JP2015098189A - Vehicle steering column device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular steering column device which allows the position of a steering wheel to be adjusted as a driver intends.SOLUTION: Loads in the vertical direction and the cross direction applied to a steering wheel by a driver as the position adjustment direction of the steering wheel are detected by pressure sensors 54, 56 in the vertical direction and the cross direction attached to a steering jacket and taken into a main calculation function part 67 of an adjustment control device 66. On the basis of detection output of the pressure sensors 54, 56, a motor 20 of the vertical direction drive mechanism and a motor 41 of a telescopic drive mechanism are respectively driven and the steering wheel is moved along the load action direction to perform position adjustment.

Description

  The present invention relates to a vehicle steering column apparatus, and more particularly to a vehicle steering column apparatus that can adjust the height position (vertical direction position) and the front-rear direction position of a steering wheel that serves as an operation unit in the steering apparatus.

  Conventionally, as this type of vehicle steering column device, for example, those described in Patent Literature 1 and Patent Literature 2 have been proposed.

  In the steering column device described in Patent Document 1, an operation unit arranged on a surface of the steering wheel on the side opposite to the driver side of the spoke unit, and the steering wheel in the vertical direction according to the operation of the operation unit. A contact portion that performs switching for moving in the front-rear direction, and the operation portion includes an operation knob that can swing in a longitudinal direction along the vertical direction of the steering wheel and a direction orthogonal to the longitudinal direction. It is what. As a result, when the position of the steering wheel is adjusted in the vertical direction and the front-rear direction, a hand operation with the so-called steering wheel is possible.

  Further, in the steering column device described in Patent Document 2, when a driver applies a vertical load to the steering wheel with a willingness to adjust the position while holding the steering wheel, the load is detected by a torque sensor. The steering jacket is oscillated and displaced in the load acting direction.

JP 2007-317537 A JP-A-4-237672

  However, in the steering apparatus described in Patent Document 1, the operation knob must be individually operated for each of the vertical direction and the front-rear direction, which requires a plurality of operations and is complicated.

  The steering device described in Patent Document 2 focuses only on the so-called tilt function, which is a function of adjusting the steering wheel in the vertical direction. Therefore, when performing a tilt operation, the steering column is tilted about a predetermined axis. Therefore, the angle of the steering wheel, that is, the angle of the steering wheel surface facing the driver is inevitably changed with the tilt operation, and the steering wheel surface is raised with the tilt operation. There is a problem that it is difficult to operate the steering wheel if it is turned. This means that there is a deviation between the steering wheel movement direction desired by the driver and the actual movement direction.

  The present invention has been made paying attention to such a problem. In adjusting the position of the steering wheel, it is possible to adjust the position in the vertical direction and the front-rear direction, as well as the steering as the driver desires. Provided is a vehicle steering column device in which the position of the wheel can be adjusted, and as a result, no deviation occurs between the direction of movement of the steering wheel desired by the driver and the actual direction of movement. It is.

  According to the first aspect of the present invention, a mounting bracket fixed to a vehicle body, a steering jacket supported by the mounting bracket, rotatably inserted into and supported by the steering jacket, and a steering wheel coupled to one end. Without changing the angle of the axis of the steering jacket, the vertical position adjustment means for adjusting the vertical position of the steering wheel relative to the mounting bracket without changing the angle of the axis of the steering jacket, and without changing the angle of the axis of the steering jacket, Based on the detection output of the load detecting means, the load detecting means for detecting the load acting on the steering wheel, the load detecting means for detecting the load acting on the steering wheel, and the load on the steering wheel. The direction of the applied load is identified as the magnitude of the load in the vertical direction and the magnitude of the load in the longitudinal direction, and the vertical position adjustment means and the longitudinal position adjustment means according to the load action direction and the magnitude of the load. And a control means for giving a drive command to at least one of the position adjustment means. A vehicle steering column device is provided.

  Preferably, as described in claim 2, the vehicle is provided with adjustment intention input means for inputting an adjustment intention by a driver when adjusting the position of the steering wheel, and the control means is configured such that the vehicle is in a stopped state, and Only when there is an adjustment intention input by the adjustment will input means, a drive command is given to at least one of the position adjustment means in the vertical direction and the position adjustment means in the front-rear direction according to the direction of the load applied to the steering wheel. Is output.

  Further, as a specific configuration of the vehicle steering column device according to claim 2, as described in claim 3, the vertical position adjustment means has one end attached to the steering jacket and the other end attached to the mounting bracket. The first link member and the second link member that are supported and the displacement of the first link member and the second link member, which are provided on the mounting bracket side, are moved in the direction in which the shaft support portions of the first link member and the second link member on the mounting bracket side approach or separate The drive unit comprises a vertical drive mechanism, and the steering jacket is not accompanied by a change in the angle of the axis of the steering jacket according to the sliding displacement between the shaft support portions of the first link member and the second link member. It is assumed to be displaced in the vertical direction perpendicular to the axial direction.

  On the other hand, the front-rear direction position adjusting means includes a telescopic drive mechanism that relatively slides the outer jacket and the inner jacket with respect to a steering jacket including an outer jacket and an inner jacket inserted thereinto. The jacket and the inner jacket are slid relative to each other in the axial direction.

  In this case, as described in claim 4, the vertical position adjusting means includes a regulating means for regulating the axis of the steering jacket to be parallel to each other before and after adjustment of the steering jacket in the vertical direction. It is desirable.

  More specifically, as described in claim 5, the drive unit of the vertical drive mechanism includes a screw shaft, a nut member that is screwed to the screw shaft, and a motor that rotationally drives the screw shaft. The nut member that slides and displaces as the screw shaft rotates is provided with shaft support portions of the first link member and the second link member, while the telescopic drive mechanism is screwed into the non-rotating screw shaft. And a motor that rotationally drives the nut member, and one end of the non-rotating screw shaft is fixed to the inner jacket.

  Further, as described in claim 6, the load detecting means includes a load detecting means for detecting a load acting in a direction perpendicular to the axial direction of the steering jacket, and a load acting in the axial direction of the steering jacket. It is desirable that the load detecting means in the front-rear direction for detecting the above are independent of each other.

  In this case, as described in claim 7, the load detecting means in the vertical direction is constituted by a pair of pressure sensors arranged at the upper and lower ends of the outer jacket in which the inner jacket is inserted. The front-rear direction load detection means is constituted by a pressure sensor arranged on a screw shaft forming a telescopic drive mechanism.

  In addition, in order to prevent an excessive force from being applied to each part while protecting the drive system, as described in claim 8, the mechanical displacement of the movable part of the steering jacket or the vertical drive mechanism can be reduced. Based on the mechanical displacement of the movable portion of the inner jacket or the telescopic drive mechanism, while comprising stop position detection means for detecting that the steering wheel has reached the stroke end of the vertically adjustable stroke, It is desirable to provide stop position detecting means for detecting that the steering wheel has reached the stroke end of the stroke that can be adjusted in the front-rear direction.

