JP2015096382A - Steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering device which enables improvement of the rigidity around a bracket connection part and prevents twisting around the bracket connection part during a secondary collision.SOLUTION: A steering device 1 includes: a top plate 25; a second bracket 27; and a pair of guide members 32. The top plate 25 is fixed to a vehicle body 2. The second bracket 27 is suspended from the top plate 25 holding a steering shaft 3 with which a steering member is connected. The pair of guide members 32 is fixed to the top plate 25 and contacts with the second bracket 27 from both sides in a right/left direction Y perpendicular to an axial direction X. The second bracket 27 moves relative to the top plate 25 in the axial direction X of the steering shaft 3 during the secondary collision. The pair of guide members 32 guides movement of the second bracket 27 relative to the top plate 25.

Description

  The present invention relates to a steering device.

  The automobile steering device disclosed in the following Patent Document 1 includes a steering column, a column side bracket, and a vehicle body side bracket. The steering column is cylindrical and extends in the axial direction. The column side bracket is supported on the steering column side. The column side bracket includes a pair of left and right support plates. A pair of left and right overhang portions are provided on the pair of support plate portions. On the other hand, the vehicle body side bracket is supported and fixed to the vehicle body side. The upper end edge of the tip part of both projecting parts is in close proximity to the lower surface of the vehicle body side bracket. At the upper end edges of both projecting portions, projecting portions are respectively provided. The upper end portions of these projecting portions are in elastic contact with the lower surface of the vehicle body side bracket. The column side bracket is displaced forward together with the steering column at the time of the secondary collision, but the vehicle body side bracket is not displaced forward at the time of the secondary collision.

JP 2012-86757 A

  In the configuration in which the column side bracket and the vehicle body side bracket are relatively movable as in the steering device of Patent Document 1, the rigidity of the portion connecting these brackets (referred to as the rigidity around the bracket connecting portion) is: Low. Therefore, in Patent Document 1, a protruding portion is provided on the column side bracket. The strut is in elastic contact with the lower surface of the vehicle body side bracket. Therefore, the rigidity around the bracket connecting portion is high with respect to an upward load (a direction in which the column side bracket approaches the vehicle body side bracket). However, in the downward direction (the direction in which the column side bracket is separated from the vehicle body side bracket) and the left and right direction (the direction perpendicular to the vertical direction), there is nothing that regulates the movement of the column side bracket with respect to the vehicle body side bracket. Therefore, the rigidity around the bracket connecting portion is low for loads from directions other than the upward direction. Therefore, in the configuration of the steering device of Patent Document 1, there is a limit to the improvement of the rigidity around the bracket connecting portion. In addition, when a load is input obliquely with respect to the axial direction of the steering column at the time of a secondary collision, the rigidity around the bracket connecting portion is not sufficient, and there is a risk of causing a twist between the vehicle body side bracket and the column side bracket. There is also.

  The present invention has been made under such a background, and provides a steering device that can improve the rigidity around the bracket connecting portion and prevent the bracket connecting portion from being twisted at the time of a secondary collision. The purpose is to do.

  The invention according to claim 1 is suspended from the top plate while holding the top plate (25) fixed to the vehicle body (2) and the steering shaft (3) to which the steering member (12) is connected, A bracket (27) movable relative to the top plate in the axial direction (X) of the steering shaft, and fixed to the top plate and from both sides in the left-right direction (Y) perpendicular to the axial direction to the bracket A steering device (1) comprising a pair of guide members (32) that abut, and a pair of guide members that guide the movement of the bracket relative to the top plate at the time of a secondary collision.

The invention according to claim 2 is the steering apparatus according to claim 1, wherein the guide member is a rigid body.
According to a third aspect of the present invention, the guide member includes a base portion (34) fixed to the lower surface (25C) of the top plate, and projects from the base portion toward the bracket so as to contact the bracket. The steering device according to claim 1, further comprising an abutting portion.

The invention according to claim 4 is the steering apparatus according to claim 3, wherein the contact portion is in contact with the bracket from below.
According to a fifth aspect of the present invention, the top plate is formed with an insertion hole (31) extending vertically through the top plate and extending in the axial direction. The bracket is inserted into the insertion hole. A suspension member (59) suspended from the top plate, and includes a suspension member that accompanies the bracket by moving in the axial direction within the insertion hole at the time of a secondary collision, 5. The steering device according to claim 3, wherein the steering device is disposed on a side farther from the steering member than the suspension member in a normal time other than a secondary collision in the axial direction.

A sixth aspect of the present invention is the steering device according to any one of the third to fifth aspects, wherein a plurality of the contact portions are provided so as to be aligned in the axial direction.
According to a seventh aspect of the present invention, a screw portion (37) is formed in the contact portion, a screw hole (36) is formed in the base portion, and the screw portion and the screw hole are formed. The steering device according to any one of claims 3 to 6, wherein the contact portion is assembled to the base portion so that the position of the contact portion can be adjusted in the left-right direction. is there.

The invention according to claim 8 is the steering apparatus according to any one of claims 3 to 7, wherein the contact portion is a convex portion (68) formed in the base portion.
In addition, in the above, the numbers in parentheses represent reference numerals of corresponding components in the embodiments described later, but the scope of the claims is not limited by these reference numerals.

  According to the first aspect of the present invention, the bracket is suspended from the top plate on the vehicle body side while holding the steering shaft to which the steering member is coupled. The top plate is provided with a pair of guide members that contact from both sides in the left-right direction orthogonal to the axial direction. For this reason, the bracket is not only restricted from upward movement by the top plate, but also restricted from lateral movement by a pair of guide members. Furthermore, depending on the shape of the guide member and how it is attached, the movement of the bracket can be restricted from below.

Therefore, it is possible to prevent the bracket from rattling with respect to the top plate in all directions of the top, bottom, left and right, so that it is possible to improve the rigidity around the connecting portion between the top plate and the bracket (around the bracket connecting portion).
At the time of the secondary collision, the bracket moves relative to the top plate in the axial direction of the steering shaft in order to absorb the impact of the secondary collision. In that case, a pair of guide member guides the movement of the bracket with respect to a top plate. Therefore, even if there is an input to the steering member or the steering shaft from a direction other than the axial direction at the time of the secondary collision, it is possible to prevent the twisting between the top plate and the bracket (that is, around the bracket connecting portion).

