JP2016008003A - Steering device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering device which absorbs an impact load while clearly setting a stroke end.SOLUTION: A steering device includes: a rack housing 15 which houses a rack shaft 16; rack ends 22 which are respectively attached to both end parts of the rack shaft 16 outside of the rack housing 15 to be connected with the rack shaft 16; and impact absorption members 40, each of which is provided between the rack housing 15 and the rack end 22. Each impact absorption member 40 includes: an elastic part 41 provided between the rack housing 15 and the rack end 22; and a restriction part 42 which restricts compression of the elastic part 41 that exceeds a certain amount. The restriction part 42 has an elastic modulus which is set higher than that of the elastic part 41 and lower than that of the end plate 43.

Description

  The present invention relates to a steering device.

  Conventionally, there is a steering device that changes the angle of a steered wheel by transmitting the rotation of a steering shaft accompanying steering of a steering wheel to a rack and pinion mechanism (see, for example, Patent Document 1). The rack and pinion mechanism converts the rotational motion of the steering shaft into linear motion of the rack shaft. A tie rod is rotatably connected to the shaft end of the rack shaft via a rack end. The linear movement of the rack shaft is transmitted to the steered wheels via the rack end and the tie rod.

  In a steering apparatus including a rack and pinion mechanism, the rack end abuts against a rack housing that houses the rack shaft, and thus the movement of the rack shaft and, consequently, the steered range of the steered wheels are mechanically restricted. On the other hand, if the angle of the steered wheels changes due to the vehicle climbing on a curb, etc., a strong impact may be applied to the steering system due to the reverse input accompanying the change in the angle of the steered wheels acting on the rack end. There is. Therefore, in the steering device of Patent Document 1, an elastic body is disposed between the rack end and the rack housing so as to absorb the impact load at the time of so-called end contact where they abut.

Japanese Patent No. 4696483

  According to the steering device of Patent Document 1, the impact at the time of end contact is surely alleviated. However, at the time of end contact, the rack end and the rack housing come into contact with each other via an elastic body provided between them. For this reason, there are some drivers who feel uncomfortable in steering the steering wheel due to the elastic feeling of the elastic body when the end is hit. That is, it is difficult to determine the stroke end if it is intended to ensure shock absorption, and it is difficult to ensure the shock absorption if it is desired to clearly define the stroke end. Note that the stroke end refers to a limit at which the steering wheel can be steered.

  The present invention has been made in view of these problems, and an object of the present invention is to provide a steering device that can ensure shock absorption while clearly defining a stroke end.

  A steering device that can achieve the above object includes a steered shaft that reciprocates in an axial direction, a housing that houses the steered shaft, and a joint that is attached to both ends of the steered shaft and connected to steered wheels. And an impact absorbing member that is provided between the housing and the joint in the moving direction of the steered shaft and absorbs an impact when they come into contact with each other. The impact absorbing member is provided between an end receiving portion with which the joint abuts as the steered shaft moves, and the end receiving portion provided between the end receiving portion and the housing. And an elastic part that is sandwiched and compressed by the housing and between the end receiving part and the housing and at a radial position of the steered shaft with respect to the elastic part and exceeds a certain amount of the elastic part A restricting portion for restricting compression, and the restricting portion is set to have a higher elastic modulus than the elastic portion and lower in elastic modulus than the end receiving portion.

  According to this configuration, the restricting portion is less likely to be elastically deformed than the elastic portion. For this reason, when a small load is applied, the restricting portion restricts compression deformation exceeding a certain amount of the elastic portion. For this reason, the elastic feeling at the time of the end contact | abutting which a control part and a housing contact | abut is suppressed, and a stroke end is defined clearly. Further, since the restricting portion also has elasticity, the restricting portion is also compressed and deformed when a large impact load is applied. Therefore, the elastic portion can be further compressed and deformed, so that the impact load can be absorbed more.

It is preferable that each of the elastic portion and the restricting portion has a cylindrical shape inserted through the steered shaft, and the restricting portion is provided inside the elastic portion.
According to this configuration, when the elastic portion is compressively deformed, deformation of the elastic portion toward the steered shaft is suppressed by the restricting portion.

The restricting portion is preferably made of hard resin or soft metal.
According to this configuration, it is possible to deal with a larger impact load by giving the restricting portion appropriate elasticity.