  Therefore, in at least the first aspect of the present invention, when the driver applies a force to the steering wheel with the intention to adjust the position, the load applied to the steering wheel is detected by the load detection means. Further, based on the detection output by the load detection means, the control means is whether the direction of application of the load applied to the steering wheel is the vertical direction or the front-rear direction, or is bidirectional in the vertical direction and the front-rear direction. Each is identified. Then, by applying a drive command to at least one of the vertical position adjustment means and the longitudinal position adjustment means in accordance with the load action direction, the load action direction applied to the steering wheel is imitated. Thus, the position of the steering wheel is adjusted.

  According to the first aspect of the present invention, the position of the steering wheel is adjusted according to the driver's will because the steering wheel moves and adjusts its position in accordance with the direction of load applied to the steering wheel. Can be adjusted, and no extra operation is required. Further, it is possible to prevent a problem that the steering wheel operation is difficult due to the change in the angle of the steering wheel surface.

  According to the second aspect of the present invention, since the adjustment will input means for inputting the adjustment intention by the driver at the time of adjusting the position of the steering wheel, the position of the inadvertent staying wheel contrary to the driver's intention is provided. Changes can be prevented and safety can be ensured.

  According to the third and fifth aspects of the present invention, the two position adjusting means move the steering wheel in accordance with the direction of the load applied to the steering wheel in order to move the steering wheel in directions orthogonal to each other. Therefore, drive control is easy.

  According to the fourth aspect of the present invention, there is provided the restricting means for restricting the axis of the steering jacket to be parallel to each other before and after the adjustment of the steering jacket in the vertical direction. Even if only the adjustment is performed, it is possible to prevent a problem that the steering wheel operation becomes difficult due to a change in the angle of the steering wheel surface.

  According to the sixth and seventh aspects of the present invention, the load detecting means is such that the load detecting means in the vertical direction and the load detecting means in the front-rear direction are independent from each other and the detection directions are orthogonal to each other. Therefore, it is not necessary to perform a complicated calculation when identifying the direction of load action, and the position of the steering wheel can be quickly adjusted simply by applying a load to the steering wheel. Further, since the respective moving directions of the two position adjusting means coincide with the respective detecting directions of the two load detecting means, one of the position adjusting means is driven and controlled based on the detection result of the one load detecting means. What is necessary is that drive control is easy.

  According to the eighth aspect of the invention, there is provided stop position detecting means for detecting that the steering wheel has reached the stroke end of the adjustable stroke in the vertical direction and the front-rear direction based on the actual mechanical displacement. Therefore, the vertical position adjustment means and the front / rear direction position adjustment means can be stopped based on the detection output from the stop position detection means, so that an excessive force is not applied to the weight detection means while protecting the drive system. This is advantageous in terms of operational stability.

1 is a diagram showing a first embodiment of a vehicle steering column device according to the present invention, and is a perspective view showing a schematic structure of an entire electrically adjustable steering column device. Side surface explanatory drawing of the steering column apparatus shown in FIG. Front explanatory drawing which looked at FIG. 3 from the left. Cross-sectional explanatory drawing along the AA line of FIG. The perspective view seen from the upper part, after removing some components of FIG. Cross-sectional explanatory drawing along the BB line of FIG. Explanatory drawing at the time of position adjustment operation of the steering wheel by a driver | operator. FIG. 8 is an enlarged explanatory view of the steering wheel in FIG. 7. The perspective view which expanded the principal part of FIG. The perspective view which looked at the site | part equivalent to FIG. 9 from the opposite direction. Cross-section explanatory drawing of the principal part of the pressure sensor provided in the outer jacket. The system block circuit diagram of the drive control system for position adjustment of a steering wheel. FIG. 3 is a circuit explanatory diagram showing details of a motor drive circuit. The flowchart which shows the outline of the process sequence in the system of a drive control system.

  1 and subsequent drawings show a more specific form for carrying out the steering column device for a vehicle according to the present invention, and in particular, FIG. 1 shows a perspective view of the entire electrically adjustable steering column device. 2 is a side explanatory view of the steering column device of FIG. 1, FIG. 3 is a front explanatory view of FIG. 2 viewed from the left, and FIG. 4 is a cross-sectional explanatory view taken along line AA of FIG. Respectively. Further, FIG. 5 shows a perspective view seen from above after removing some components of FIG. 1, and FIG. 6 shows a cross-sectional explanatory view along the line BB of FIG.

  First, before explaining the detailed structure of each part, an overall schematic structure based on the minimum components and its behavior will be described.

  As shown in FIG. 3 in addition to FIGS. 1 and 2, the illustrated steering column device is roughly divided into a drive unit 1 having a mounting bracket 2 as a base, and a steering jacket ( Column jacket) 3 and a first link member 4 and a second link member 5 which are arranged between the drive unit 2 and the steering jacket 3 so as to cross the bridge and cross in an X shape. As shown in FIG. 5 in addition to FIGS. 1 and 2, a single second link member 5 having a three-dimensional shape, which will be described later, is disposed inside the vehicle width direction (direction orthogonal to the plane of FIG. 2). The first link member 4 is disposed on each side (outside) of the link member 5.

  The drive unit 1 and the steering jacket 3 are arranged along the longitudinal direction of the vehicle body, and the mounting bracket 2 constituting the drive unit 1 is configured so that the front side is inclined downward by a predetermined angle. Directly and firmly fixed to. Accordingly, since the steering column device is fixed to the vehicle body with the front side inclined downward by a predetermined angle, the left end of FIG. 2 is not actually the front side of the vehicle and the right end of FIG. 2 is not the rear side of the vehicle. 2 will be described as the front side and the right end of FIG. 2 as the rear side. Then, the boss portion of the steering wheel W is attached to the rear end portion (the right end portion in FIG. 2) of the steering shaft 6 that is rotatably supported by the steering jacket 3. The details of the steering wheel W are as shown in FIG. 8, and the steering wheel W is not shown in FIGS. Further, the front end portion of the steering shaft 6 is connected to the steering gear via a joint, an intermediate shaft, etc. (not shown).

  The mounting bracket 2 is formed by fixing a frame 7 having a convex shape in the front-rear direction to the lower side of the mounting plate 2a formed by bending with a metal plate with a bolt 8, and a mounting portion 2b to the vehicle body on the upper front side. Is provided. A convex recess having an open bottom surface is formed on the frame 7 in the front-rear direction. A screw shaft 9 as a screw shaft, a front slider 10 and a rear slider 11 as a pair of nut members are formed in the recess. The motor unit 18 that drives the screw shaft 9 is disposed at the front end of the frame 7 and constitutes the drive unit 1.

  As shown in FIGS. 4 and 5, a screw shaft 9 is disposed in the recess of the frame 7 as a single screw shaft along the longitudinal direction at the center of the recess of the frame 7 as will be described later. A front slider 10 as a front nut member and a rear slider 11 as a rear nut member that can move in a direction approaching or separating from each other are screwed to the screw shaft 9.

