JP2006264630A - Shock absorption type steering column device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shock absorption type steering column device capable of obtaining shock absorption characteristic at an initial stage of secondary collision even if an adjustment stroke at a longitudinal position of a steering wheel is the maximum or minimum. <P>SOLUTION: When a vehicle during traveling collides with an obstacle, an inner tube 12 intrudes into an outer tube 10 by the fact that a driver secondarily collides to a steering wheel by inertia. At this time, a projection 26 of the outer tube is positioned in a range E of telescopic stroke and is fitted to a first groove 24a of a groove 24 of the inner tube. Therefore, slide resistance is generated between taper surfaces 26a, 26b of the projection 26 of the outer tube and a groove surface of the first groove 24. Further, secondary collision energy is absorbed by the slide resistance generated between the projection 26 of the outer tube and the first groove 24a. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an impact absorption type steering column apparatus provided with a telescopic adjustment mechanism.

Automobile steering devices include devices that employ a telescopic adjustment mechanism that adjusts the position of the steering wheel in the front-rear direction (the axial direction of the steering shaft) to accommodate the driver's physique and driving posture. An impact absorption type steering column device using a mechanism for absorbing shock has been developed.
As such an impact absorption type steering column device, a steering column having an inner tube fitted to an outer tube is provided, and an impact absorption projection is provided in the outer tube. And a structure that absorbs the secondary collision energy of the occupant (for example, Patent Document 1), and a bolt that penetrates the outer tube is passed through a groove provided in the inner tube. A structure that absorbs the secondary collision energy of the occupant by generating a frictional force between the bolt and the groove of the inner tube in a state where the axial movement of the tube and the outer tube is restricted (for example, patent document) 2) etc.
JP 2004-009837 A JP 2004-082758 A

  By the way, the apparatus of Patent Document 1 is configured such that, at the time of a collision, after the adjustment stroke by the telescopic adjustment mechanism is in a minimum state, the shock absorbing protrusion is brought into contact with the inner tube and deformed. For this reason, as shown in FIG. 19, when the adjustment stroke is set to the minimum by the telescopic adjustment mechanism, the shock absorbing characteristic (indicated by reference symbol a in FIG. Characteristics), but when the adjustment stroke is set to a large value by the telescopic adjustment mechanism, a missing region b occurs at the time of collision until the adjustment stroke is minimized. It is not possible to obtain the shock absorption characteristic indicated by the symbol a that absorbs. The device of Patent Document 1 is provided with a maintenance projection for absorbing an impact on one of the outer tube and the inner tube. This maintenance projection is a deformation of the inner tube that is deformed by the impact absorption projection. The load is increased, and the impact absorption characteristics when the adjustment stroke is increased cannot be improved.

  Further, the device of Patent Document 2 provides a gap between the outer diameter of the bolt that penetrates the outer tube and the groove provided in the inner tube in order to facilitate the operability of telescopic adjustment. When rotational force is applied to the inner tube, such as rotating the steering wheel in the steering lock state, the inner tube rotates by the amount of the clearance, and the combination switch, steering lock unit, etc. There is also a problem that the mounting position moves.

  The present invention has been made to eliminate such inconveniences, and even when the adjustment stroke of the front-rear direction position of the steering wheel is maximum or minimum, the shock absorption characteristic can be obtained at the initial stage of the secondary collision. Another object of the present invention is to provide an impact absorption type steering column device that can suppress the occurrence of backlash of the steering column due to the ease of operation of telescopic adjustment.

  In order to solve the above problems, an impact absorbing steering column device according to the present invention includes a steering shaft that transmits steering of a steering wheel to a wheel, and an inner tube and an outer tube that are fitted to each other so as to be relatively displaceable in the axial direction. A steering column that rotatably supports the steering shaft, a telescopic adjustment mechanism that adjusts the axial position of the steering wheel by relatively displacing the inner tube and the outer tube in the axial direction, the inner tube, and the First collision absorbing means for absorbing secondary collision energy of an occupant during a vehicle collision when the axial relative position of the outer tube is within the adjustment range of the telescopic adjustment mechanism. Shock absorbing steering wheel It is a non-system.

  According to the shock absorbing type steering column device of the present invention, when the relative position in the axial direction of the inner tube and the outer tube is located within the adjustment range of the telescopic adjustment mechanism, the adjustment of the longitudinal position of the steering wheel Even if the stroke is maximum or minimum, the first collision absorbing means absorbs the secondary collision energy of the occupant due to the collision of the vehicle. Therefore, it is possible to obtain a shock absorbing characteristic that absorbs the air bag reaction force at the initial stage of the secondary collision.

