direction. Male threads are formed on the outer circumferential surfaces of at least both ends of the first shaft portion 74A in the left-right direction. The first shaft portion 74A is fixed to the first shaft mounting portion 53 by its inner end in the left-right direction being tightened to the first shaft mounting portion 53 from the outside in the left-right direction. The first shaft portion 74A passes through the first guide hole 31A and protrudes outward in the left-right direction relative to the first side frame 21A.

[0043] The axis line of the first shaft portion 74A (hereinafter referred to as the first axis line Q1) is located upward relative to the steering axis line O1. In the illustrated example, the entire first shaft portion 74A is located upward relative to the steering axis line O1, and is disposed within the vertical dimension range of the steering shaft 13. However, the first axis line Q1 may be located 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 amount when the compression amount is within a predetermined range (stable region) has a tendency to be smaller than the amount of change in biasing force relative to the amount of change in compression amount 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 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 fastened to a portion (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 so as 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. Accordingly, a biasing force that biases the front housing 41 inward in the left-right direction acts on the wave washer 75. Further, the nut 78 restricts the 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 fastening the nut 78 to 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 aforementioned predetermined range.

[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. Similarly to the first shaft portion 74A, the second shaft portion 74B is formed in a stepped shape where the outer diameter becomes smaller as it is positioned more inward in the left-right direction. The second shaft portion 74B is fixed to the second shaft attachment portion 57 by having its inner end in the left-right direction fastened to the second shaft attachment portion 57 from the outer side in the left-right direction. The second shaft portion 74B penetrates the second guide hole 31B and protrudes outward in the left-right direction with respect to the second side frame 21B.

[0048] The axis of the second shaft portion 74B (hereinafter referred to as the second axis Q2) is positioned 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 positioned 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 FIG. 4 and FIG. 5, the front-rear adjustment guide 15 guides the forward-rearward movement of the rear housing 42 relative to the front housing 41. The front-rear adjustment guide 15 includes two linear guides (a first linear guide 81 and a second linear guide 82). Each of the linear guides 81 and 82 is provided on the outer side with respect to both the front housing 41 and the rear housing 42.

[0051] In a front view, the first linear guide 81 is located below the first guide attachment wall 51, and is arranged in a space (first arrangement space S1) surrounded by the first rail holding portion 62 and the first side frame 21A. The first linear guide 81 is provided laterally such that its width direction is the vertical direction and its height direction is the left-right direction. The first linear guide 81 includes 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 formed in an H shape 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. Note that the front and rear end faces of the second rail 91 are located in front of 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 bolts 97 between the second guide mounting wall 52 and the right side wall portion 93b, 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.

[0065] As shown in Figures 3 and 4, in this embodiment, the second block 92 (second block body 93) is positioned offset forward relative to the first block 86 (first block body 88). Specifically, a portion of the second block 92 is positioned within the front-to-back dimensional range of the first block 86, while the remaining portion protrudes forward relative to the first block 86. Therefore, the front and rear end faces of the second block 92 are positioned forward relative to the front and rear end faces of the first block 86. The amount of offset between the first block 86 and the second block 92 can be changed as appropriate.

[0066] As shown in Figure 5, 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, connected endlessly 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.

[0067] 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.

[0068] 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).

[0069] 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.

[0070] <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.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] <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.

[0079] 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.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] 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 in front of 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.

[0089] 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 positions of the rivets 155a and 155b can be changed as appropriate.

[0090] 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.

[0091] 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 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.

[0092] [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.

[0093] <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.

[0094] <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.

[0095] 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.

[0096] <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.

[0097] 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.

[0098] 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.

[0099] 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.

[0100] 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, and a second linear guide 82 that supports the rear housing 42 so as to be movable in the front-rear direction relative to the front housing 41. With this configuration, the front-rear movement of the rear housing 42 relative to the front housing 41 is guided by the first linear guide 81. As a result, compared to configurations in which the housings slide against each other in the front-rear direction, such as a configuration in which the outer circumferential surface of the rear housing 42 slides against the inner circumferential surface of the front housing 41, or a configuration in which the inner circumferential surface of the rear housing 42 slides against the outer circumferential surface of the front housing 41, it is possible to improve layout flexibility and design freedom. In this case, even if, for example, a first bearing 48 supporting the front shaft 71 is provided within the front housing 41, the rear housing 42 can be moved back and forth while avoiding interference with the first bearing 48 during the front-to-back adjustment operation. Therefore, the stroke amount of the rear housing 42 relative to the front housing 41 can be increased. Furthermore, in a configuration in which 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 front-to-rear direction while securing the stroke amount.