  On the other hand, as shown in FIGS. 2 and 5, the pair of left and right first link members 4 are rotatable to the connecting convex portion 3 a at the rear portion of the steering jacket 3 via a pin 12 whose rear end portion is a shaft body. In addition to being connected, the front end portion is rotatably connected to the front slider 10 on the drive unit 1 side shown in FIG. 5 via a pin 13 that is a shaft body. Similarly, as shown in FIG. 5, the second link member 5 is rotatably connected to the front connecting projection 3 b of the steering jacket 3 via a pin 14 that is a shaft body. In addition, the rear end portion is rotatably connected to the rear slider 11 on the drive unit 1 side via a pin 15 that is a shaft body. Accordingly, the first link member 4 and the second link member 5 are arranged in an X shape in a side view, and the first link member 4 and the second link member 5 of these X shapes are arranged. Thus, the steering jacket 3 is substantially suspended and supported by the drive unit 1.

  Here, in FIGS. 2 and 5, a connection portion (a shaft support portion by the pin 13 of the first link member 4 with respect to the front slider 10) and a connection portion (rear side) by the rear pin 15 in the drive unit 1. A line connecting the side slider 11 to the shaft support portion by the pin 15 of the second link member 5 is referred to as a first virtual connection line, and a connecting portion by the front pin 14 in the steering jacket 3 (the front portion of the steering jacket 3). The second link member 5 to the shaft support portion of the second link member 5 and the connecting portion of the rear side pin 12 (the shaft support portion of the first link member 4 to the rear portion of the steering jacket 3) is connected to the second line. If the virtual connection lines are referred to, the first virtual connection line and the second virtual connection line are the steering jacket 3 and its It is set so as to be parallel to the axis of the steering shaft 6 supported in tearing the jacket 3.

  As will be described later, the movement of the first link member 4 and the second link member 5 in the rotational direction is constrained by the support arm portion 16 extended from the mounting bracket 2 shown in FIGS. If the front slider 10 and the rear slider 11 on the drive unit 1 side are moved in directions toward or away from each other, the steering jacket 3 approaches the drive unit 1 via both link members 4 and 5. A separation operation is performed. That is, by moving the front slider 10 and the rear slider 11 in a direction approaching or separating from each other, the steering jacket 3 is translated in the direction perpendicular to the axis of the screw shaft 9, and the vertical position of the steering wheel W is adjusted. Can be adjusted.

  Next, the detailed basic and mechanical structure of each part will be described.

  As shown in FIGS. 1, 2 and 4, the frame 7 has a convex shape in the front-rear direction, and a pair of left and right side plates 7a and front and rear end plates 7b, 7c form a front-rear wall. Yes. In addition, the state which removed the side plate 7a of the rear side other than the attachment bracket 2 from the drive unit 1 is shown in FIG.

  As shown in FIGS. 4 and 5, a screw shaft 9 as a single screw shaft is disposed between the front and rear end plates 7b and 7c along the longitudinal direction, and a pair of guide rods are provided on both sides thereof. 17 are arranged parallel to each other. The screw shaft 9 is divided into two in the longitudinal direction, so that a so-called reverse screw is formed on the front side and the rear side. For example, if the front side is a right screw portion 9a, the rear side is a left screw portion 9b. In this embodiment, as shown in FIGS. 4 and 5, the shaft member having the right-hand thread portion 9a and the shaft member having the left-hand thread portion 9b are connected by screw coupling on the same axis, The nut 9c is used to prevent loosening, but it goes without saying that a single shaft member that has been threaded with a right-hand thread and a left-hand thread may be used. .

  The right screw portion 9a of the screw shaft 9 is screwed with a front slider 10 as a front nut member, and the left screw portion 9b is screwed with a rear slider 11 as a rear nut member at a predetermined distance from each other. In addition, as shown in FIG. 5, leg portions 10 a, 11 a extending laterally of the front slider 10 and the rear slider 11 are guided and supported by both guide rods 17 so as to be slidable.

  2 and 4 and 5, the front end plate 7b has a front / rear position in which a gear box 19 and a front / rear position adjusting motor (electric motor) 20 capable of forward / reverse rotation are integrated. An adjustment motor unit 18 is fixed. As shown in FIG. 4, the gear box 19 includes a worm that is directly rotated by a motor 20 and a worm wheel 21 that meshes with the worm wheel 21. The worm wheel 21 is connected to the end of the screw shaft 9. Yes.

  Therefore, if the screw shaft 9 is driven to rotate in the normal rotation direction (clockwise), for example, by starting the motor 20, the front slider 10 and the rear slider 11 that are screwed to the screw shaft 9 are slid and displaced in a direction away from each other. On the contrary, if the screw shaft 9 is rotationally driven in the reverse rotation direction (counterclockwise), the front slider 10 and the rear slider 11 that are screwed to the screw shaft 9 are slid in a direction in which they approach each other.

  As shown in FIGS. 4 and 5, the pair of left and right first link members 4 are connected to each other at their rear ends by a connecting bar 22 that is considered not to interfere with the second link member 5. The single second link member 5 on the inner side and the pair of first link members 4 on the outer side thereof are arranged in an X shape in a side view, and the first link members in the X shape arrangement. The steering jacket 3 is substantially supported by being suspended from the drive unit 1 via 4 and the second link member 5. The length between the pins 12 and 13 in the first link member 4 and the length between the pins 14 and 15 in the second link member 5 are set to the same length.

  Here, as shown in FIGS. 1, 2, and 4, the side plate 7 a that is a component of the frame 7 of the drive unit 1 is provided with a long hole 23 having a different hole diameter in the longitudinal direction on the front side and the rear side. It is formed along. On the other hand, as shown in FIG. 5, collars 24 through which the pins 13 are inserted are provided on both side portions of the front slider 10, and are inserted into shaft protrusions provided on both side portions of the rear slider 11. A collar 25 is provided. Then, the collars 24 and 25 of both the sliders 10 and 11 are engaged with the long holes 23 shown in FIGS. 1, 2 and 4, so that not only the pair of guide rods 17 described above but also the frame 7 Also in the side plate 7b, which is a component, the both sliders 10, 11 are guided and supported so as to move linearly.