If the guide member is a rigid body, the rigidity around the bracket connection can be further improved.
According to a third aspect of the present invention, the guide member may include a base portion fixed to the lower surface of the top plate and a contact portion that protrudes from the base portion toward the bracket and contacts the bracket. Good.

As in the fourth aspect of the present invention, when the contact portion is also in contact with the bracket from below, the rigidity around the bracket connecting portion can be further improved.
According to the invention described in claim 5, the top plate is formed with an insertion hole that penetrates the top plate up and down and is long in the axial direction. Moreover, the top plate has the bracket suspended by a suspension member inserted through the insertion hole. In such a configuration, when a load is input to the steering member obliquely with respect to the axial direction at a normal time other than at the time of the secondary collision, the bracket is rotated with respect to the top plate with the suspension member as the center. Try to shift. When the contact portion is disposed at a position close to the suspension member in the axial direction, it is difficult for the contact portion to suppress the shift here. However, according to the fifth aspect of the present invention, since the contact portion is arranged away from the suspension member in the normal direction in the axial direction, the bracket can be prevented from being displaced.

The suspension member accompanies the bracket by moving in the axial direction within the insertion hole during a secondary collision. Since the contact portion is arranged on the side farther from the steering member in the axial direction than the suspension member in the normal state, compared to the case where the contact portion is disposed at a position close to the suspension member, The bracket can be guided over a long distance.
According to the sixth aspect of the present invention, if a plurality of abutting portions are provided so as to be aligned in the axial direction, more abutting portions abut on the bracket, so that the position of the bracket can be stabilized. In addition, the bracket can be guided stably.

According to the seventh aspect of the present invention, the abutment portion is formed with a screw portion, and the base portion is formed with a screw hole. The contact portion is assembled so that the position of the contact portion can be adjusted in the left-right direction with respect to the base portion by screwing the screw portion and the screw hole. Therefore, the contact state of the contact portion of each guide portion with respect to the bracket can be finely adjusted.
As in the eighth aspect of the invention, the contact portion may be a convex portion formed on the base portion.

FIG. 1 is a schematic side view of a steering device 1 according to an embodiment of the present invention, and a part thereof is shown in cross section. FIG. 2 is a cross-sectional view taken along the line II-II in FIG. FIG. 3 is a cross-sectional view taken along line III-III in FIG. FIG. 4 is a view of the main part of the steering device 1 as viewed from below. FIG. 5 shows a state after the secondary collision in FIG. FIG. 6 is a diagram in which the first modification is applied to FIG. FIG. 7 is a diagram in which the second modification is applied to FIG. FIG. 8 is a diagram in which the third modification is applied to FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is a schematic side view of a steering device 1 according to an embodiment of the present invention, and a part thereof is shown in cross section. FIG. 2 is a cross-sectional view taken along the line II-II in FIG. In FIG. 1, the left side of the drawing is the front side of the vehicle body 2, the right side of the drawing is the rear side of the vehicle body 2, the upper side of the drawing is the upper side of the vehicle body 2, and the lower side of the drawing is the lower side of the vehicle body 2. In FIG. 2, the far side of the paper surface is the front side of the vehicle body 2, and the near side of the paper surface is the rear side of the vehicle body 2.

  Referring to FIG. 1, a steering device 1 includes a steering member 12 such as a steering wheel, a steering shaft 3, a steering column 4, an upper bracket 5, a lower bracket 6, a speed reduction mechanism 20, and a first universal joint. 7, an intermediate shaft 8, a second universal joint 9, a pinion shaft 10, and a steering mechanism 11. Note that other components described below also constitute the steering device 1.

The steering device 1 is connected to the vehicle body 2 by an upper bracket 5 and a lower bracket 6.
The function of the steering device 1 will be briefly described. The steering shaft 3 is rotated around the axis by the steering torque transmitted from the steering member 12. This rotation is transmitted to the steering mechanism 11 via the first universal joint 7, the intermediate shaft 8, the second universal joint 9, and the pinion shaft 10. The steered mechanism 11 is composed of a rack and pinion mechanism or the like. The steered mechanism 11 steers steered wheels such as tires (not shown) in response to the rotation of the steering shaft 3 being transmitted.

  The steering shaft 3 has a substantially columnar shape or a substantially cylindrical shape as a whole. Here, the direction in which the steering shaft 3 extends (the direction extending from the lower left to the upper right in the drawing of FIG. 1) is defined as the axial direction X. Two directions orthogonal to the axial direction X are referred to as a left-right direction Y and an up-down direction Z. The left-right direction Y is a direction orthogonal to the paper surface in FIG. The vertical direction Z is a direction extending from lower right to upper left in FIG. Further, the direction orthogonal to the paper surface in FIG. 2 coincides with the axial direction X in FIG. Further, the direction extending to the left and right of the paper surface in FIG. 2 coincides with the left-right direction Y in FIG. Further, the direction extending in the vertical direction of the paper surface in FIG. 2 is coincident with the vertical direction Z in FIG. In FIG. 2, a plane extending in the vertical direction Z through the central axis 3 </ b> A of the steering shaft 3 is referred to as a reference plane 70. The reference surface 70 side in the left-right direction Y is defined as the inside, and the opposite side of the reference surface 70 in the left-right direction Y is defined as the outside.

As shown in FIG. 1, the steering shaft 3 includes a cylindrical or columnar upper shaft 13 and a lower shaft 14. The upper shaft 13 is disposed on the rear upper side of the lower shaft 14. The upper shaft 13 and the lower shaft 14 are arranged coaxially.
A steering member 12 is connected to a rear end portion (which is also an upper end portion, but here referred to as a rear end portion) 13 </ b> A of the upper shaft 13.

The lower shaft 14 has at least a rear end portion (which is also an upper end portion, but here referred to as a rear end portion) 14A is cylindrical. A front end portion (which is also a lower end portion, but here referred to as a front end portion) 13B of the upper shaft 13 is inserted into the rear end portion 14A of the lower shaft 14 from the rear upper side.
In a region where the front end portion 13B of the upper shaft 13 and the rear end portion 14A of the lower shaft 14 overlap in the axial direction X, the upper shaft 13 and the lower shaft 14 are fitted by spline fitting or serration fitting. (See FIG. 2). Therefore, the upper shaft 13 and the lower shaft 14 can rotate together and can move relative to each other along the axial direction X.