Hereinafter, an impact absorption type steering column apparatus according to the present invention will be described with reference to the drawings.
FIG. 1 to FIG. 11 show an impact absorption type steering column apparatus according to a first embodiment of the present invention.
As shown in FIG. 1, the shock absorbing type steering column device of the present embodiment has a steering shaft 4 for transmitting steering of a steering wheel 2 to wheels (not shown), and is rotatable through the steering shaft 4 inside. A steering column 6 to be supported and a telescopic adjustment mechanism 8 for adjusting the position of the steering wheel 2 in the front-rear direction are provided.

In the steering shaft 4, a first shaft 4a connected to the steering wheel 2 and a second shaft 4b connected to the steering mechanism (not shown) side can rotate together and move relative to each other in the axial direction. Are connected to each other.
The steering column 6 has an outer tube 10 of the same diameter from one end side covering the outer periphery of the first shaft 4a on the steering wheel 2 side to the other end side, and an outer tube 10 covering the outer periphery on the first shaft 4b side. And the inner tube 12 is attached to the vehicle body side member 16 via the fixing bracket 14, and the outer tube 10 is attached to the vehicle body side member 16 via the telescopic adjustment mechanism 8. It has been.

  As shown in FIG. 3, the tapered tube 18 is coaxially connected to the end portion of the inner tube 12 inserted into the outer tube 10, and the small diameter tube 20 is coaxially connected to the small diameter end portion of the tapered tube 18. ing. Further, the outer peripheral surface of the outer tube 10 is provided with a shock absorbing protrusion 22 extending radially inward to a position close to the end surface of the small diameter tube 20.

  Inner tube grooves 24 are continuously provided in the axial direction on the outer periphery from the end side of the inner tube 12 to the middle of the small diameter tube 20. Two inner tube grooves 24 are provided at positions symmetrical to the axis of the inner tube 12. These inner tube grooves 24 have the same groove width from one end side to the other end side in the longitudinal direction. Here, the groove provided on the end side of the inner tube 12 constituting the inner tube groove 24 is referred to as a first groove 24a, the groove provided in the taper tube 18 is referred to as a second groove 24b, and the small diameter tube 20 is provided. The groove is referred to as a third groove 24c.

  As shown in FIG. 4, an outer tube protrusion 26 that fits into the inner tube groove 24 is integrally provided on the inner peripheral surface of the outer tube 10. This outer tube protrusion 26 is a protrusion provided with a pair of tapered surfaces 26a, 26b that are close to each other as they go radially inward. As shown in FIG. 2, the pair of tapered surfaces 26a, 26b Surface contact is made with the groove surface of the first groove 24 a of the tube groove 24.

  On the other hand, as shown in FIG. 2, the telescopic adjustment mechanism 8 includes a slit 28 that extends in the axial direction from the open end (the left end portion in FIG. 1) of the outer tube 10, and a position that sandwiches the slit 28. A pair of brackets 30a and 30b integrally formed on the outer periphery of the outer tube 10 so as to face each other, and extend in parallel from the pair of brackets 30a and 30b toward the vehicle body side member 16 and provided on the vehicle body side member 16 The outer tube 10 is expanded by adjusting the distance between the pair of side plates 32a and 32b that are slidably engaged with the slide guide members 31a and 31b in the axial direction, and the pair of side plates 32a and 32b and the brackets 30a and 30b. And a lock mechanism 34 for reducing or reducing the diameter.

The lock mechanism 34 includes a pair of brackets 30a and 30b and a pair of side plates 32a and 32b, a support shaft 36 disposed through the pair of side plates 32a and 32b, and a pair of cam members 38a and 38b disposed on the outer periphery of one end side of the support shaft 36. And an operating lever 40 for operating the engaged state of the cam members 38a, 38b.
In addition, a rotation restricting pin 46 extending inward in the radial direction is integrally provided at a position opposite to the position where the slit 28 of the outer tube 10 is provided. The inner tube 12 is inserted into a pin insertion groove 48 that extends in the axial direction.

  In the present embodiment, as shown in FIG. 3, a range in which the outer tube protrusion 26 provided on the inner peripheral surface of the outer tube 10 moves in the axial direction in the first groove 24 a of the inner tube groove 24 is a telescopic stroke range. The position of the steering wheel 2 in the front-rear direction is adjusted within the telescopic stroke range E (see FIG. 1). Further, as shown in FIG. 3, a range in which the outer tube protrusion 26 moves in the axial direction in the second groove 24 b and the third groove 24 c of the inner tube groove 24 is a coplus stroke range F.

  Here, the inner tube groove 24 and the outer tube projection 26 of the present embodiment correspond to the first collision absorbing means of the present invention, and the slit 28 and the lock mechanism 34 at the open end of the outer tube 10 serve as the telescopic restricting means of the present invention. The small diameter tube 20 and the impact absorbing projection 22 correspond to the second collision absorbing means of the present invention, the telescopic stroke range E corresponds to the adjustment range of the telescopic adjusting mechanism of the present invention, and the coplus stroke range F is Corresponds outside the adjustment range of the telescopic adjustment mechanism.