  As shown in FIGS. 1, 2, and 4, support arm portions 16 are formed so as to protrude downward on both sides of the mounting bracket 2 that forms the base of the drive unit 1. The portion 16 overlaps a portion where the first link member 4 and the second link member 5 intersect. Long holes 26 are formed along the longitudinal direction in the longitudinal direction intermediate portion where the first link member 4 and the second link member 5 overlap, and the first virtual connection line is formed in the support arm portion 16. In addition, a long hole 27 in a direction orthogonal to the second virtual connection line is formed so as to overlap the long hole 26. A pin 28 as a shaft body is disposed so as to penetrate these three long holes 26 and 27, and a restricting means for restricting the attitude of the steering jacket 3 by the three long holes 26 and 27 and the pin 28. 29 is formed. In other words, the presence of the restricting means 29 allows the angle between the first link member 4 and the second link member 5 with respect to the axis of the screw shaft 9 to correspond to the distance between the front nut member 10 and the rear nut member 11. Thus, the rotation of the first link member 4 around the pin 13 and the rotation of the second link member 5 around the pin 15 are restricted so as to maintain the predetermined angle, so that the first virtual The connection line, the second virtual connection line, and the axis of the steering jacket 3 including the steering shaft 6 are constrained to be parallel to each other. Note that nuts are screwed to both ends of the pin 28 so as to come into contact with the outer surface of the support arm portion 16 disposed on the outside, thereby preventing the pin 28 from coming off in the axial direction and tilting the pin 28. Is preventing.

  As shown in FIGS. 1, 2, and 4, the steering jacket 3 includes a pipe-shaped outer jacket 30 and a pipe-shaped inner jacket 31. The inner jacket 31 cannot rotate relative to the outer jacket 30. And is slidably inserted in the axial direction. A steering shaft 6 is inserted and supported in the steering jacket 3, and the steering shaft 6 is rotatably supported by bearings 32 and 33.

  Here, the steering shaft 6 shown in FIG. 4 is composed of a solid upper shaft 6a, a pipe-like intermediate shaft 6b, and a solid lower shaft 6c. The upper shaft 6a and the intermediate shaft 6b are integrally welded together, and the intermediate shaft 6b and the lower shaft 6c are spline-coupled at the spline coupling portion 34.

  As is apparent from the above description, the screw shaft 9 as the screw shaft, the front slider 10 as the front nut member and the rear slider 11 as the rear nut member, and the screw shaft 9 are rotated. The drive unit 1 for moving the front slider 10 and the rear slider 11 in the axial direction of the screw shaft 9 in the axial direction of the screw shaft 9 by the motor unit 18 for adjusting the vertical position including the motor 20 for adjusting the vertical position to be driven. It is configured.

  Further, the first link member 4 and the second link member 5 that suspend and support the steering jacket 3 from the drive unit 1 constitute a vertical drive mechanism 50, and the steering jacket 3 is connected to the shaft of the screw shaft 9. A vertical position adjustment means 51 for adjusting the position in the perpendicular direction is configured.

  Here, in the steering jacket 3 shown in FIGS. 1 to 5, in addition to the vertical position adjusting means 51, the longitudinal position adjusting means for adjusting the longitudinal position (axial position) of the swinging wheel W. A telescopic drive mechanism 49 is attached.

  As shown in FIGS. 1 to 3 and FIG. 5, on the outer periphery of the front end portion of the outer jacket 30 in the steering jacket 3, a motor (electric motor) 41 for adjusting the front / rear position that can be driven forward / reversely (for telescopic adjustment) and a gear box. A motor unit 40 for telescopic adjustment that is integrated with 42 is disposed. Further, on the outer periphery of the outer jacket 30, a screw shaft 43 serving as a telescopic adjusting screw shaft is disposed in parallel with the axis of the outer jacket 30. A front end portion of the screw shaft 43 is inserted into the gear box 42, and a rear end portion of the screw shaft 43 is connected to a joint portion 44 provided on the outer periphery of the inner jacket 31. As is apparent from FIGS. 1 and 2, a window 45 is formed in the outer jacket 30 so that a joint 44 on the inner jacket 31 side protrudes from the window 45.

  In the gear box 42 of the telescopic adjustment motor unit 40, as shown in FIG. 6, a telescopic adjustment nut member 46 screwed into the screw shaft 43 is rotatably supported by a bearing, and the nut member A worm wheel 47 is integrally formed on the outer periphery of 46. A worm 48 that is directly driven to rotate by the telescopic adjustment motor 41 is engaged with the worm wheel 47. The telescopic adjustment motor unit 40, the screw shaft 43, the nut member 46 screwed to the motor unit 40, and the like constitute a telescopic drive mechanism 49 as a front-rear direction position adjusting means. The telescopic drive mechanism 49 is substantially the same as that described in Japanese Patent Application Laid-Open No. 2012-11786 previously proposed by the present applicant.

  Therefore, according to the electrically adjustable steering column device of the present embodiment, when both the sliders 10 and 11 slide and move toward or away from each other, they are connected to the sliders 10 and 11 and the steering jacket 3. The first link member 4 and the second link member 5 are also rotationally displaced, and the steering jacket 3 moves toward or away from the upper drive unit 1 as indicated by an arrow a in FIG.

  Even if the vertical position of the steering jacket 3 is adjusted as described above, the axes of the steering shaft 3 remain parallel to each other before and after the adjustment. As a result, the rear end of the steering shaft 6 (see FIG. The angle of the wheel surface of the steering wheel W to be mounted on the right end portion of 2 is not changed at all.

  On the other hand, in the telescopic drive mechanism 49, when the nut member 46 is driven to rotate in the forward direction or the reverse direction via the worm 48 and the worm wheel 47 of FIG. Is rotated at a fixed position, the screw shaft 43 screwed with the nut member 46 moves forward and backward in the longitudinal direction (axial direction) of the steering jacket 3.

  As the screw shaft 43 moves forward and backward, the inner jacket 31 moves forward and backward in the front-rear direction together with the steering shaft 6 with respect to the outer jacket 30. Thereby, the front-rear direction position of the swinging wheel W of FIG. 2 attached to the rear end of the steering shaft 6 can be adjusted as shown by the arrow b.

  Here, in the above structure, the first virtual connection line connecting the pins 13 and 15 on the drive unit 1 side, the second virtual connection line connecting the pins 12 and 14 on the steering jacket 3 side, and Although the axis of the steering jacket 3 including the steering shaft 6 is set to be parallel to each other, the axis of the steering jacket 3 including the steering shaft 6 is not parallel to the first virtual connection line. The intended purpose can be achieved.

  Furthermore, the restricting means 29 for restricting the movement of the first link member 4 is not necessarily limited to that shown in FIGS. For example, a member corresponding to the support arm portion 16 may be provided on the outer jacket 30 side of the steering jacket 3. Further, the first link member 4, the second link member 5, the support arm portion 16, and the pin 28 may be provided separately on the left and right.

  Next, a drive system for adjusting the position of the steering wheel W in the electric adjustable steering column apparatus will be described.

  In the present embodiment, as shown in FIGS. 7 and 8, the driver holds the steering wheel W after sitting on the driver's seat of the vehicle, and the direction in which the position of the steering wheel W is adjusted with respect to the steering wheel W, that is, It is assumed that force (load) is applied in a desired direction between the vertical direction indicated by arrow a in FIG. Then, the direction of the applied force is detected, and the position of the steering wheel W is adjusted by operating one or both of the vertical drive mechanism 50 and the telescopic drive mechanism 49 described above accordingly. It shall be.