  It is preferable that the restriction portion is set to have a shorter length in the axial direction than the elastic portion. When the restricting portion is sandwiched between the end receiving portion and the housing as the steered shaft moves, compression exceeding a certain amount of the elastic portion is restricted.

  Since the stroke end is determined by the restricting portion, it is possible to reduce the elasticity of the elastic portion.

  According to the present invention, it is possible to provide a steering device that can ensure shock absorption while clearly defining a stroke end.

Schematic of a steering device. Sectional drawing which shows schematic structure of the rack end vicinity. The perspective sectional view of an impact-absorbing member. The graph which shows the relationship between the stroke at the time of end contact and load. Sectional drawing which shows the rack end vicinity at the time of a load effect | action. Sectional drawing which shows the rack end vicinity at the time of a load effect | action. Sectional drawing which shows the rack end vicinity at the time of a load effect | action. Sectional drawing which shows the rack end vicinity at the time of a load effect | action.

Hereinafter, an embodiment in which the steering device is embodied as an electric power steering device will be described.
As shown in FIG. 1, the electric power steering device 10 includes a steering mechanism 13 that transmits the rotation of the steering wheel 11 to the steered wheels 12, and an assist device 14 that assists the steering of the steering wheel 11.

  The steering mechanism 13 includes a rack housing 15 as a housing extending along the width direction of the vehicle, and a rack shaft 16 as a steering shaft housed in the rack housing 15 in a shape extending along the width direction of the vehicle. It has. The steering mechanism 13 includes a steering shaft 17 that rotates together with the steering wheel 11, and a rack and pinion that converts the rotation of the steering shaft 17 into a linear movement along the axial direction X indicated by an arrow in the drawing of the rack shaft 16. And a mechanism 18.

  The assist device 14 includes a motor 19 disposed outside the rack housing 15, and a ball screw mechanism 21 that converts a rotational motion transmitted from the motor 19 through the belt 20 into a linear motion of the rack shaft 16. The assist device 14 generates an assist force that moves the rack shaft 16 in the axial direction X by driving the motor 19 in conjunction with the steering of the steering wheel 11 by the driver.

  Further, tie rods 23 are rotatably connected to both ends of the rack shaft 16 via rack ends 22 as joints. The steered wheels 12 are assembled to the tips of these tie rods 23, respectively.

  The rack shaft 16 linearly extends in the axial direction X by the steering force applied to the rack shaft 16 by the driver steering the steering wheel 11 and the assist force applied from the assist device 14 to the rack shaft 16 in conjunction with the steering. Moving. The angle of the steered wheels 12 is changed by transmitting the linear movement of the rack shaft 16 to the steered wheels 12 via the tie rods 23 connected to both ends of the rack shaft 16.

Next, the configuration of the end portion of the rack shaft 16 will be described. Note that the two end portions have the same configuration, except that the left and right directions are different.
As shown in FIG. 2, the rack end 22 is a ball joint, and includes a ball stud 31 having a ball portion 31a provided at the tip thereof, and a socket 32 that accommodates the ball portion 31a so as to be rotatable and bendable. Yes. Inside the socket 32, a spherical seat 32a corresponding to the spherical shape of the ball portion 31a is mounted. The ball stud 31 is flexibly connected to the socket 32 by fitting the ball portion 31a to the spherical seat 32a. The end of the ball stud 31 opposite to the ball portion 31 a is fixed to the end of the tie rod 23 opposite to the steered wheel 12, so that the tie rod 23 is flexibly connected to the rack shaft 16.

  The rack end 22 is fixed to the rack shaft 16 by the socket 32 being screwed into the end of the rack shaft 16. A cylindrical portion 34 that protrudes toward the rack shaft 16 is formed on the end surface 33 of the socket 32 on the rack shaft 16 side. A male screw portion 35 is formed on the outer peripheral surface of the cylindrical portion 34. On the other hand, a circular hole 36 concentric with the rack shaft 16 is provided at the end of the rack shaft 16. A female screw portion 37 corresponding to the male screw portion 35 is formed on the inner peripheral surface of the circular hole 36. The socket 32 is fixed to the end of the rack shaft 16 by the male screw part 35 being screwed into the female screw part 37. The end surface 33 of the socket 32 is also the end surface 33 of the rack end 22.