  The lower shaft 14 is connected to the intermediate shaft 8 via the first universal joint 7 at a front end portion (also a lower end portion but referred to as a front end portion here) 14B. The intermediate shaft 8 is connected to the pinion shaft 10 via the second universal joint 9 at the front end portion thereof. Therefore, the steering shaft 3 can transmit the steering torque transmitted from the steering member 12 to the steering mechanism 11 connected to the pinion shaft 10.

  The steering column 4 is a hollow body that extends in the axial direction X as a whole. A steering shaft 3 is inserted into the steering column 4. The steering column 4 is arranged coaxially with the steering shaft 3. The steering column 4 includes an upper column 15, a lower column 16, and a housing 17. The upper column 15 and the lower column 16 are substantially cylindrical, and the housing 17 is a hollow body.

  The upper column 15 is disposed on the rear upper side of the lower column 16. Further, the upper column 15 and the lower column 16 are arranged coaxially. The upper column 15 is externally fitted to the lower column 16 at a front end portion (also a lower end portion, but referred to as a front end portion here) 15A. Specifically, a rear end portion (which is also an upper end portion, but here referred to as a rear end portion) 16A of the lower column 16 is inserted into the front end portion 15A of the upper column 15 from the front lower side. In this state, the upper column 15 is movable relative to the lower column 16 in the axial direction X.

The lower column 16 is disposed on the rear upper side of the housing 17. The lower column 16 is connected to a rear end portion (also an upper end portion but here a rear end portion) 17A of the housing 17 at a front end portion (also a lower end portion but referred to as a front end portion here) 16B.
The housing 17 includes a speed reduction mechanism 20 that decelerates the power of the steering assisting electric motor 18 and transmits it to the lower shaft 14. The speed reduction mechanism 20 includes a drive gear 19 that is coupled to a rotation shaft (not shown) of the electric motor 18 so as to be able to rotate together with the drive gear 19 and a driven gear 21 that meshes with the drive gear 19 and rotates along with the lower shaft 14. .

  The upper column 15 is connected to the upper shaft 13 by a bearing or the like (not shown) at a rear end portion (which is also an upper end portion, but referred to as a rear end portion here) 15B. The housing 17 is connected to the lower shaft 14 by a bearing or the like (not shown) at a front end portion (also a lower end portion but referred to as a front end portion here) 17B. Therefore, the upper column 15 and the upper shaft 13, the lower column 16, the housing 17, and the lower shaft 14 are relatively movable in the axial direction X. Thereby, the steering column 4 can be expanded and contracted together with the steering shaft 3. The expansion and contraction here is called “telescopic”.

  The lower bracket 6 supports the steering column 4 (particularly, the housing 17) and connects the front side portion of the steering device 1 to the vehicle body 2. The lower bracket 6 includes a fixed bracket 24 and a movable bracket 22. The fixing bracket 24 extends in the up-down direction Z, and is fixed to the vehicle body 2 with a bolt (not shown) at the upper end.

The movable bracket 22 is provided integrally with the housing 17 on the upper side of the front end portion 17 </ b> B of the housing 17. The movable bracket 22 extends forward along the axial direction X. As viewed from the left-right direction Y, a part (lower end part) of the fixed bracket 24 and a part (front end part) of the movable bracket 22 partially overlap.
At a position where the fixed bracket 24 and the movable bracket 22 overlap when viewed in the left-right direction Y, a central shaft 23 extending in the left-right direction Y is inserted into the fixed bracket 24 and the movable bracket 22. Therefore, the entire steering device 1 can rotate around the central shaft 23. This rotation is called “tilt”. The turning trajectory of the steering device 1 is substantially along the vertical direction Z.

With reference to FIG. 2, the upper bracket 5 supports the steering column 4 (particularly, the upper column 15), and connects the rear portion of the steering device 1 to the vehicle body 2. The upper bracket 5 includes a top plate 25, a first bracket 26, and a second bracket 27 (bracket).
The top plate 25 has a thickness in the vertical direction Z and has a substantially flat plate shape extending in the axial direction X and the horizontal direction Y. The top plate 25 is fixed to the vehicle body 2 at both ends in the left-right direction Y. Specifically, the top plate 25 is formed with through holes 25A at both ends in the left-right direction Y. The through hole 25 </ b> A penetrates the top plate 25 up and down and has a circular shape when viewed in the vertical direction Z. A stud bolt 28 extending downward from the vehicle body 2 is inserted into each through hole 25A. Nuts 29 are screwed into the lower end portions 28A of the stud bolts 28, respectively. In this state, the top plate 25 is in contact with the vehicle body 2 on the upper surface 25 </ b> B, and is fixed to the vehicle body 2 by being sandwiched between the nut 29 and the vehicle body 2. Further, the top plate 25 is formed with ribs 30 by bending both ends in the left-right direction Y downward by about 90 °.

  FIG. 3 is a cross-sectional view taken along line III-III in FIG. FIG. 4 is a view of the main part of the steering device 1 as viewed from below. 3 and 4, the axial direction X coincides with the direction extending to the left and right of the paper surface. 3 and 4, the left-right direction Y coincides with the direction extending up and down on the paper surface. 3 and 4, the vertical direction Z coincides with the direction perpendicular to the paper surface. 3 and 4, the left side of the page is the front side of the vehicle body 2, the right side of the page is the rear side of the vehicle body 2, and the front side of the page is the lower side of the vehicle body 2, and the back side of the page. Is the upper side of the vehicle body 2.

Hereinafter, description will be made with reference to FIGS. 3 and 4 in addition to FIGS. 1 and 2.
A pair of insertion holes 31 are formed in the approximate center of the top plate 25 in the left-right direction Y. The pair of insertion holes 31 penetrates the top plate 25 up and down. The pair of insertion holes 31 are arranged symmetrically with respect to the reference plane 70. Each insertion hole 31 is long in the axial direction X, and both ends in the axial direction X are rounded (see also FIG. 3).

A pair of guide members 32 are provided at both ends of the top plate 25 in the left-right direction Y so as to be in contact with the lower surface 25 </ b> C of the top plate 25 and the inside of each rib 30. The pair of guide members 32 are arranged symmetrically with respect to the reference plane 70. Each guide member 32 is a rigid body made of metal or the like. Each guide member 32 includes a base portion 34 and a contact portion 35.
Each base portion 34 has a box shape elongated in the axial direction X. At least one side surface of the base part 34 is cut away. In the present embodiment, the lower surface and the rib 30 side (outer) surface are cut out. Specifically, each base portion 34 has a shape in which a lower surface and an outer surface are removed from six surfaces of a substantially rectangular parallelepiped, and the remaining four surfaces have a plate shape having a uniform thickness. Yes. Such a base portion 34 is formed, for example, by bending a steel plate. A plate-like portion at the top of the base portion 34 is referred to as an upper plate 34A.