  Here, a load detection means for detecting the direction of the load applied to the steering wheel W by the driver as described above when adjusting the position of the steering wheel W in the vertical direction or the front-rear direction will be described.

  In the present embodiment, as will be described later, a pressure sensor 54 as a load detecting means in the vertical direction is provided at the rear end of the outer jacket 30 forming the steering jacket 3 so as to be in contact with the inner jacket 31. Yes (see Figure 4). Similarly, a pressure sensor 56 as a load detecting means in the front-rear direction is provided on a screw shaft 43 as a screw shaft forming a telescopic drive mechanism 49 (see FIG. 1).

  Furthermore, the adjustable stroke, which is the adjustable range by the slide drive mechanism 50 and the telescopic drive mechanism 49 described above, is set in advance to a predetermined size (range) on the control side by managing the rotation speed of the motor. However, in this embodiment, as will be described later, for each adjustable stroke in the vertical direction and the front-rear direction, stop position detection means for detecting whether or not the stroke end has been reached with a mechanical displacement. Are separately provided (see FIGS. 9 and 10). The adjustable stroke range is set in this way because a large load is applied to each pressure sensor 54, 56 when the motor rotates to the mechanical stroke end (operation limit). This is to prevent the sensors 54 and 56 from being damaged.

  9 is an enlarged perspective view of the main part of FIG. 1, and FIG. 10 is a perspective view of the same part as FIG. 9 as viewed from the opposite direction. FIG. 11 shows an enlarged cross-sectional explanatory view of a main part of the pressure sensor 54 provided on the outer jacket 30.

  In addition to FIG. 4, as shown in FIGS. 9 to 11, a pair of holders 52 having a semicircular shape are formed at the rear end portion of the outer jacket 30 in which the inner jacket 31 that is a component of the steering jacket 3 is inserted. As a load detecting means in the vertical direction, a pair of holders 52 and a pair of retainer plates 53 connecting them with screws 53a are fixed to each other with a gap therebetween. A pair of upper and lower pressure sensors 54 are provided. These pressure sensors 54 are arranged so as to face each other in the vertical direction with the inner jacket 31 interposed therebetween as shown in FIG. 4, and more specifically, as shown in FIG. This is a load sensor that detects the load in the compression direction. A cap-shaped protective member 55 is provided on the detection surface of each pressure sensor 54 in order to prevent the detection surface itself from being worn away.

  As described above, when adjusting the position of the Stirling wheel W in the vertical direction (the direction of arrow a in FIG. 7), the driver applied the load in the vertical direction after grasping the steering wheel W (loaded) ), A bending force in the direction perpendicular to the axis acts between the rear end portion of the outer jacket 30 which is a constituent element of the steering jacket 3 and the outer peripheral surface of the inner jacket 31, and either one of the upper and lower sides. The two pressure sensors 54 detect this bending force. For example, when the driver holds the steering wheel W and applies an upward force so as to adjust the position of the steering wheel W to the upper side in FIG. 7, the load applied by the driver is converted into a downward bending force by the inner jacket 31. Is transmitted to the outer jacket 30 side, and this bending force is detected by the lower pressure sensor 54. The inner jacket 31 is slidably supported via two front and rear bushes 35 that are press-fitted and fixed to the inner peripheral surface of the outer jacket 30. Further, biasing means 36 for pressing the inner jacket 31 against the inner surface of the outer jacket 30 is provided, and a pressure sensor 54 is disposed at a position that coincides with the biasing direction of the biasing means 36.

  Further, as shown in FIG. 9 in addition to FIGS. 1, 2 and 5, the screw shaft 43 as the screw shaft forming the telescopic drive mechanism 49 described above has a pressure sensor as load detecting means in the front-rear direction. 56 is provided. The screw shaft 43 forming the telescopic drive mechanism 49 has one end screwed into a fixed-position rotating nut member 46 shown in FIG. 6 and the other end spherical contact 44 shown in FIGS. Is connected to the inner jacket 31 through a pressure sensor 56 interposed in the middle of the screw shaft 43 in the longitudinal direction.

  Then, when adjusting the position of the steering wheel W in the front-rear direction (b direction in FIG. 7), the driver applied a load in the front-rear direction (b direction in FIG. 7) after holding the steering wheel W. If so, the load acts on the screw shaft 43 as a compressive load or a tensile load in the longitudinal direction. As a result, the pressure sensor 56 interposed in the middle portion of the screw shaft 43 is a load sensor having a function of detecting a compressive load or a tensile load acting on the screw shaft 43. As the pressure sensors 54 and 56, not only a load sensor (load cell) but also a piezoelectric element (piezo element) may be used.

  As shown in FIG. 9, a relatively long sensor plate 57 is fixedly arranged with screws 57b on the rear slider 11 as the rear nut member forming the vertical drive mechanism 50 in the figure. The sensor plate 57 extends from the drive unit 1 toward the rear side (steering wheel W side). When adjusting the position of the steering wheel W in the vertical direction (the direction of arrow a in FIG. 7), as described above, the front slider 10 and the rear slider 11 in the drive unit 1 slide in a direction in which they approach or separate from each other. If it is displaced, the sensor plate 57 is also slid accordingly.

  A photoelectric sensor 59 is mounted on the rear end plate 7 c in the drive unit 1 of FIG. 9 together with a plate guide 58 for guiding the sensor plate 57 via a holder plate 60. In the sensor plate 57, openings 57a are formed at front and rear positions corresponding to the stroke end of the vertically adjustable stroke of the steering wheel W, respectively. On the other hand, the photoelectric sensor 59 is a so-called transmission type sensor composed of a light projecting part and a light receiving part that are opposed to each other with the sensor plate 57 interposed therebetween. It is of the type that is turned off by detecting it. The relationship between the sensor plate 57 and the photoelectric sensor 59 is also disclosed in FIGS. 2 and 4, but is not shown in FIG. 1, which shows the same portion as FIG. 9, in order to avoid complication of the drawing. .

  That is, the first link member 4 and the second link member 5 and the drive unit 1 in the X-shaped arrangement described above are slidably displaced in the front-rear direction of the front slider 10 and the rear slider 11. Accordingly, the first link member 4 and the second link member 5 are displaced, and as a result, the steering jacket 3 is translated in the vertical direction, so that the sensor plate 57 fixed to the rear slider 11 If the photoelectric sensor 59 detects the opening 57a on the sensor plate 57 according to the slide displacement in the front-rear direction, at the detection timing, either the stroke end (up or down) of the vertically adjustable stroke of the steering wheel W ( The steering jacket 3 and eventually the steering wheel W reached the stroke limit position) So that it is possible to check and detect the door. Therefore, the photoelectric sensor 59 functions as a stroke end detection means for detecting the stroke end of the vertically adjustable stroke of the steering wheel W.