  An insertion portion 15 a through which the rack shaft 16 is inserted passes through the rack housing 15 in the axial direction X. An end portion of the rack housing 15 is provided with an enlarged diameter portion 15b into which the socket 32 is inserted. The inner diameter of the enlarged diameter portion 15b is set larger than the inner diameter of the insertion portion 15a. A regulation surface 15c orthogonal to the axial direction X is formed at a boundary portion between the insertion portion 15a and the enlarged diameter portion 15b. A fitting portion 15d, which is a flange-like concave portion, is formed on the inner peripheral surface of the end portion on the regulating surface 15c side in the enlarged diameter portion 15b.

  The outer diameter of the socket 32 is set larger than the inner diameter of the insertion portion 15a of the rack housing 15 and smaller than the inner diameter of the enlarged diameter portion 15b. For this reason, as the rack shaft 16 moves, so-called end contact occurs in which the end surface 33 comes into contact with the regulating surface 15c. Therefore, an impact absorbing member 40 is provided between the regulating surface 15c of the rack housing 15 and the end surface 33 of the rack end 22 in order to reduce the impact at the time of end contact.

  As shown in FIG. 3, the shock absorbing member 40 includes a cylindrical elastic part 41, a cylindrical restriction part 42 provided on the radially inner side of the elastic part 41, and the elastic part 41 and the restriction part 42. An end plate 43 having an annular shape is provided as an end receiving portion that abuts on one end face.

  The elastic part 41 is made of an elastic material such as rubber or synthetic resin. On the outer peripheral surface of the second end portion (upper end portion in FIG. 3) of the elastic portion 41 opposite to the end plate 43, a collar-like fitting portion 41a is provided. A tapered surface 41b is provided on the peripheral surface of the fitting portion 41a. The taper surface 41b is reduced in diameter toward the second end of the elastic portion 41. The elastic portion 41 is required to have a shock absorption property that does not cause a failure in each portion of the electric power steering apparatus 10 even if a certain load set with reference to the load applied at the time of end application is applied a certain number of times.

  As shown in FIG. 2, the shock absorbing member 40 is inserted into the enlarged diameter portion 15 b from the second end face side of the elastic portion 41. The rack shaft 16 penetrates the shock absorbing member 40 inside the enlarged diameter portion 15b. The second end surface of the elastic portion 41 is in contact with the regulation surface 15 c of the rack housing 15. Further, the fitting portion 41 a of the elastic portion 41 is fitted to the fitting portion 15 d of the rack housing 15. When the fitting portion 41a is fitted into the fitting portion 15d, the shock absorbing member 40 is fixed inside the enlarged diameter portion 15b.

  The restricting portion 42 is made of hard resin or soft metal having a higher elastic modulus than the elastic portion 41 and a lower elastic modulus than the end plate 43. For example, the hard resin includes a hard resin among urethane resins and the like, and the soft metal includes a metal such as copper which is softer than iron. The outer diameter of the restricting portion 42 is formed to be substantially the same as the inner diameter of the elastic portion 41. The restricting portion 42 is fitted to the inner peripheral surface of the elastic portion 41. The inner diameter of the restricting portion 42 is set larger than the inner diameter of the insertion portion 15 a in the rack housing 15. Furthermore, the length L2 of the restricting portion 42 in the axial direction X is set to be shorter than the length L3 of the elastic portion 41. However, the length L3 is the length in the axial direction X of the elastic portion 41 when the load accompanying the end pad is not acting. For this reason, at the time of end contact, the elastic portion 41 is crushed in the axial direction X, so that the restricting portion 42 contacts the restricting surface 15 c of the rack housing 15.

  The end plate 43 is made of a metal having a higher elastic modulus than the elastic portion 41 and the restricting portion 42, and the outer diameter thereof is set slightly smaller than the inner diameter of the enlarged diameter portion 15 b in the rack housing 15. The inner diameter of the end plate 43 is set slightly larger than the outer diameter of the end portion of the rack shaft 16. The end plate 43 is fixed to the first end surfaces (left end surfaces in FIG. 2) of the elastic portion 41 and the restricting portion 42 by a fixing means such as an adhesive. As a result, the elastic portion 41, the restricting portion 42, and the end plate 43 are integrally provided. The central axes of the elastic part 41, the restricting part 42, and the end plate 43 coincide with each other. Further, the side surface of the end plate 43 on the rack end 22 side functions as an abutting surface 43a that abuts on the end surface 33 of the rack end 22 when the end plate is applied.