Next, the operation of the first embodiment will be described.
In order to adjust the position of the steering wheel 2 in the front-rear direction using the telescopic adjustment mechanism 8, first, the operation lever 40 is unlocked to reduce the axial dimension of the pair of cam members 38a, 38b, and the pair of brackets. The outer tube 10 is expanded in diameter by increasing the interval between 30a and 30b. As the outer tube 10 expands in diameter, the outer tube protrusion 26 fitted in the inner tube groove 24 (first groove 24a) moves radially outward, and a gap is provided between the outer tube 10 and the inner tube groove 24a. It is done.

  Then, within the range of the telescopic stroke E, the outer tube 10 and the inner tube 12 are relatively displaced in the axial direction to adjust the front-rear direction position of the steering wheel 2. At this time, as described above, since the outer tube protrusion 26 and the inner tube groove 24 (first groove 24a) are provided with a gap, the outer tube 10 and the inner tube 12 can be smoothly displaced relatively in the axial direction. it can.

  When the adjustment of the position in the front-rear direction of the steering wheel 2 is completed, the operation lever 40 is locked to increase the axial dimension of the pair of cam members 38a, 38b and to narrow the distance between the pair of brackets 30a, 30b. Thus, the outer tube 10 is reduced in diameter so that the slit 28 becomes smaller. Due to the reduced diameter of the outer tube 10, the outer tube protrusion 26 moves radially inward and fits into the inner tube groove 24 (first groove 24 a) as shown in FIG. 2.

When the traveling vehicle collides with an obstacle, the driver makes a secondary collision with the steering wheel 2 due to inertia, whereby the inner tube 12 enters the outer tube 10.
At the initial stage of the secondary collision, the outer tube protrusion 26 is positioned within the telescopic stroke range E, and the outer tube protrusion 26 is formed in the first groove 24a of the inner tube groove 24 as shown in FIG. Since it is fitted, sliding resistance is generated between the tapered surfaces 26a, 26b of the outer tube protrusion 26 and the groove surface of the first groove 24a. The secondary collision energy is absorbed by the sliding resistance generated between the outer tube protrusion 26 and the first groove 24a.

When the inner tube 12 further enters the outer tube 10 and the outer tube projection 26 moves to the position of the coplus stroke range F, the outer tube projection 26 is gradually reduced in diameter to the second groove of the tapered tube 18. By moving in the region 24b, the depth of fitting into the second groove 24b gradually decreases, and the sliding resistance decreases (see FIG. 5B). And if the outer tube protrusion 26 moves to the outer periphery of the small diameter tube 20, the outer tube protrusion 26 will not fit in the 3rd groove | channel 24c, and sliding resistance will not generate | occur | produce. As described above, when the outer tube protrusion 26 moves to the coplus stroke range F, the sliding resistance gradually decreases.
However, as the outer tube protrusion 26 moves to the co-plus stroke range F, the small diameter tube 20 integrated with the end of the inner tube 12 contacts the shock absorbing protrusion 22 provided on the inner peripheral surface of the outer tube 10. The impact-absorbing protrusion 22 is deformed to absorb the secondary collision energy.

  Thereby, in this embodiment, even if the adjustment sloke of the front-rear direction position of the steering wheel 2 adjusted by the telescopic adjustment mechanism 8 is maximum or minimum, it is within the telescopic stroke range E (the first groove 24a of the inner tube groove 24). Due to the sliding resistance generated when the outer tube protrusion 26 is located on the inner side, as shown in FIG. 6, it is possible to obtain an impact absorption characteristic that absorbs the air-bag reaction force at the initial stage of the secondary collision. Then, in the range of the coplus stroke F, the small diameter tube 20 abuts against the shock absorbing protrusion 22 and the shock absorbing protrusion 22 is deformed to obtain a shock absorbing characteristic that absorbs secondary collision energy equivalent to the conventional case. Can do.

  Further, in the telescopic adjustment mechanism 8, a rotation restricting pin 46 extending radially inward from the outer tube 10 is inserted into a pin insertion groove 48 formed in the inner tube 12. Even if the force is transmitted, the rotational force is restricted by the outer tube 10 via the rotation restricting pin 46, and the rotation of the inner tube 12 is suppressed. Thereby, the mounting positions of the combination switch mounted on the inner tube 12 and the steering lock unit do not move. In addition, since the outer tube protrusion 24 is fitted in the inner tube groove 24 (first groove 24a), it is possible to suppress backlash due to a gap existing between the rotation restricting pin 46 and the pin insertion groove 48. .