  Further, as shown in FIG. 10, a relatively long sensor plate 61 is fixedly arranged with screws 62 on the side surface of the inner jacket 31 which is a component of the steering jacket 3, and this sensor plate 61 extends to the outer jacket 30 side along the longitudinal direction. When adjusting the position of the steering wheel W in the front-rear direction, if the inner jacket 31 is slid relative to the outer jacket 30, the sensor plate 61 is also slid accordingly.

  On the side of the outer jacket 30, a photoelectric sensor 64 is mounted via a holder plate 65 together with a plate guide 63 for guiding the sensor plate 61. In the sensor plate 61, openings 61a are formed at front and rear positions corresponding to the stroke ends of the stroke that can be adjusted in the front-rear direction of the steering wheel W, respectively. On the other hand, the photoelectric sensor 64 is a so-called transmission type sensor composed of a light projecting portion and a light receiving portion facing each other with the sensor plate 61 interposed therebetween, and detects the optical axis between the light projecting and receiving portions through the opening 61a on the sensor plate 61 side. By doing so, it is of the type that operates OFF.

  That is, if the photoelectric sensor 64 detects the opening 61a on the sensor plate 61 according to the slide displacement in the front-rear direction of the sensor plate 61, the front-rear adjustable stroke of the steering wheel W is detected at the detection timing. It is possible to confirm and detect that the inner jacket 31 and thus the steering wheel W has reached any stroke end (stroke limit position). Therefore, the photoelectric sensor 64 functions as a stroke end detection means for detecting the stroke end of the stroke that can be adjusted in the front-rear direction of the steering wheel W.

  FIG. 12 is a system block circuit diagram of a drive control system for adjusting the position of the steering wheel W.

  The adjustment control device 66 in the drive control system of FIG. 12 includes a drive determination circuit unit 68 and two motor drive circuits 69 and 70 in addition to a main calculation function unit 67 configured with a microcomputer. As a matter of course, the main arithmetic function unit 67 includes a CPU, a ROM and a RAM, and an input / output interface necessary for exchanging signals with the outside.

  As will be described later, the drive determination circuit unit 68 has a function of determining whether a condition necessary for the position adjustment is satisfied prior to the position adjustment of the steering wheel W in the vertical direction or the front-rear direction. The drive determination circuit 68 receives signals from the vehicle speed sensor 71, the parking (parking) brake operation switch 72, the shift lever position (position) sensor 73, and the adjustment start switch 74. The adjustment start switch 74 functions as an adjustment will input means for inputting an adjustment intention by the driver when adjusting the position of the steering wheel W. As shown in FIG. 8, for example, any adjustment such as a spoke of the steering wheel W is possible. Mounted in position.

  That is, in the drive determination circuit unit 68, the vehicle speed is zero and the parking brake is activated (braking) based on the signals from the vehicle speed sensor 71, the parking (parking) brake operation switch 72, and the shift lever position (position) sensor 73. ) And when the adjustment start switch 74 is further operated (for example, pressing operation) on the condition that the shift lever is in the stop state at the P (parking) position. For the first time, the position of the steering wheel W can be adjusted. This is in order to disable inadvertent position adjustment of the steering wheel W against the driver's will.

  In addition to the pressure sensor 54 serving as the load detecting means in the vertical direction described above, the detection output of the pressure sensor 56 serving as the load detecting means in the front-rear direction is input to the main arithmetic function unit 67. One motor drive circuit 69 is for the motor 20 on the vertical drive mechanism 50 side described above, and the other motor drive circuit 70 is for the motor 41 on the telescopic drive mechanism 49 side described above. belongs to. The main calculation function unit 67 performs a predetermined calculation based on signals input from the pressure sensors 54 and 56, and determines the direction and magnitude of the load applied to the steering wheel W by the driver. Based on the identification, a predetermined drive command is given to the motor drive circuit 69 or 70 based on that, and the drive command is given to one or both of the vertical drive mechanism 50 and the telescopic drive mechanism 49.

  Further, as described above, as the stroke end detection means for detecting that the steering wheel W has reached the stroke end of the adjustable stroke in the vertical direction or the front-rear direction for each of the vertical direction drive mechanism 50 and the telescopic drive mechanism 49. Since the photoelectric sensors 59 and 64 are individually provided, the detection outputs of these photoelectric sensors 59 and 64 are also input to the main calculation function unit 67.

  Since both the motor drive circuits 69 and 70 shown in FIG. 12 are of a system that drives the respective motors 20 or 42 in the forward rotation direction or the reverse rotation direction in accordance with a command from the main calculation function unit 67, Both have the same structure, and the detailed structure is shown in FIG.

  As shown in FIG. 13, the motor drive circuits 69 and 70 are bridges composed of four FETs (field effect transistors) 76 to 79 in a driver circuit 75 that forms part of the motor drive circuits 69 and 70. A circuit is connected, and each of the FETs 76 to 79 is driven by a pulse signal based on a duty ratio based on PWM modulation (pulse width modulation) (switching operation), whereby a current supplied to each motor 20 or 41 is supplied. By arbitrarily controlling, each motor 20 or 41 is driven in the forward / reverse rotation direction at substantially variable speed.

  Each motor 20, 41 has a rotation speed sensor 80 for detecting the rotation speed of the corresponding motor 20, 41, and the detection output of the rotation speed sensor 80 is taken into the main calculation function unit 67. In addition to being used as the current position information within the adjustable stroke of the vertical drive mechanism 50 and the telescopic drive mechanism 49 described above, it is based on the magnitude of the detected load by appropriately performing a differential operation. Compared with the set target speed (rotation speed), the control is performed to correct the amount of current supplied to each motor 20 or 41.

  As is clear from the above description, the adjustment control device 66 shown in FIG. 12 governs the drive control of the vertical drive mechanism 50 and the telescopic drive mechanism 49 described above, and is conceptually a steering wheel. It functions as a control means for adjusting the position of W in the vertical direction and the front-back direction.

  Next, a procedure for adjusting the position of the steering wheel W in the vertical direction and the front-back direction based on the function of the adjustment control device 66 will be described with reference to the flowchart of FIG.

  As described above, in the present embodiment, as shown in FIG. 7, the driver sits on the driver's seat of the vehicle and then holds the steering wheel W shown in FIG. Against the direction in which the position of the steering wheel W is to be adjusted, that is, the desired direction in the up-down direction (arrow a direction in FIG. 7) and the front-rear direction (b direction in FIG. 7) or an oblique direction therebetween. (Load) shall be applied. Then, the direction of the applied force and the magnitude of the force are detected, and either one or both of the vertical drive mechanism 50 and the telescopic drive mechanism 49 are operated accordingly, and the position of the steering wheel W is determined. To be adjusted.

  In step S1, it is determined whether or not the wheel position adjustment condition is satisfied when the position of the steering wheel W is adjusted. Here, based on the signals from the vehicle speed sensor 71, the parking (parking) brake operation switch 72, and the shift lever position (position) sensor 73, the vehicle speed is zero and the parking brake is in an operating (braking) state, and It is assumed that the primary condition is established when the shift lever is at the P (parking) position.