  A through hole 34B is formed in the upper plate 34A at a position overlapping the through hole 25A in the axial direction X and the left-right direction Y. Each through-hole 34B penetrates each upper plate 34A vertically and has a circular shape when viewed in the vertical direction Z. Each stud bolt 28 is inserted into each through hole 34B, and each base portion 34 has the vehicle body 2 and each nut together with the top plate 25 in a state where the upper plate 34A overlaps the top plate 25 from below. 29. In other words, the pair of base portions 34 (the pair of guide members 32) are fixed from below to the lower surface 25C of the top plate 25 by the stud bolts 28 and the nuts 29.

  Further, if the plate-like portion inside the base portion 34 is an inner plate 34C, referring to FIG. 4 as well, a plurality of screw holes 36 are arranged in the inner plate 34C so as to be aligned in the axial direction X (in this embodiment, Two are formed on each base part 34). In the pair of base portions 34, the screw holes 36 are arranged at symmetrical positions with the reference surface 70 interposed therebetween. In each base portion 34, the two screw holes 36 are arranged at substantially the same position in the vertical direction Z.

  The contact portion 35 has a substantially cylindrical shape extending in the left-right direction Y as a whole. The contact portion 35 includes a shaft portion 35A, a head portion 35B, and a nut 35C. The shaft portion 35A has a columnar shape, and a screw portion 37 is formed on the outer peripheral surface thereof. The head portion 35B is substantially hemispherical formed at the inner end portion of the shaft portion 35A. The head portion 35B has a spherical surface facing inward. The nut 35C is provided at an end portion 35D on the opposite side (outside) of the head portion 35B in the left-right direction Y in the shaft portion 35A. A screw hole 38 that can be screwed into the screw portion 37 is formed in the nut 35C.

  The contact portion 35 is assembled in each screw hole 36 of the inner plate 34C. That is, a plurality of contact portions 35 are provided so as to be aligned in the axial direction X (two in each base portion 34 in the present embodiment). Here, a procedure for assembling the contact portion 35 to the base portion 34 will be briefly described. First, the end portion 35D is inserted into the screw hole 36 from the inner side of the inner plate 34C with the end portion 35D of the contact portion 35 in a state where the nut 35C is not attached facing outward. As a result, the screw hole 36 and the screw portion 37 are screwed together. The shaft portion 35A is rotated to screw the contact portion 35 into the base portion 34, so that the end portion 35D reaches the outside of the inner plate 34C. Here, the nut 35C is attached to the end portion 35D from the outside of the inner plate 34C so that the screw portion 37 and the screw hole 38 are screwed together. When the nut 35C is twisted to some extent with respect to the end portion 35D, it cannot be rotated with respect to the shaft portion 35A. When the nut 35C is further rotated from the state in which the nut 35C is completely rotated with respect to the shaft portion 35A, the nut 35C is integrated with the shaft portion 35A and rotates integrally with the shaft portion 35A. By pinching and rotating the nut 35C, the position of the entire abutting portion 35 with respect to the base portion 34 in the left-right direction Y can be adjusted. That is, the abutting portion 35 is assembled to the base portion 34 so that the position can be adjusted in the left-right direction Y. In order to prevent looseness between the shaft portion 35A and the nut 35C, the screw hole 36 is preferably self-locked.

Referring to FIG. 2, the first bracket 26 supports the steering column 4 (particularly, the upper column 15) and connects the steering device 1 to the vehicle body 2. The first bracket 26 has a groove shape that opens upward (substantially U-shaped when viewed from the axial direction X), and is formed symmetrically with respect to the reference surface 70. More specifically, the first bracket 26 includes a pair of side plates 39 facing each other with the steering column 4 interposed therebetween, and a connecting plate 40 that connects the lower end portions of the pair of side plates 39.
The upper end portions 39A of the pair of side plates 39 are connected to the outer peripheral surface 15C of the upper column 15 by welding or the like. Therefore, the first bracket 26 holds the steering shaft 3 via the upper column 15. In the pair of side plates 39, telescopic elongated holes 41 extending in the axial direction X are formed at the same position when viewed in the left-right direction Y.

  The second bracket 27 supports the steering column 4 (particularly, the upper column 15) via the first bracket 26, and connects the steering device 1 to the vehicle body 2. The second bracket 27 is a member having a groove shape (substantially U-shaped upside down when viewed in the axial direction X) as a whole that opens downward, and is formed symmetrically with respect to the reference plane 70. . Specifically, the second bracket 27 includes a pair of side plates 42 that face each other with the steering column 4 and the first bracket 26 interposed therebetween, and a connecting plate 43 that connects the upper ends of the pair of side plates 42.

  The pair of side plates 42 has a step 44 that is constricted one step toward the inner and lower sides on the way from the upper end to the lower side. The level difference 44 is a flat plate extending in an inclined manner so as to gradually go inward from the upper side to the lower side. Here, in each of the pair of side plates 42, a portion above the step 44 is a first portion 45, and a portion below the step 44 is a second portion 46. The first portion 45 and the second portion 46 have a flat plate shape extending along the up-down direction Z. Further, the first portion 45 is disposed on the outer upper side than the second portion 46. The lower end of the first portion 45 and the upper end of the second portion 46 are connected by a step 44. The pair of side plates 42 are in contact with the pair of side plates 39 on the inner surface of the second portion 46.

In the second portion 46 of the pair of side plates 42, a long slot 47 for tilting is formed at the same position when viewed from the left-right direction Y. The telescopic slot 41 and the tilt slot 47 partially overlap when viewed from the left-right direction Y.
A rotary shaft 48 is inserted through a portion where the telescopic long hole 41 and the tilt long hole 47 overlap. The rotation shaft 48 has a substantially cylindrical shape extending in the left-right direction Y. Both ends of the rotation shaft 48 in the left-right direction Y reach the outside of the second portion 46. A head 48 </ b> B having a larger diameter than the rotation shaft 48 is formed at the left end 48 </ b> A of the rotation shaft 48. An operation lever 49, a cam 50, and a cam follower 51 are arranged in this order from the left side between the head portion 48B and the second portion 46 on the left side. The rotating shaft 48 is inserted through the operation lever 49, the cam 50 and the cam follower 51. In addition, an eccentric cam 58 is provided at the approximate center in the left-right direction Y of the rotation shaft 48 (inside the pair of side plates 39). Since the eccentric cam 58 protrudes in the radial direction of the rotation shaft 48 at a substantially central portion in the left-right direction Y, the center of gravity of the eccentric cam 58 is offset from the rotation shaft 48.