  Here, the outer tube protrusion integrally provided on the inner peripheral surface of the outer tube 10 is not limited to the shape of the outer tube protrusion 26 described above. For example, as shown in FIG. But you can. When using this frustoconical outer tube protrusion 50, as shown in FIG. 8, the groove of the first groove 24a of the inner tube groove 24 is increased so that the contact area with the tapered surface 50a of the protrusion 50 increases. When the chamfered portion 24a1 is provided on the surface, the sliding resistance is increased and the secondary collision energy can be efficiently absorbed.

  In the first embodiment, as shown in FIG. 5, the outer tube protrusions 26 are fitted in the first grooves 24 a of the two inner tube grooves 24 within the range of the telescopic stroke E. For example, as shown in FIGS. 9 and 10, when the outer tube protrusions 26 are fitted in the three inner tube grooves 24, the sliding resistance increases, so that the secondary collision energy is efficiently absorbed. be able to.

Further, as shown in FIG. 11, a spherical outer tube protrusion 52 is integrally provided on the inner peripheral surface of the outer tube 10, and the spherical surface of the outer tube protrusion 52 is formed on the groove surface of the first groove 24 a of the inner tube groove 24. Even if they are in contact with each other, the same operation as that of the outer tube protrusion 26 described above can be performed.
Further, what is shown in FIG. 12 shows a different structure with respect to the telescopic adjustment mechanism in which the slit 28 shown in FIG.

  In this embodiment, a bracket 30 having a U-shaped cross section that contacts the outer periphery of the outer tube 10 is disposed between the pair of side plates 32a and 32b. Support shafts 36a and 36b pass through the pair of side plates 32a and 32b in a direction orthogonal to the axes of the outer tube 10 and the inner tube 12. A male screw is formed at the tip of the support shaft 36 a on the side penetrating the side plate 32 a and is screwed into a female screw through hole 30 c provided in the bracket 30. The support shaft 36b penetrates through holes provided in the side plate 32b, the bracket 30, the outer tube 10, and the inner tube 12, respectively. A male screw is formed on the outer periphery of the portion of the support shaft 36 b that penetrates the bracket 30, and is screwed into a female screw provided in the through hole of the bracket 30. A pair of cam members 38a and 38b and an operation lever 40 of the lock mechanism 34 are disposed on the support shaft 36a side.

  Four outer tube protrusions 26 are integrally provided on the inner peripheral surface of the outer tube 10. These outer tube protrusions 26 are provided at positions where the two outer tube protrusions 26 are symmetrical with respect to the axis of the outer tube 10. Then, if two outer tubes symmetrically with respect to the axis of the outer tube 10 are taken as one set, a line connecting the direction in which the two outer tube protrusions 26 extend and the axes of the support shafts 36a and 36b Are set to small angles so that the outer tube projection 26 is close to the line connecting the axes of the support shafts 36a and 36b.

And the inner tube groove | channel 24 (1st groove | channel 24a) is provided in the inner tube 12 of the position corresponding to these outer tube protrusions 26, respectively.
When the telescopic adjusting mechanism 8 having the above configuration increases the axial dimension of the pair of cam members 38a and 38b by locking the operating lever 40 and reduces the U-shaped interval of the bracket 30, the outer tube 10 It is tightened on a line connecting the axes of the support shafts 36a and 36b.
When the outer tube 10 is tightened on the line connecting the axes of the support shafts 36a and 36b, the outer tube protrusion 26 arranged close to the side connecting the axes of the support shafts 36a and 36b moves inward in the radial direction. Then, it is fitted into the inner tube groove 24 (first groove 24a) while increasing the pressing force.

  Thus, when the outer tube 10 is tightened on the line connecting the axes of the support shafts 36a and 36b, the telescopic adjustment mechanism 8 of the present embodiment is disposed close to the side connecting the axes of the support shafts 36a and 36b. Since the outer tube projection 26 is moved radially inward and is fitted into the inner tube groove 24 (first groove 24a) while increasing the pressing force, the outer tube 10 is reduced in diameter by providing a slit 28. As in the structure of FIG. 2 in which the outer tube projection 26 is fitted into the inner tube groove 24 (first groove 24a), the telescopic stroke range E (the first groove 24a of the inner tube groove 24). The outer tube protrusion 26 is located on the inner side, so that sliding resistance is surely generated. Shock absorbing properties such as absorbing can be obtained.

Next, what is shown in FIG.13 and FIG.14 shows the principal part of the shock absorption type steering column apparatus of 2nd Embodiment which concerns on this invention. In addition, the same code | symbol is attached | subjected to the same component as 1st Embodiment, and the description is abbreviate | omitted.
The inner tube 12 of the present embodiment is a tube having the same diameter from one end side to the other end side.
A tapered tube 50 is coaxially connected to the end of the outer tube 10, and a small-diameter tube 52 is coaxially connected to the opening end side.