  Then, in step S2, it is determined whether or not the adjustment start switch 74 as the adjustment will input means attached to the steering wheel W in FIG. As described above, when all the conditions of step S1 and step S2 are satisfied, the drive determination circuit unit 68 outputs a permission signal that enables the position adjustment of the steering wheel W to the main arithmetic circuit unit 67 for the first time, Otherwise, the position adjustment of the steering wheel W remains impossible.

  In step S3, as shown in FIG. 7, after the driver is seated in the driver's seat of the vehicle, the driver holds the steering wheel W and adjusts the position of the steering wheel W relative to the steering wheel W, that is, the vertical direction ( A force (load) is applied in any one desired direction or an oblique direction therebetween in the direction of arrow a in FIG. 7 and the front-back direction (in the direction of arrow b in FIG. 7).

  Thus, when a predetermined load is applied to the steering wheel W by the driver, in Steps S4 and S5, these loads are individually detected by the vertical pressure sensor 54 and the front-rear pressure sensor 56, and immediately the main load is detected. Input to the arithmetic circuit section 67.

  Here, for example, a timer (not shown) is started using the timing at which the adjustment start switch 74 is operated as a trigger signal, a predetermined load is applied to the steering wheel W within a predetermined time set by the timer, and the timer Only when the load is detected by the respective pressure sensors 54 and 56, the main arithmetic function unit 67 accepts the detection output from the respective pressure sensors 54 and 56. The timer setting time is preset in the adjustment control device 66 as, for example, about several seconds to several tens of seconds.

  As described above, it is possible to adjust the position of the steering wheel W only when the load is applied to the steering wheel W within the set time of the timer under the condition that the driver operates the adjustment start switch 74. This is to prevent inadvertent position adjustment unintended by the driver.

  In step S4, for example, when an upward load (a load in a direction in which the steering wheel W is pulled upward) is applied to the steering wheel W, the rear end portion of the inner jacket 31 that is a component of the steering jacket 3 is applied. The magnitude of the upward bending force is detected by the upper pressure sensor 54 shown in FIG. In addition, when a downward load is applied to the steering wheel W (a load that pushes the steering wheel W downward), the magnitude of the bending force applied downward to the rear end portion of the inner jacket 31 is as shown in FIG. The lower pressure sensor 54 shown in FIG.

  On the other hand, for example, when a forward load (a load in the direction of moving the steering wheel W away from the driver along the axis of the steering shaft 6 on which the steering wheel W is mounted) is applied to the steering wheel W, Since it acts as a compressive load in the longitudinal direction (axial direction) on the screw shaft 43 of FIG. 9 which is a component of the telescopic drive mechanism 49, the direction and magnitude of the load, that is, the compressive load applied to the screw shaft 43 And its size is detected by the pressure sensor 56 in the front-rear direction. Further, when a backward load (a load in a direction in which the steering wheel W is brought closer to the driver along the axis of the steering shaft 6) is applied to the steering wheel W, a screw that is a component of the telescopic drive mechanism 49 Since it acts on the shaft 43 as a tensile load in the longitudinal direction (axial direction), the acting direction and magnitude of the load, that is, the tensile load applied to the screw shaft 43 and the magnitude thereof are also measured by the pressure sensor 56 in the front-rear direction. Detected.

  Then, in the main calculation function unit 67 in the adjustment control device 66, as the processing in steps S6 and S7, each motor 20 or 41 is provided on the condition that the pressure detection level of each pressure sensor 54, 56 is a predetermined level or more. The direction in which the motor 20 of the vertical drive mechanism 50 for adjusting the position in the vertical direction of the steering wheel W should be driven, the speed thereof, and the position in the front-rear direction of the steering wheel W The direction in which the motor 41 of the telescopic drive mechanism 49 should be driven and the speed thereof are specified, and a drive command is output to each motor drive circuit 69 or 70 to drive each motor 20 or 41 forward or reverse. . As a result, as long as the driver applies a load to the steering wheel W, the steering wheel W moves at a predetermined speed in a direction in which the load is applied substantially following the load application mode. .

  On the other hand, the main calculation function unit 67 in the adjustment control device 66 monitors the load detection level from the pressure sensor 54 or 56 in real time as the processing of steps S8 and S9, even while the motor 20 or 41 is being driven. In subsequent steps S12 and S13, when the load that has been applied to the steering wheel W is unloaded, the motor 20 or 41 in the corresponding direction is immediately stopped. This is because when the load that was previously applied to the steering wheel W is unloaded, the position of the steering wheel W becomes the adjustment position desired by the driver, and the driver can load up to that point at that timing. This is because it is determined that the item is unloaded.

  Further, the current position of the steering wheel W within the adjustable stroke in each direction is grasped by the adjustment control device 66 based on the output of the rotational speed sensor 80 of the motors 20 and 41, and can be adjusted in the vertical direction or the front-back direction. If it is determined that the steering wheel W has reached the stroke end of the stroke, even if a load is still applied to the steering wheel W, the motor 20 at that point Or the drive of 41 is stopped. The stroke end of this adjustment stroke is set before the mechanical operation limit, and is set so that a large load does not act on the pressure sensor by stopping the motors 20 and 41 before the mechanical operation limit. Yes.

  However, when the current position within the adjustable stroke in each direction of the steering wheel W is grasped by counting the output from the rotation speed sensor 80 as described above, a deviation occurs from the actual position. Sometimes. Therefore, in the present embodiment, as described above, the vertical drive mechanism 50 has a combination of the sensor plate 57 and the photoelectric sensor 59, and the telescopic drive mechanism 49 has a combination of the sensor plate 61 and the photoelectric sensor 64. Each monitors the current position within an adjustable stroke based on the actual mechanical displacement.

  In steps S10 and S11, when it is detected that each photoelectric sensor 59 or 64 has reached the stroke end within the corresponding adjustable stroke, the load applied to the steering wheel W is unloaded. Regardless of whether or not the motor 20 or 41 is forcibly stopped at steps S12 and S13 at the timing when the stroke end is reached.

  As described above, in steps S14 and S15, the steering wheel W is moved in the vertical direction and the front-rear direction according to the load application mode based on the direction and magnitude of the load applied to the steering wheel W at will by the driver. The position adjustment in the direction is complete.

  Here, when a load load by the driver is not applied to the steering wheel W within the set time of the timer that starts on the condition that the adjustment start switch 74 provided on the steering wheel W of FIG. 8 is operated. In this case, after the adjustment start switch 74 is operated again, the driver is notified with a visual display or the like that the steering wheel W should be loaded.

  Thus, according to the drive control system of the present embodiment, the steering wheel W moves and adjusts its position following the direction of load applied to the steering wheel W. The position of the steering wheel W can be adjusted in the street, especially when both vertical and longitudinal adjustments are required, since both adjustments are made in parallel, It becomes unnecessary.