A nut 52 is attached to the right end 48 </ b> C of the rotating shaft 48. Between the nut 52 and the second portion 46 on the right side, an interposed member 53, a needle roller bearing 54 for thrust, and a thrust washer 55 are arranged in order from the left. The rotary shaft 48 is inserted through the interposing member 53, the thrust needle roller bearing 54 and the thrust washer 55.
The operation lever 49 and the cam 50 can rotate integrally with the rotary shaft 48. Therefore, when the operation lever 49 is rotated, the cam 50 rotates, and the cam protrusions 57 formed on the cam 50 and the cam follower 51 ride on each other. As a result, the cam follower 51 moves in the axial direction of the rotating shaft 48 (the right side in the left-right direction Y) and is pressed against the second portion 46 on the left side. By the pressing, the pair of side plates 42 is tightened between the cam follower 51 and the interposition member 53. As a result, the pair of side plates 42 of the second bracket 27 is pressed against the pair of side plates 39 of the first bracket 26. Therefore, the relative movement between the first bracket 26 and the second bracket 27 is restricted. In this state, the steering column 4 is fixed in the axial direction X and the vertical direction Z. That is, tilt lock and telescopic lock are achieved. In this state, the second bracket 27 holds the steering shaft 3 in a fixed position via the first bracket 26. At this time, the eccentric cam 58 enters the through hole 15D formed in the lower outer peripheral surface of the upper column 15, and presses the lower column 16 against the upper column 15.

  From this state, the operation lever 49 is rotated in the opposite direction to the previous one. Then, the cam 50 rotates relative to the cam follower 51 as the operation lever 49 rotates. As a result, the cam follower 51 moves in the axial direction of the rotating shaft 48 (left side in the left-right direction Y). Then, the clamping of the pair of side plates 42 is released between the cam follower 51 and the interposition member 53. Therefore, each side plate 42 is released from the pressure contact with the corresponding pair of side plates 39. That is, tilt adjustment and telescopic adjustment are possible. At this time, the eccentric cam 58 is retracted from the through hole 15D, and the pressing of the lower column 16 to the upper column 15 is released.

  The connecting plate 43 is a flat plate extending in the axial direction X and the left-right direction Y. The upper surface 43A of the connecting plate 43 is in contact with the lower surface 25C of the top plate 25 from below. A pair of through holes 43 </ b> B are formed in the connecting plate 43 at symmetrical positions with the reference surface 70 in between. Each through-hole 43B penetrates the connecting plate 43 up and down. When viewed from the vertical direction Z, each through-hole 43B has a circular shape, and overlaps with the corresponding insertion hole 31 at the rear end portion 31A of the insertion hole 31 (see FIG. 4).

  Here, as viewed in the vertical direction Z, a pair of suspending members 59 are inserted into portions where the pair of through holes 43B and the pair of insertion holes 31 overlap. The suspension member 59 is disposed at a position overlapping the rear end portion 31 </ b> A of the insertion hole 31 when viewed from the vertical direction Z in a normal time other than a vehicle collision described below (strictly, a so-called secondary collision). . The suspension member 59 has a substantially cylindrical shape extending in the up-down direction Z. The suspension member 59 includes a columnar small diameter portion 59A, a columnar large diameter portion 59B, and a disk-shaped head portion 59C. In the posture of FIG. 2, the small diameter portion 59A is disposed below the large diameter portion 59B, and the large diameter portion 59B is disposed below the head portion 59C. The large diameter portion 59B has a larger diameter than the small diameter portion 59A when viewed in the vertical direction Z. Further, the head 59C has a larger diameter than the large-diameter portion 59B when viewed from the vertical direction Z. The small diameter part 59A, the large diameter part 59B, and the head part 59C are arranged coaxially.

The small diameter portion 59 </ b> A is substantially the same size as the through hole 43 </ b> B of the connecting plate 43 as viewed from the vertical direction Z. The small diameter portion 59A is disposed below the upper surface 43A of the connecting plate 43, and the lower end portion of the small diameter portion 59A protrudes below the lower surface 43C of the connecting plate 43.
The large diameter portion 59B is disposed above the upper surface 43A, and the upper end portion of the large diameter portion 59B protrudes above the upper surface 25B of the top plate 25. In this state, the lower surface 59D of the large diameter portion 59B is in contact with the upper surface 43A of the connecting plate 43 from above. Moreover, the diameter D of the large diameter part 59B when seen from the up-down direction Z is smaller than the width W (maximum width) in the left-right direction Y of the insertion hole 31 (see FIG. 3).

A screw portion 59E is formed on the outer peripheral surface of the small diameter portion 59A. A nut 60 is screwed onto the screw portion 59E from below. Therefore, the connecting plate 43 is sandwiched between the lower surface 59D of the large diameter portion 59B of the suspension member 59 and the upper surface 60A of the nut 60.
Here, an interposed plate 61 and a leaf spring 62 are interposed between the upper surface 25B of the top plate 25 and the head portion 59C. The intervening plate 61 is disposed below the leaf spring 62. The intervening plate 61 has a plate thickness in the up-down direction Z and is long and flat in the left-right direction Y. The interposition plate 61 is disposed so as to overlap with the pair of suspension members 59 at a substantially center in the axial direction X of the interposition plate 61. The intervening plate 61 is disposed across the pair of hanging members 59 in the left-right direction Y. A through hole 61 </ b> A that penetrates the interposed plate 61 in the vertical direction Z is formed in a portion of the interposed plate 61 that overlaps each suspension member 59. A total of a pair of through holes 61 </ b> A are formed so as to be symmetric with respect to the reference surface 70. Therefore, the pair of suspending members 59 are inserted into the pair of through holes 61 </ b> A formed in the single interposition plate 61.