[0101] Furthermore, in the steering device 1 of this embodiment, the first linear guide 81 is provided on the rear housing 42 and includes a first rail 85 extending in the front-rear direction, and a first block 86 provided on the front housing 41 that supports the first rail 85 so that it can move in the front-rear direction by sandwiching a part of the first rail 85 in the front-rear direction from both sides in the vertical direction (first width direction). The second linear guide 82 is provided on the rear housing 42 and includes a second rail 91 extending in the front-rear direction, and a second block 92 provided on the front housing 41 that supports the second rail 91 so that it can move in the front-rear direction by sandwiching a part of the second rail 91 in the front-rear direction from both sides in the left-right direction. At least a part of the first block 86 is positioned offset in the front-rear direction from the second block 92. With this configuration, by positioning at least a part of the first block 86 offset in the front-rear direction from the second block 92, the support length of the rear housing 42 by the block can be secured without extending the overall length of a single block. In other words, the rear housing 42 can be stably supported via the two blocks 85 and 92 while suppressing an increase in the size of the linear guides 81 and 82 in the front-rear direction. In this case, rigidity and strength can be improved in two directions: the vertical direction and the left-right direction.

[0102] In the steering device 1 of this embodiment, the front-rear dimensions of the first block 85 and the second block 92 are equal to each other. This configuration allows for the commonality of parts, thereby reducing the cost of the steering device 1.

[0103] In the steering device 1 of this embodiment, the first linear guide 81 and the second linear guide 82 are positioned offset from each other in a front view such that the first straight line L1, the second straight line L2, the third straight line L3, and the fourth straight line L4 do not coincide. The steering axis O1 is located within the central region P enclosed by the first straight line L1, the second straight line L2, the third straight line L3, and the fourth straight line L4 in a front view. With this configuration, the rear housing 42 can be stably supported via the two blocks 86 and 92. In this case, rigidity and strength can be improved in two directions: vertical and horizontal.

[0104] In the steering device 1 of this embodiment, the first linear guide 81 is positioned to the right (first side in the left-right direction) of the steering axis O1, and the second linear guide 82 is positioned above (first side in the up-down direction) of the steering axis O1. With this configuration, the rear housing 42 can move smoothly back and forth relative to the front housing 41.

[0105] 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 front-rear drive unit 101 is positioned so as not to overlap with the first linear guide 82 and the second linear guide 82 when viewed from the front-rear direction. With this configuration, since the front-rear drive unit 101 is positioned so as not to overlap with the first linear guide 81 and the second linear guide 82 when viewed from the front, interference between each linear guide 81, 82 and the front-rear drive unit 101 can be avoided. As a result, it is easier to secure the stroke amount of the rear housing 42 relative to the front housing 41 while suppressing an increase in size in the front-rear direction.

[0106] In the steering device 1 of this embodiment, the first block 86 is provided on a part of the first rail 85 in the front-rear direction, and the second block 92 is provided on a part of the second rail 92 in the front-rear direction. At least a portion of the first block 86 is positioned offset from the second block 92 in the front-rear direction. With this configuration, by positioning at least a portion of the first block 86 offset from the second block 92 in the front-rear direction, the support length of the rear housing 42 by the blocks 85 and 92 can be secured without extending the overall length of a single block 85 or 92. In other words, the rear housing 42 can be stably supported via the two blocks 85 and 92 while suppressing an increase in the size of the linear guides 81 and 82 in the front-rear direction. In this case, rigidity and strength can be improved in two directions: the vertical direction and the left-right direction. In this case, costs can be reduced by using the first block 86 and second block 92 of the same dimensions.

[0107] 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.

[0108] In the embodiments described above, a steering device capable of both vertical and horizontal adjustment was described, but the configuration is not limited to this. The steering device 1 only needs to be capable of horizontal adjustment.

[0109] 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.

[0110] 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.

[0111] In the above-described embodiment, a configuration was explained in which each block 86, 92 is formed to the same dimensions, but the configuration is not limited to this. Each block 86, 92 may have different dimensions from one another.