  An outer tube groove 54 is continuously provided in the axial direction on the outer periphery from the small diameter tube 52 to the middle of the outer tube 10. Two outer tube grooves 54 are provided at positions symmetrical with respect to the axis of the outer tube 10 (not shown). The outer tube groove 54 has the same groove width from one end side to the other end side in the longitudinal direction. Here, a groove provided in the small diameter tube 52 constituting the outer tube groove 54 is a first groove 54a, a groove provided in the tapered tube 50 is a second groove 54b, and a groove provided in the outer tube 10 is a third groove. This is referred to as a groove 54c.

An inner tube protrusion 56 that fits into the outer tube groove 54 is integrally provided on the outer peripheral surface of the inner tube 12. The shape of the inner tube protrusion 56 is the same as that shown in FIG.
In this embodiment, as shown in FIG. 13, the range in which the inner tube protrusion 56 moves in the axial direction in the first groove 54a of the outer tube groove 54 is a telescopic stroke range E, and the inner tube protrusion 56 is the outer tube. A range of the groove 54 that moves in the second groove 54b and the third groove 54c in the axial direction is a coplus stroke range F.
Here, the outer tube groove 54 and the inner tube protrusion 56 of the present embodiment correspond to the first collision absorbing means of the present invention.

  According to this embodiment, when the traveling vehicle collides with an obstacle and the driver collides with the steering wheel 2 due to inertia, the inner tube 12 enters the outer tube 10, so that the inner tube protrusion Since 56 is located in the telescopic stroke range E and is fitted in the first groove 54a of the outer tube groove 54, sliding resistance is generated. The secondary collision energy is absorbed by the sliding resistance.

  When the inner tube 12 further enters the outer tube 10 and the inner tube protrusion 56 moves to the position of the coplus stroke range F, the inner tube protrusion 56 is gradually expanded in diameter to the second groove of the tapered tube 50. By moving within 54b, the depth of fitting into the second groove 24b gradually decreases and the sliding resistance decreases. When the inner tube protrusion 56 moves to the outer periphery of the outer tube 10, the inner tube protrusion 56 does not fit in the third groove 54c and no sliding resistance is generated. Thus, as the inner tube protrusion 56 moves to the coplus stroke range F, the sliding resistance gradually decreases.

However, as the inner tube protrusion 56 moves to the coplus stroke range F, the end of the inner tube 12 comes into contact with the shock absorbing protrusion 22 provided on the inner peripheral surface of the outer tube 10, and this shock absorbing protrusion 22. The secondary collision energy is absorbed by deformation.
As a result, in the present embodiment, even if the adjustment stroke of the position in the front-rear direction of the steering wheel 2 adjusted by the telescopic adjustment mechanism 8 is maximum or minimum, within the telescopic stroke range E (the first groove 54a of the outer tube groove 54). Due to the sliding resistance generated when the inner tube protrusion 56 is located on the inner side, it is possible to obtain an impact absorption characteristic that absorbs the air bag reaction force at the initial stage of the secondary collision. In the range of the coplus stroke F, the inner tube 12 comes into contact with the shock absorbing protrusion 22 and the shock absorbing protrusion 22 is deformed to obtain a shock absorbing characteristic that absorbs secondary collision energy equivalent to the conventional case. Can do.
Note that the inner tube protrusion 56 of the present embodiment may also have, for example, a truncated cone shape shown in FIG. 7 or a spherical shape shown in FIG.

Next, what is shown in FIG. 15 shows the principal part of the shock absorption type steering column apparatus of the third embodiment according to the present invention.
The outer tube 10 and the inner tube 12 of this embodiment are tubes having the same diameter from one end side to the other end side.
Inner tube grooves 58 are provided in the inner tube 12 in the axial direction, and two inner tube grooves 58 are provided at positions symmetrical to the axis of the inner tube 12 (not shown). The inner tube groove 58 has a narrow groove width in the telescopic stroke range E (hereinafter referred to as a first groove 58a) and a wide groove width in a coplus stroke range F (hereinafter referred to as a second groove 58b). .

Further, an outer tube projection 60 that fits into the first groove 58 a of the inner tube groove 58 is integrally provided on the inner peripheral surface of the outer tube 10. The outer tube protrusion 60 has the same shape as that shown in FIG.
Here, the inner tube groove 58 and the outer tube protrusion 60 of the present embodiment correspond to the first collision absorbing means of the present invention.

  According to the present embodiment, when the traveling vehicle collides with an obstacle and the driver collides with the steering wheel 2 due to inertia, the inner tube 12 enters the outer tube 10 and the outer tube projection Since 60 is located in the telescopic stroke range E and is fitted in the first groove 58a of the inner tube groove 58, sliding resistance is generated. The secondary collision energy is absorbed by the sliding resistance.