  The leaf spring 62 is substantially annular. The leaf spring 62 protrudes upward toward the center side in the radial direction of the leaf spring 62. In the posture shown in FIG. 2, the cross section along the vertical direction Z of the leaf spring 62 has a square shape. The leaf spring 62 is attached to each of the pair of hanging members 59 in an externally fitted state. In this state, the leaf spring 62 is in contact with the head portion 59 </ b> C at the upper end (center side in the radial direction) of the leaf spring 62, and the bottom side of the leaf spring 62 (opposite to the center side in the radial direction). ) In contact with the intervening plate 61. Further, the leaf spring 62 is elastically deformed (compressed) between the head portion 59 </ b> C and the interposition plate 61, and the suspension member 59 is biased upward by the leaf spring 62. As described above, since the suspension member 59 and the nut 60 sandwich the connection plate 43 of the second bracket 27, the connection plate 43 is urged upward together with the suspension member 59. Therefore, the upper surface 43 </ b> A of the connecting plate 43 is pressed against the lower surface 25 </ b> C of the top plate 25. On the other hand, the interposed plate 61 is urged downward by a leaf spring 62. Therefore, the lower surface 61B of the interposed plate 61 is pressed against the upper surface 25B of the top plate 25. As described above, the top plate 25 is sandwiched between the connecting plate 43 and the intervening plate 61. Therefore, the movement of the second bracket 27 is restricted in the vertical direction Z (particularly upward).

In the top plate 25, a resin pin 56 is provided at the center in the left-right direction Y. The resin pin 56 is arranged in a state of penetrating both the connecting plate 43 and the top plate 25 in the vertical direction Z. The resin pin 56 is disposed at the same position as the suspension member 59 in the axial direction X.
As described above, the suspension member 59 suspends the second bracket 27 from the top plate 25. In other words, the second bracket 27 is suspended from the top plate 25 while holding the steering shaft 3.

  Referring to FIG. 4, the head 35 </ b> B of the contact portion 35 (the pair of guide members 32) is in a state where the second bracket 27 is suspended from the top plate 25, and the pair of side plates 42 in the second bracket 27. The first portion 45 is in contact with both sides in the left-right direction Y. At this time, the head portion 35 </ b> B may press the first portion 45, or may only be in contact with the first portion 45 without a gap. As described above, the contact portion 35 is assembled to the base portion 34 so that the position of the contact portion 35 can be adjusted in the left-right direction Y. Therefore, it is possible to finely adjust (torque management) the contact state of the contact portion 35 with respect to the second bracket 27.

The movement of the second bracket 27 in this state is restricted not only in the upward direction but also in the left-right direction Y. Furthermore, the movement of the second bracket 27 can be restricted from below depending on the shape and mounting method of the guide member 32 (described later).
Here, as described above, the diameter D of the large-diameter portion 59B of the suspension member 59 (the diameter D of the through-hole 43B through which the large-diameter portion 59B is inserted) is also between the second bracket 27 and the top plate 25. And a difference between the width W (in the left-right direction Y) of the insertion hole 31 is provided. Therefore, when the guide member 32 is not provided, the second bracket 27 is displaced in the left-right direction Y with respect to the top plate 25 when a load is applied to the steering member 12 from a direction oblique to the axial direction X. There is. Due to the deviation, misalignment occurs between the members, and the force required for operating the operation lever 49 and the force required for tilt adjustment and telescopic adjustment may vary greatly.

However, when the contact portions 35 of the guide member 32 are in contact with the second bracket 27 from both sides in the left-right direction Y as in the present embodiment, the second bracket 27 is in the left-right direction with respect to the top plate 25. The shift to Y can be prevented. That is, the guide member 32 can prevent the second bracket 27 from rattling with respect to the top plate 25.
Thus, in addition to the restriction of the upward movement of the second bracket 27 with respect to the top plate 25, the movement in the left-right direction Y is restricted. Thereby, the rigidity of the second bracket 27 can be improved.

  Here, of the two contact portions 35 provided on the inner plate 34 </ b> C of the base portion 34 of each guide member 32, the rear contact portion 35 is referred to as a first contact portion 63, and the front contact portion. 35 is referred to as a second contact portion 64. The first contact portion 63 is disposed on the rear side (side closer to the steering member 12) than the suspension member 59 in the axial direction X, and the second contact portion 64 is more than the suspension member 59 in the normal state. Is also arranged on the front side (the side far from the steering member 12) in the axial direction X.

  Thus, the contact portion 35 (the first contact portion 63 and the second contact portion 64) protrudes from the base portion 34 toward the second bracket 27, and the contact portion 35 (the first contact portion 35). The contact portion 63 and the second contact portion 64) are in contact with the second bracket 27. When a plurality of contact portions 35 are provided so as to be aligned in the axial direction X as in the present embodiment, more contact portions 35 than in the case where only one contact portion 35 is provided in the axial direction X are provided. Since the contact portion 35 contacts the second bracket 27, the second bracket 27 can be stably guided.

  When a load is input to the steering member 12 obliquely with respect to the axial direction X at a normal time other than the time of the secondary collision, the second bracket 27 is rotated with respect to the top plate 25 with the suspension member 59 as the center. Try to slip out. Unlike the present embodiment, when the contact portion 35 is disposed at a position close to the suspension member 59 in the axial direction X, it is difficult for the contact portion 35 to suppress the shift here. However, if the contact portion 35 is arranged away from the suspension member in the normal direction in the axial direction X as in the present embodiment, the bracket can be prevented from shifting.

Further, since the first abutting portion 63 is disposed closer to the steering member 12 in the axial direction X than the suspension member 59, the rigidity of the second bracket 27 can be further improved.
As described above, since the guide member 32 is a rigid body, the rigidity of the second bracket 27 can be further improved. Furthermore, the guide member 32 can also serve as a reinforcing member for the top plate 25 and the second bracket 27 with high rigidity. Therefore, the support rigidity of the 2nd bracket 27 by the top plate 25 improves.

  Further, in order to prevent the rotation and displacement of the second bracket 27, it is conceivable that a suspension member 59 different from the two suspension members 59 is provided at a position displaced in the axial direction X. However, compared to this case, when the rotation is prevented by the guide member 32 as in the present embodiment, the second bracket 27 and the ceiling in the axial direction X can be omitted to the extent that the other suspension member 59 can be omitted. The plate 25 can be reduced in size. Thereby, the packaging property of the steering device 1 can be improved.