  In addition, the adjustment of the steering wheel W only in the front-rear direction does not involve a change in the angle of the axis of the steering jacket 3 (steering shaft 6), and the steering wheel surface is difficult to operate due to the change in the angle of the steering wheel surface. Can be prevented.

  In addition, since the adjustment start switch 74 is provided as an adjustment intention input means for inputting an adjustment intention by the driver when adjusting the position of the steering wheel W, an inadvertent change in the position of the steering wheel W against the intention of the driver is provided. This can be prevented in advance and is also suitable in terms of safety.

  Further, since the pressure sensor 54 as the load detection means in the vertical direction and the pressure sensor 56 as the load detection means in the front-rear direction are independent of each other, complicated calculation is performed when identifying the load acting direction. There is no need, and the position of the steering wheel W can be quickly adjusted simply by applying a load to the steering wheel W.

  In addition, both the vertical drive mechanism 50 and the telescopic drive mechanism 49 detect a stroke end that detects that the steering wheel W has reached the stroke end of the adjustable stroke in the vertical direction and the longitudinal direction based on the actual mechanical displacement. Since the photoelectric sensors 59 and 64 are provided as detection means, the driving of each motor 20 or 41 in the vertical drive mechanism 50 and the telescopic drive mechanism 49 is stopped based on the detection output of the photoelectric sensors 59 and 64. Therefore, it is possible to prevent an excessive force from being applied to the pressure sensors 54 and 56 while protecting the drive system, which is excellent in terms of operation stability.

DESCRIPTION OF SYMBOLS 1 ... Drive unit 2 ... Mounting bracket 3 ... Steering jacket 4 ... 1st link member (up-down direction position adjustment means)
5 ... 2nd link member (up-down direction position adjustment means)
6 ... Steering shaft 9 ... Screw shaft (screw shaft)
10: Front slider (front nut member)
11: Rear slider (rear nut member)
13 ... pin (shaft support)
20 ... motor 25 ... pin (shaft support)
29 ... Restricting means 30 ... Outer jacket 31 ... Inner jacket 41 ... Motor 43 ... Screw shaft (screw shaft)
46 ... Nut member 49 ... Telescopic drive mechanism (front-rear direction position adjusting means)
DESCRIPTION OF SYMBOLS 50 ... Up-down direction drive mechanism 51 ... Up-down direction position adjustment means 54 ... Up-down direction pressure sensor (Up-down direction load detection means)
56... Pressure sensor in the front-rear direction (load detection means in the front-rear direction)
57 ... Sensor plate 59 ... Photoelectric sensor (stop position detection means)
61 ... sensor plate 64 ... photoelectric sensor (stop position detecting means)
66 ... Adjustment control device (control means)
74 ... Adjustment start switch (Adjustment will input means)
W ... Steering wheel

Claims (8)

A mounting bracket fixed to the vehicle body,
A steering jacket supported by the mounting bracket;
A steering shaft rotatably inserted into and supported by the steering jacket and having a steering wheel coupled to one end;
Vertical position adjustment means for adjusting the vertical position of the steering wheel relative to the mounting bracket without changing the angle of the axis of the steering jacket;
Front / rear direction position adjusting means for adjusting the position of the steering wheel in the front / rear direction relative to the mounting bracket without changing the angle of the axis of the steering jacket;
Load detecting means for detecting a load acting on the steering wheel;
Based on the detection output of the load detection means, the action direction of the load applied to the steering wheel is identified as the magnitude of the load in the vertical direction and the magnitude of the load in the front-rear direction. And a control unit that gives a drive command to at least one of the vertical position adjustment unit and the front-rear direction position adjustment unit according to the height,
A vehicle steering column device characterized by comprising: The vehicle steering column device according to claim 1,
An adjustment will input means for inputting an adjustment will by the driver when adjusting the position of the steering wheel;
The control means includes a vertical position adjustment means and a longitudinal position adjustment according to the direction of the load applied to the steering wheel only when the vehicle is in a stopped state and there is an adjustment intention input by the adjustment intention input means. A vehicle steering column device, characterized in that it outputs a drive command to at least one of the position adjusting means. The vehicle steering column device according to claim 2,
The vertical position adjusting means includes a first link member and a second link member that are pivotally supported at one end by a steering jacket and at the other end by a mounting bracket, respectively, and provided on the mounting bracket side. A vertical drive mechanism is constituted by a drive unit that slides and displaces the shaft support portions of the first link member and the second link member in a direction to approach or separate from each other,
The first link member and the second link member are displaced in the vertical direction perpendicular to the axial direction of the steering jacket without changing the angle of the axial line of the steering jacket according to the sliding displacement between the shaft support portions of the second link member. Yes,
The front-rear direction position adjusting means is
About the steering jacket consisting of the outer jacket and the inner jacket inserted therein, it is configured with a telescopic drive mechanism that causes the outer jacket and the inner jacket to slide relative to each other,
A steering column device for a vehicle, wherein the outer jacket and the inner jacket are slid relative to each other in the axial direction. In the vehicle steering column device according to claim 3,
The vehicle vertical column position adjusting means includes a restricting means for restricting the axis of the steering jacket to be parallel to each other before and after adjustment of the steering jacket in the vertical direction. The vehicle steering column device according to claim 3 or 4,
The drive unit of the vertical drive mechanism is composed of a screw shaft, a nut member screwed to the screw shaft, and a motor that rotationally drives the screw shaft.
While the nut member that slides and displaces along with the rotational drive of the screw shaft, the shaft support portions of the first link member and the second link member are provided,
The telescopic drive mechanism is composed of a non-rotating screw shaft, a nut member screwed to the non-rotating screw shaft, and a motor that rotationally drives the nut member.
One end portion of the non-rotating screw shaft is fixed to an inner jacket. In the vehicle steering column device according to any one of claims 1 to 5,
The load detecting means includes a vertical load detecting means for detecting a load acting in a direction orthogonal to the axial direction of the steering jacket, a longitudinal load detecting means for detecting a load acting in the axial direction of the steering jacket, A steering column device for a vehicle, characterized in that are independent of each other. The vehicle steering column device according to claim 6,
While the load detection means in the vertical direction is configured with pressure sensors arranged in a pair of upper and lower at the opening end of the outer jacket in which the inner jacket is inserted,
The vehicular steering column device is characterized in that the load detecting means in the front-rear direction includes a pressure sensor arranged on a screw shaft forming a telescopic drive mechanism. In the steering column device for vehicles according to any one of claims 1 to 7,
While provided with stop position detection means for detecting that the steering wheel has reached the stroke end of the vertically adjustable stroke, based on the mechanical displacement of the movable portion of the steering jacket or the vertical drive mechanism,
Stop position detection means for detecting that the steering wheel has reached the stroke end of the longitudinally adjustable stroke based on the mechanical displacement of the movable portion of the inner jacket or the telescopic drive mechanism is provided. A steering column device for a vehicle.

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