  When the inner tube 12 further enters the outer tube 10 and the outer tube protrusion 60 moves to the position of the coplus stroke range F, the outer tube protrusion 60 moves in the second groove 58b having a wide groove width. No sliding resistance is generated. However, when the outer tube protrusion 60 moves to the coplus stroke range F, the end of the inner tube 12 comes into contact with the shock absorbing protrusion 22 provided on the inner peripheral surface of the outer tube 10, and this shock absorbing protrusion 22. The secondary collision energy is absorbed by deformation.

As a result, in the present embodiment, even if the adjustment stroke of the front-rear direction position of the steering wheel 2 adjusted by the telescopic adjustment mechanism 8 is maximum or minimum, within the telescopic stroke range E (the first groove 58a of the inner tube groove 58). Due to the sliding resistance generated when the outer tube protrusion 60 is positioned in the inner), it is possible to obtain an impact absorption characteristic that absorbs the air-bag reaction force at the initial stage of the secondary collision. In the range of the coplus stroke F, the inner tube 12 comes into contact with the shock absorbing protrusion 22 and the shock absorbing protrusion 22 is deformed to obtain a shock absorbing characteristic that absorbs secondary collision energy equivalent to the conventional case. Can do.
The outer tube protrusion 60 of the present embodiment may also have, for example, a truncated cone shape shown in FIG. 7 or a spherical shape shown in FIG.

Next, what is shown in FIG. 16 shows the principal part of the shock absorption type steering column device of the fourth embodiment according to the present invention.
The outer tube 10 and the inner tube 12 of the present embodiment are also tubes having the same diameter from one end side to the other end side.
The outer tube 10 is provided with outer tube grooves 62 in the axial direction, and two outer tube grooves 62 are provided at positions symmetrical to the axis of the outer tube 10 (not shown).
The outer tube groove 62 has a narrow groove width in the telescopic stroke range E (hereinafter referred to as the first groove 62a) and a wide groove width in the coplus stroke range F (hereinafter referred to as the second groove 62b). .

In addition, an inner tube protrusion 64 that fits into the first groove 62 a of the outer tube groove 62 is integrally provided on the outer peripheral surface of the inner tube 12. The shape of the inner tube protrusion 64 is the same as that in FIG.
Here, the outer tube groove 62 and the inner tube protrusion 64 of this embodiment correspond to the first collision absorbing means of the present invention.

  According to this embodiment, when the traveling vehicle collides with an obstacle and the driver collides with the steering wheel 2 due to inertia, the inner tube 12 enters the outer tube 10, so that the inner tube protrusion Since 64 is located in the telescopic stroke range E and is fitted in the first groove 62a of the outer tube groove 62, sliding resistance is generated. The secondary collision energy is absorbed by the sliding resistance.

  When the inner tube 12 further enters the outer tube 10 and the inner tube protrusion 64 moves to the position of the coplus stroke range F, the inner tube protrusion 64 moves in the second groove 62b having a wide groove width. No sliding resistance is generated. However, when the inner tube protrusion 64 moves to the co-plus stroke range F, the end of the inner tube 12 comes into contact with the shock absorbing protrusion 22 provided on the inner peripheral surface of the outer tube 10, and this shock absorbing protrusion 22. The secondary collision energy is absorbed by deformation.

  As a result, in the present embodiment, even if the adjustment stroke of the position in the front-rear direction of the steering wheel 2 adjusted by the telescopic adjustment mechanism 8 is maximum or minimum, within the telescopic stroke range E (the first groove 62a of the outer tube groove 62). Due to the sliding resistance that occurs when the inner tube protrusion 64 is located on the inner side, it is possible to obtain an impact absorption characteristic that absorbs the air bag reaction force at the initial stage of the secondary collision. In the range of the coplus stroke F, the inner tube 12 comes into contact with the shock absorbing protrusion 22 and the shock absorbing protrusion 22 is deformed to obtain a shock absorbing characteristic that absorbs secondary collision energy equivalent to the conventional case. Can do.

And the inner tube protrusion 64 of this embodiment may also be a truncated cone shape shown in FIG. 7, for example, or a spherical shape shown in FIG.
Furthermore, what is shown in FIG.17 and FIG.18 shows the principal part of the shock absorption type steering column apparatus of 5th Embodiment which concerns on this invention.
The outer tube 10 and the inner tube 12 of the present embodiment are also tubes having the same diameter from one end side to the other end side.