Next, the operation of the steering device 1 at the time of a secondary collision will be described.
FIG. 5 shows a state after the secondary collision in FIG. The posture of each member in FIG. 5 matches that in FIG.
Hereinafter, description will be made with reference to FIG. 5 in addition to FIGS.
When the steering device 1 receives an impact from the steering member 12 side at the time of a secondary collision, the steering shaft 3 and the steering column 4 to which the steering member 12 is connected tend to contract toward the front side of the vehicle body 2 (see also FIG. 1). . With this contraction, the second bracket 27 holding the steering shaft 3 tends to move to the front side of the vehicle body 2. As described above, the suspension member 59 sandwiches the connection plate 43 between the nut 60 and the suspension member 59 while being inserted into the through hole 43B of the connection plate 43 of the second bracket 27. The suspension member 59 is also inserted through the leaf spring 62 and the through hole 61 </ b> A of the interposed plate 61. Therefore, the suspension member 59, the nut 60, the leaf spring 62, and the interposition plate 61 try to accompany the second bracket 27. On the other hand, the top plate 25 that suspends the second bracket 27 by the suspension member 59 is fixed to the vehicle body 2 at both ends in the left-right direction Y. Do not move.

  Therefore, at the time of the secondary collision, when the steering member 12 receives an impact of a predetermined level or more, the resin pin 56 is first broken at the boundary between the top plate 25 and the second bracket 27. The second bracket 27 can be moved relative to the top plate 25 in the axial direction X with respect to the top plate 25 by the breakage of the resin pin 56. As described above, since the suspension member 59 is inserted into the insertion hole 31 that is long in the axial direction X formed in the top plate 25, the second bracket 27 moves in the axial direction X. At that time, the second bracket 27 moves relative to the top plate 25 in the axial direction X while generating friction between the interposition plate 61 and the connecting plate 43 and the top plate 25. The suspension member 59 accompanies the second bracket 27 by moving in the axial direction X within the insertion hole 31. As shown in FIG. 5, the second bracket 27 moves in the axial direction X until each hanging member 59 reaches the front end portion 31 </ b> B of the insertion hole 31. While the second bracket 27 moves, the impact of the secondary collision is caused by the contraction of the steering shaft 3 and the steering column 4, the friction between the interposition plate 61 and the top plate 25, and the connection plate 43 and the top plate 25. Absorption (EA: Energy Absorption)

  Here, the function of the contact part 35 at the time of a secondary collision is demonstrated. After the second bracket 27 starts to move with respect to the top plate 25, the rear end portion (which is also the upper end portion, but here the rear end portion) 27 </ b> A of the second bracket 27 is located in front of the first contact portion 63. Until the second bracket 27 moves, the second bracket 27 is in contact with the first contact portion 63 and the second contact portion 64 of each guide member 32 in the axial direction X. From the time when the rear end portion 27A of the second bracket 27 moves to the front side of the first contact portion 63 and before the suspension member 59 reaches the front end portion 31B of the insertion hole 31, the second bracket 27 is It is contacted by the second contact portion 64 at one place in the direction X. In this way, the abutting portion 35 continues to abut on the second bracket 27 from both sides in the left-right direction Y while the second bracket 27 moves relative to the top plate 25. That is, the pair of guide members 32 guide the movement of the second bracket 27 with respect to the top plate 25 at the time of a secondary collision. Therefore, the second bracket 27 is not affected by the backlash between the insertion hole 31 and the suspension member 59 (difference between the width W and the diameter D described above) and is not shifted in the left-right direction Y. It can move to the front side along X.

  The second abutting portion 64 is arranged in the axial direction X on the side farther from the steering member 12 in the axial direction X than the suspension member 59 in a normal time other than at the time of the secondary collision. Therefore, the contact portion 35 continues to guide the second bracket 27 over a longer distance in the axial direction X as compared with the case where the contact portion 35 is disposed at a position close to the suspension member 59. Can do.

  Here, it is assumed that the steering member 12 receives an impact with respect to the axial direction X obliquely (a direction inclined from the axial direction X to the left-right direction Y) at the time of the secondary collision. As described above, the second bracket 27 is in contact with the contact portion 35 from both sides in the left-right direction Y. Therefore, the steering device 1 can move in the axial direction X without tilting in the left-right direction Y even when the steering member 12 receives an impact from an oblique direction with respect to the axial direction X. In other words, even when a load is input to the steering member 12 obliquely with respect to the axial direction X by the pair of guide members 32, the twist between the top plate 25 and the second bracket 27 is prevented. Can be prevented.

  Further, instead of providing the guide member 32, it is also conceivable that the top plate 25 and the second bracket 27 are filled up by making the diameter D and the width W substantially the same. However, in that case, when a load is input to the steering member 12 obliquely with respect to the axial direction X in the case of a secondary collision, the suspension member 59 comes into contact with the peripheral portion 25D of the insertion hole 31 and There is a possibility that a twist may occur between the second bracket 27 and the second bracket 27. If it is desired to avoid twisting, the width W needs to be larger than the diameter D, but this makes it difficult to guide the moving second bracket 27. In other words, there is a limit in achieving both the avoidance of twisting and the guide only by the relationship between the width W and the diameter D. In the present embodiment, by separately providing a dedicated member (guide member 32) having a guide function, both avoidance of twisting and the guide are achieved.

As described above, in the steering device 1 according to the present embodiment, the rigidity of the second bracket 27 can be improved, and a twist between the top plate 25 and the second bracket 27 can be prevented at the time of a secondary collision.
Next, a first modification and a second modification of the present invention will be described.
FIG. 6 is a diagram in which the first modification is applied to FIG. FIG. 7 is a diagram in which the second modification is applied to FIG. 6 and 7, the same members as those described above are denoted by the same reference numerals, and the description thereof is omitted. In FIGS. 6 and 7, one of the reference numerals of members arranged at symmetrical positions with the reference plane 70 in between is omitted for convenience of explanation.

Hereinafter, description will be made with reference to FIGS. 6 and 7 in addition to FIGS.
Referring to FIG. 6, the base portion 34 of the guide member 32 in the first modification includes an inclined plate 34 </ b> D that extends from the lower end of the inner plate 34 </ b> C with an inclination in the vertical direction Z and the horizontal direction Y. The inclined plate 34 </ b> D is disposed at a distance from the step 44, and is parallel to the step 44. Therefore, the base portion 34 is not a substantially rectangular parallelepiped as in the embodiment, but has a shape such that a part of the rectangular parallelepiped protrudes from the lower inner side when viewed in the axial direction X.