  When a normal load is applied, such as when the steering operation is normally performed during low-speed driving or when the steering operation is performed while gradually moving in a garage or the like, the elastic portion 41 is compressed and deformed in the axial direction X, so that the end contact The shock of time is absorbed. The compression margin L1 that can be compressed by the elastic portion 41 at this time is defined by the difference between the length L2 of the restricting portion 42 and the length L3 of the elastic portion 41 in the axial direction X. That is, the amount that the elastic portion 41 can be compressed is limited by the length of the restricting portion 42. Further, when an impact load stronger than a normal load is applied due to curb climbing or the like, not only the elastic portion 41 but also the restricting portion 42 is deformed in the axial direction X, so that the impact at the time of end contact is more absorbed. .

  There is a relationship shown in the graph of FIG. 4 between the stroke in the axial direction X of the rack end 22 and the load acting on the elastic portion 41 at the time of end contact. In FIG. 4, the following three cases (A), (B), and (C) are plotted separately. Note that the coordinate scale is not completely unified for convenience.

(A) A case where the restricting portion 42 is not provided.
(B) A case where a restricting portion 42 having a high elastic modulus comparable to that of the end plate 43 and hardly exhibiting elasticity is provided.

(C) The case where the restricting portion 42 having a lower elastic modulus than the end plate 43 and showing a certain degree of elasticity is provided.
As indicated by a one-dot chain line in FIG. 4, when the stroke is not regulated without providing the regulating portion 42, the load gradually increases as the stroke increases. This is because a load is transmitted between the rack end 22 and the rack housing 15 via the elastic portion 41. That is, when the elastic portion 41 absorbs the load, a rapid increase in the load is suppressed. When the compression limit of the elastic part 41 is exceeded, the load increases rapidly.

  As shown by the dotted line in FIG. 4, when the restricting portion 42 having almost no elasticity is provided, the load gradually increases corresponding to the stroke amount as in the case where the stroke is not restricted up to a certain stroke. However, when a certain stroke is exceeded, the load increases rapidly. Here, the certain stroke refers to the movement distance of the rack end 22 until the end surface 33 comes into contact with the restriction surface 15c via the restriction portion 42 when the position where the end surface 33 comes into contact with the contact surface 43a is used as a reference. (= L1). That is, since the load cannot be absorbed by the restriction portion 42 coming into contact with the restriction surface 15c, the load increases rapidly with respect to the stroke amount.

  As shown by a solid line in FIG. 4, when the restriction portion 42 having a low elastic modulus is provided to restrict the stroke, the elastic portion 41 absorbs the load as in the case where the stroke restriction is not performed until a certain stroke. The load increases gradually corresponding to the stroke amount. Then, after the elastic portion 41 is compressed and the compression margin L1 disappears and the end surface 33 of the rack end 22 comes into contact with the restriction surface 15c of the rack housing 15 via the restriction portion 42, the load increases rapidly. However, in this example, since the restricting portion 42 has elasticity, it is compressed and deformed in the axial direction X. The increase in load is moderated by the amount of this compressive deformation. Further, a larger load can be absorbed as the restricting portion 42 is compressed and deformed. As the restricting portion 42 is compressed and deformed, the elastic portion 41 is further compressed and deformed. By compressive deformation of the restricting portion 42 and the elastic portion 41, the load can be absorbed more than when the restricting portion 42 having almost no elasticity is provided. In addition, since the restricting portion 42 is deformed, a sudden increase in load is reduced.

  From the above, in order to clarify the stroke end (dead end feeling), it is better to provide the restricting portion 42, and the restricting portion 42 may have a certain degree of elasticity from the viewpoint of securing shock absorption. preferable. Therefore, in this example, the restricting portion 42 is provided, and the elastic modulus of the restricting portion 42 is set higher than that of the elastic portion 41 and lower than that of the end plate 43.

Next, the operation of the shock absorbing member 40 will be described.
First, the load assumed in the electric power steering apparatus 10 will be described. Here, the assumed load is divided into a normal load and an abnormal load.

  The normal load is such a load that end contact occurs but the restricting portion 42 hardly deforms. That is, the normal load is a relatively weak load when the end contact occurs when the vehicle is normally operated at a low speed and the steering operation is performed normally or when the steering operation is performed while the vehicle is slowly moving into a garage or the like.

  The load at the time of abnormality is such a load that end contact occurs and the restricting portion 42 is also deformed. The load at the time of abnormality is a relatively strong impact load when an end contact occurs due to curb climbing or the like.