On the outer peripheral surface of the inner tube 12, a projection 66 extending in the circumferential direction as a triangular cross section is formed continuously in the axial direction. The plurality of protrusions 66 are formed in the telescopic stroke range E.
In addition, on the inner peripheral surface of the outer tube 10, one projection 68 that fits into any of the plurality of projections 66 in the telescopic stroke range E is formed. The protrusion 68 is formed in a triangular shape in cross section and extends in the circumferential direction.
Here, the plurality of protrusions 66 formed on the outer peripheral surface of the inner tube 12 of the present embodiment and the protrusions 68 formed on the inner peripheral surface of the outer tube 10 correspond to the first collision absorbing means of the present invention.

  According to the present embodiment, when the traveling vehicle collides with an obstacle and the driver collides with the steering wheel 2 due to inertia, the inner tube 12 enters the outer tube 10. A sliding resistance is generated between the protrusion 68 of the outer tube 10 and the protrusion 66 of the inner tube 12 that are fitted together in E. The secondary collision energy is absorbed by the sliding resistance.

  When the inner tube 12 further enters the outer tube 10 and the protrusion 68 of the outer tube 10 moves to the position of the co-plus stroke range F, the protrusion 66 is not formed on the outer peripheral surface of the inner tube 12, so that sliding Dynamic resistance does not occur. However, the end portion of the inner tube 12 abuts on the impact absorbing projection 22 provided on the inner peripheral surface of the outer tube 10, and the impact absorbing projection 22 is deformed to absorb the secondary collision energy.

Accordingly, in the present embodiment, the protrusion 68 of the outer tube 10 and the inner tube are within the telescopic stroke range E even if the adjustment stalk of the steering wheel 2 adjusted by the telescopic adjustment mechanism 8 is maximum or minimum. Since a sliding resistance is generated between the twelve protrusions 66, it is possible to obtain an impact absorbing characteristic that absorbs the air bag reaction force at the initial stage of the secondary collision. In the range of the coplus stroke F, the inner tube 12 comes into contact with the shock absorbing protrusion 22 and the shock absorbing protrusion 22 is deformed to obtain a shock absorbing characteristic that absorbs secondary collision energy equivalent to the conventional case. Can do.
Although not shown, within the telescopic stroke range E, a plurality of protrusions 68 are continuously formed on the inner peripheral surface of the outer tube 10 in the axial direction, and one protrusion 68 is formed on the outer peripheral surface of the inner tube 12. Even if it fits into the plurality of protrusions 68 of the outer tube 10, the same effect can be obtained.

1 is a schematic diagram showing an impact absorption type steering column apparatus according to a first embodiment of the present invention. It is the II-II arrow directional view of FIG. 1 which shows the telescopic adjustment mechanism of 1st Embodiment. It is a figure which shows the 1st collision absorption means and 2nd collision absorption means of 1st Embodiment. It is a figure which shows the outer tube protrusion of 1st Embodiment. It is a figure which shows the engagement state of the outer tube protrusion and inner tube groove | channel of 1st Embodiment. It is a figure which shows the shock absorption characteristic of the shock absorption type steering column apparatus of 1st Embodiment. It is a figure which shows the frustoconical outer tube protrusion as other embodiment. It is a figure which shows the state in which the frustoconical outer tube protrusion fits in the inner tube groove. It is a figure which shows the structure which provided the outer tube protrusion and the inner tube groove | channel 3 in order to increase sliding resistance. Furthermore, in order to increase sliding resistance, it is a figure which shows the structure which provided the outer tube protrusion and the inner tube groove | channel four places. It is a figure which shows the state in which the spherical outer-tube protrusion is fitted in the inner tube groove. It is a figure which shows the other structure of the telescopic adjustment mechanism of 1st Embodiment. It is a figure which shows the 1st collision absorption means and 2nd collision absorption means of 2nd Embodiment. It is a figure which shows the telescopic adjustment mechanism of 2nd Embodiment. It is a figure which shows the 1st collision absorption means and 2nd collision absorption means of 3rd Embodiment. It is a figure which shows the 1st collision absorption means and 2nd collision absorption means of 4th Embodiment. It is a figure which shows the 1st collision absorption means and 2nd collision absorption means of 5th Embodiment. It is the XX arrow directional view of FIG. It is a figure which shows the shock absorption characteristic of the conventional shock absorption type steering column apparatus.

Explanation of symbols

2 Steering wheel 3 Steering shaft 4a 1st shaft 4b 2nd shaft 6 Steering column 8 Telescopic adjustment mechanism 10 Outer tube 12 Inner tube 16 Car body side member 18 Taper tube 20 Small diameter tube 22 Shock absorption protrusion 24 Inner tube groove 24a First groove 24b Second groove 24c Third groove 26 Outer tube projection 28 Slit 30, 30a, 30b Bracket 34 Lock mechanism 36, 36a, 36b Support shaft 38a, 38b Cam member 40 Operation lever 46 Rotation restricting pin 48 Pin insertion groove 50 Taper tube 52 Small diameter Tube 54 Outer tube groove 54a First groove 54b Second groove 54c Third groove 56 Inner tube protrusion 58 Inner tube groove 58a First groove 58b Second groove 60 Outer tube protrusion 62 outer tube groove 62a first groove 62b second groove 64 inner tube protrusion 66 protruding E telescopic stroke range F co plus stroke range