  Further, the screw hole 36 in the first modification is formed in the inclined plate 34D. The screw hole 36 penetrates the inclined plate 34D in a direction perpendicular to the inclined plate 34D (a direction inclined from the vertical direction Z to the horizontal direction Y side). Therefore, the contact portion 35 in which the screw portion 37 is formed is disposed with the central axis of the shaft portion 35A directed in a direction perpendicular to the inclined plate 34D. Further, the head portion 35B of the contact portion 35 is directed to the inner upper side than the nut 35C. In this state, the position of the contact portion 35 can be adjusted in a direction perpendicular to the inclined plate 34 </ b> D with respect to the base portion 34. Therefore, the head portion 35 </ b> B can abut against the pair of side plates 42 of the second bracket 27 at the step 44 or press the pair of side plates 42. As described above, since the contact portion 35 is in contact with the second bracket 27 from the lower side (strictly speaking, obliquely downward), the rigidity of the second bracket 27 with respect to the load in the lower direction as well as the left-right direction Y. Can be further improved. In the first modified example, strictly speaking, the contact portion 35 extends in a direction inclined in the left-right direction Y from the up-down direction Z. )

  Referring to FIG. 7, the base portion 34 of the guide member 32 in the second modification has the same shape as that in the first modification. The screw holes 36 in the second modification are formed in both the inner plate 34C and the inclined plate 34D. Therefore, the upper abutment portion 66 disposed in the screw hole 36 with the central axis of the shaft portion 35A directed in the left-right direction Y, and the central axis of the shaft portion 35A in the direction perpendicular to the inclined plate 34D. A lower contact portion 67 to be disposed is attached. That is, the contact portion 35 is in contact with the pair of side plates 42 of the second bracket 27 at both the first portion 45 and the step 44. In other words, the contact portion 35 is in contact with the second bracket 27 from both sides and the lower side in the left-right direction Y. In this case, the rigidity of the second bracket 27 can be improved in all directions on a plane orthogonal to the axial direction X.

Next, a third modification of the present invention will be described.
FIG. 8 is a diagram in which the third modification is applied to FIG. In FIG. 8, the same members as those described above are denoted by the same reference numerals, and the description thereof is omitted.
Hereinafter, description will be made with reference to FIG. 8 in addition to FIGS.
Referring to FIG. 8, the contact portion 35 in the third modification is a convex portion 68 formed on the base portion 34. The convex portion 68 has a substantially hemispherical shape and is disposed so as to bulge inward from the inner plate 34 </ b> C of the base portion 34. The convex portion 68 may be attached to the surface on the steering shaft 3 side of the inner plate 34C by a technique such as welding, or may be provided by deforming the inner plate 34C to the steering shaft 3 side. . The convex portion 68 is in contact with the first portion 45 of the pair of side plates 42. A plurality of convex portions 68 may be provided so as to be aligned in the axial direction X.

The guide member 32 in the third modification is preferably attached to the top plate 25 after the second bracket 27 is fixed to the top plate 25. Thereby, the rattling between the top plate 25 and the second bracket 27 can be reliably eliminated with a uniform product.
Moreover, it is also possible to apply the base part 34 which has the inclination board 34D like the 1st modification and the 2nd modification to the steering apparatus 1 in a 3rd modification. That is, the convex portion 68 does not necessarily need to be in contact with the second bracket 27 only from the left-right direction Y, and may be configured to contact the second bracket 27 from below.

The present invention is not limited to the embodiment described above, and various modifications can be made within the scope of the claims.
For example, the guide member 32 is not necessarily fixed to the top plate 25 by the stud bolt 28 and the nut 29, and may be attached to the top plate 25 by welding or the like.

Further, a friction reducing material for reducing friction between the second bracket 27 and the contact portion 35 may be provided on the head portion 35B of the contact portion 35 by application or the like. The head portion 35B may be formed of a friction reducing material. Thereby, the 2nd bracket 27 can move smoothly with respect to the top plate 25 at the time of a secondary collision.
Further, the number of contact portions 35 is not necessarily two in each guide member 32, and may be two or more. In that case, the rigidity of the second bracket 27 can be further improved. Further, there may be a case where only one contact portion 35 is provided in each guide member 32. When the one abutting portion 35 is the first abutting portion 63 (when it is behind the suspending member 59), the contribution to improving the rigidity of the second bracket 27 is increased. Further, when the one abutting portion 35 is the second abutting portion 64 (when the one abutting portion 35 is on the front side of the hanging member 59), the contribution of the guide member 32 to the improvement of the guide performance is increased.

  DESCRIPTION OF SYMBOLS 1 ... Steering device, 2 ... Vehicle body, 3 ... Steering shaft, 12 ... Steering member, 25 ... Top plate, 25C ... Lower surface, 27 ... 2nd bracket, 31 ... Insertion hole, 32 ... Guide member, 34 ... Base part, 35 ... Abutting part, 36 ... Screw hole, 37 ... Screw part, 59 ... Hanging member, 68 ... Convex part, X ... Axial direction, Y ... Left and right direction

Claims (8)

A top plate fixed to the vehicle body,
A bracket that is suspended from the top plate while holding a steering shaft to which a steering member is connected, and is movable relative to the top plate in the axial direction of the steering shaft;
A pair of guide members that are fixed to the top plate and abut against the bracket from both sides in the left-right direction orthogonal to the axial direction, and guide the movement of the bracket relative to the top plate at the time of a secondary collision A steering device comprising: a member;   The steering apparatus according to claim 1, wherein the guide member is a rigid body.   The said guide member is characterized by including the base part fixed to the lower surface of the said top plate, and the contact part which protrudes toward the said bracket from the said base part, and contact | abuts to the said bracket. The steering apparatus according to 1 or 2.   The steering device according to claim 3, wherein the contact portion is in contact with the bracket from below. The top plate penetrates the top plate up and down, and a long insertion hole is formed in the axial direction.
A suspension member that is inserted through the insertion hole and suspends the bracket from the top plate, and in the event of a secondary collision, a suspension member that accompanies the bracket by moving in the axial direction within the insertion hole. Including
The said contact part is arrange | positioned in the said axial direction in the side far from the said steering member rather than the said suspension member in the normal times other than the time of a secondary collision. Steering device.   The steering device according to claim 3, wherein a plurality of the abutting portions are provided so as to be aligned in the axial direction. The contact portion is formed with a screw portion,
The base portion is formed with a screw hole,
The said contact part is assembled | attached so that position adjustment in the left-right direction with respect to the said base part is possible by screwing together the said screw part and the said screw hole, The any one of Claims 3-6 characterized by the above-mentioned. A steering device according to any one of the above.   The steering device according to claim 3, wherein the contact portion is a convex portion formed on the base portion.

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