[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 first linear guide 81 is positioned laterally with respect to the steering axis O1 and the second linear guide 82 is positioned above the steering axis O1, but the configuration is not limited to this. The positions of the first linear guide 81 and the second linear guide 82 can be changed as appropriate, as long as the straight lines L1 to L4 do not coincide with each other. For example, as shown in Figure 12, the first linear guide 81 and the second linear guide 82 may be positioned on both sides in the left-right direction with respect to the steering axis O1. In this case, of the first rolling elements 200 and 201 constituting the first linear guide 81, two straight lines passing through the center of gravity of the first rolling element 200 furthest from the steering axis O1 and perpendicular to each other are designated as the first straight line L1 and the second straight line L2, respectively. Also, of the second rolling elements 202 and 203 constituting the second linear guide 82, two straight lines passing through the center of gravity of the second rolling element 202 furthest from the steering axis O1 and perpendicular to each other are designated as the third straight line L3 and the fourth straight line, respectively. Then, the steering axis O1 should be positioned within the central region P enclosed by the straight lines L1 to L4.

[0116] 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.

[0117] In the embodiment described above, a configuration was described in which the first block 86 is shifted backward relative to the second block 92, but the configuration is not limited to this. The first block 86 may also be shifted forward relative to the second block 92.

[0118] In the embodiment described above, a configuration was described in which parts of the first block 86 and the second block 92 are offset from each other in the front-rear direction, but the configuration is not limited to this. The entire first block 86 and the second block 92 may be offset in the front-rear direction.

[0119] In the embodiment described above, the first side in the vertical direction was described as being upward, but the configuration is not limited to this. The first side in the vertical direction may be downward. That is, the first shaft portion 74A may be provided offset downward from the second shaft portion 74B, and the first linear guide 81 may be provided above the first shaft portion 74A.

[0120] In the embodiment described above, a configuration in which the heights of the first axis Q1 and the second axis Q2 are different was explained, but the configuration is not limited to this. The first axis Q1 and the second axis Q2 may be arranged coaxially.

[0121] 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.

[0122] 1: Steering device 11: Main bracket (bracket) 13: Steering shaft 41: Front housing 42: Rear housing 81: First linear guide 82: Second linear guide 85: First rail 86: First block 88: First block body 89: First lower rolling element (first rolling element) 90: First upper rolling element (first rolling element) 91: Second rail 92: Second block 93: Second block body 94: Second right rolling element (second rolling element) 95: Second left rolling element (second rolling element) 101: Front and rear drive unit 115: Second motor (actuator) 116: Second transmission shaft (transmission section) 117: Movable part (transmission section) L1: First straight line L2: Second straight line L3: Third straight line L4: Fourth straight line 200, 201: First rolling element 202, 203: Second rolling element O1: Steering axis

Claims

1. 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 second linear guide provided between the rear housing and the front housing at a position different from the first linear guide and supporting the rear housing so as to be movable in the longitudinal direction relative to the front housing, wherein the first linear guide is provided on the rear housing and extends in the longitudinal direction and a first block provided on the front housing and supports the first rail so as to be movable in the longitudinal direction by sandwiching a part of the first rail in the longitudinal direction from both sides in the first width direction which is the width direction of the first rail; the second linear guide is provided on the rear housing and extends in the longitudinal direction, A steering device comprising: a first block provided on the front housing and supporting the second rail so as to be movable in the front-rear direction by sandwiching a part of the second rail in the front-rear direction from both sides in the second width direction, which is the width direction of the second rail, wherein at least a part of the first block is positioned offset in the front-rear direction from the second block.

2. The steering device according to claim 1, wherein the front-rear dimensions of the first block and the second block are equal to each other.

3. The steering device according to claim 1 or claim 2, wherein the first block comprises a first block body and a first rolling element disposed between the first rail and the first block body, the second block comprises a second block body and a second rolling element disposed between the second rail and the second block body, two mutually orthogonal lines passing through the center of gravity of the first rolling element that is furthest from the steering axis when viewed from the front-rear direction are designated as the first and second lines, two mutually orthogonal lines passing through the center of gravity of the second rolling element that is furthest from the steering axis when viewed from the front-rear direction are designated as the third and fourth lines, the first linear guide and the second linear guide are offset from each other such that none of the first, second, third, and fourth lines coincide, and the steering axis is located within a central region enclosed by the first, second, third, and fourth lines when viewed from the front-rear direction.

4. The steering device according to claim 1 or claim 2, wherein the first linear guide is positioned on a first side in the left-right direction with respect to the steering axis, and the second linear guide is positioned on a first side in the up-down direction with respect to the steering axis.

5. A 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 the second side in the vertical direction relative to the first 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 front-rear drive unit is positioned so as not to overlap with the first linear guide and the second linear guide when viewed from the front-rear direction.

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