Claims (12)

  A steering shaft that transmits steering of the steering wheel to the wheel, an inner tube and an outer tube are fitted to each other so as to be relatively displaceable in the axial direction, and a steering column that rotatably supports the steering shaft, the inner tube, A telescopic adjustment mechanism that adjusts the axial position of the steering wheel by relatively displacing the outer tube in the axial direction, and an axial relative position of the inner tube and the outer tube is within an adjustment range of the telescopic adjustment mechanism. And a first collision absorbing means for absorbing the secondary collision energy of the occupant when the vehicle collides. Telescopic restriction means for restricting relative displacement in the axial direction of the actor tube and the inner tube is provided,
2. The shock absorbing steering column apparatus according to claim 1, wherein the first collision absorbing means absorbs the secondary collision energy when the telescopic restricting means is in a restricted state. When the relative position in the axial direction of the actor tube and the inner tube is located outside the adjustment range of the telescopic adjustment mechanism, a second collision absorbing means for absorbing the secondary collision energy is provided,
The amount of the secondary collision energy absorption of the first collision absorption means decreases as the amount of the secondary collision energy absorption of the second collision absorption means increases. Item 3. The shock absorbing steering column device according to Item 1 or 2. The first collision absorbing means includes a first fitting member formed on the outer tube and a second fitting member formed on the inner tube,
The first fitting member and the second fitting member absorb the secondary collision energy by sliding resistance generated by fitting each other when the telescopic restricting means is in a restricted state. The shock absorbing type steering column device according to claim 3.   The first fitting member has a protruding shape that protrudes from the inner surface of the outer tube toward the outer periphery of the inner tube, and the second fitting member has at least the telescopic adjustment mechanism on the outer periphery of the inner tube. 5. The groove is formed continuously in the axial direction within the adjustment range, and has a groove shape into which the first fitting member is fitted when the telescopic restricting means is in a restricted state. The shock-absorbing steering column device as described.   The second fitting member has a protruding shape that protrudes from the outer surface of the inner tube to the outer tube, and the first fitting member is in the restricted state of the telescopic restricting means. 5. The shock absorbing type according to claim 4, wherein the shock absorbing type has a groove shape formed on a surface of the outer tube fitted to a member and continuously in the axial direction within at least an adjustment range of the telescopic adjustment mechanism. Steering column device.   The first fitting member has a protruding shape that protrudes from the inner surface of the outer tube to the inner tube, and the second fitting member has a protruding shape that protrudes from the outer surface of the inner tube to the outer tube. 5. One of the first fitting member and the second fitting member has a protrusion that is continuous in the axial direction at least within an adjustment range of the telescopic adjustment mechanism. The shock-absorbing steering column device as described.   The telescopic restricting means restricts the relative displacement in the axial direction of the actor tube and the inner tube by tightening and reducing the diameter of the outer tube, and the first collision absorbing means includes the telescopic restricting means. The said 1st fitting member and the said 2nd fitting member are arrange | positioned in the range which the said outer tube and the said inner tube adjoin, when it is a control state of any one of Claim 4 thru | or 7 characterized by the above-mentioned. The shock-absorbing steering column device described in 1.     The telescopic position restricting means restricts the relative displacement in the axial direction of the actor tube and the inner tube by tightening the diameter direction of the outer tube, and the first collision absorbing means is in a restricted state of the telescopic restricting means. 8. The device according to claim 4, wherein the first fitting member and the second fitting member are arranged in a range in which the outer tube and the inner tube are close to each other in the tightening direction. The shock-absorbing steering column device described in 1.   The first fitting member and the second fitting member are configured such that the sliding resistance decreases when the axial relative positions of the actor tube and the inner tube are outside the adjustment range of the telescopic adjustment mechanism. The shock absorbing steering column device according to any one of claims 4 to 9, wherein the mutual fitting force is weakened.   The inner tube and the outer tube are a portion of the inner tube in which the first collision absorbing means is disposed when the axial relative positions of the actor tube and the inner tube are outside the adjustment range of the telescopic adjustment mechanism. The shock absorbing steering column device according to any one of claims 5 to 10, wherein a gap between the outer tube and the outer tube is formed to widen.   One of the first fitting member and the second fitting member having a groove shape has a protrusion shape when the relative position in the axial direction of the actor tube and the inner tube is outside the adjustment range of the telescopic adjustment mechanism. The shock absorbing steering system according to any one of claims 5 to 11, wherein a groove width of a fitting position with the other of the first fitting member and the second fitting member is widened. Column device.

Images