  As shown in FIG. 5A, when the steering wheel 11 is not steered to the vicinity of the operation limit, the end surface 33 of the rack end 22 and the contact surface 43a of the end plate 43 are in a state of being separated from each other. From this state, when a positive input accompanying steering or a reverse input from the steered wheel 12 is applied to the rack shaft 16, the end surface 33 of the rack end 22 approaches the regulating surface 15 c of the rack housing 15 according to the steering direction. The rack shaft 16 moves in the direction.

  As shown in FIG. 5B, when the steering wheel 11 is steered to the vicinity of the operation limit, the end surface 33 of the rack end 22 contacts the contact surface 43 a of the end plate 43 of the shock absorbing member 40. In this state, since a large load is not applied to the impact absorbing member 40, a gap S exists between the restricting portion 42 and the restricting surface 15 c of the rack housing 15. That is, since the length L2 of the restricting portion 42 is shorter than the length L3 of the elastic portion 41, a gap S corresponding to the short length is formed. When the rack shaft 16 is further moved so that the end surface 33 of the rack end 22 approaches the regulating surface 15c of the rack housing 15 in the state where the gap S is formed, the elastic portion 41 starts to be compressed along with the movement. The gap S is gradually reduced.

  As shown in FIG. 5C, when the steering wheel 11 is steered to the operation limit by a normal load, the clearance S is eliminated and the restricting portion 42 comes into contact with the restricting surface 15c. At this time, the elastic portion 41 is compressed in the axial direction X between the end surface 33 of the rack end 22 and the restriction surface 15c of the rack housing 15 to be shortened to a length L2 equal to the restriction portion 42, and the gap S is formed. The compression allowance L1 becomes zero due to the disappearance. The compression allowance L1 is zero when the restricting portion 42 comes into contact with the restricting surface 15c and the gap S disappears. Further, when the elastic portion 41 is compressed and deformed in the axial direction X, if there is a gap between the elastic portion 41 and the fitting portion 15d, the elastic portion 41 expands in the gap. In the present embodiment, the restricting portion 42 is not deformed by a normal load. That is, since the restriction is made by the restricting portion 42, there is little discomfort due to the elastic feeling by the elastic portion 41, and the stroke end can be clearly determined.

  5C, when the steering wheel 11 is steered in the reverse direction by the driver from the state in which the elastic portion 41 is compressed in the axial direction X, the end surface 33 of the rack end 22 becomes the regulating surface 15c of the rack housing 15. Separate from. As the distance is increased, the elastic portion 41 extends in the axial direction X, and returns to the non-end contact state shown in FIG. 5A through the state shown in FIG. 5B.

  As shown in FIG. 5D, when an abnormal load exceeding the normal load is applied to the shock absorbing member 40, the restricting portion 42 is contracted to a length L2a shorter than the normal length L2. Further, the elastic portion 41 is further compressed beyond the compression allowance L1. Therefore, a larger impact can be absorbed.

  When the end surface 33 of the rack end 22 is separated from the restriction surface 15 c of the rack housing 15, the elastic portion 41 and the restriction portion 42 are not loaded unless the abnormal load exceeds the elastic limit of the elastic portion 41 and the restriction portion 42. Returns to the non-end contact state shown in FIG. 5A through the states shown in FIGS. 5C and 5B, respectively.

As described above, according to the present embodiment, the following effects can be achieved.
(1) When a normal load is applied, the stroke of the rack shaft 16 is regulated by the regulating portion 42, so that the stroke end is clearly defined. Compared with the case where the restriction part 42 is not provided, the driver of the vehicle is less likely to feel the elasticity associated with the compressive deformation of the elastic part 41 when the end is applied, and can clearly grasp the stroke end.

  (2) When a large load such as an abnormal load is applied, the restricting portion 42 is deformed by being compressed in the axial direction X. For this reason, when a normal load is applied, the elastic part 41 whose compression deformation exceeding the length L2 is restricted by the restriction part 42 is further compressed and deformed. Therefore, a larger impact can be absorbed. A decrease in drivability is also suppressed.

  (3) By elastically deforming the fitting portion 41 a of the elastic portion 41 and fitting it into the fitting portion 15 d of the rack housing 15, the shock absorbing member 40 has the restriction surface 15 c of the rack end 22 and the end surface 33 of the rack housing 15. Fixed between. Therefore, a new member for fixing the shock absorbing member 40 to the rack housing 15 is not required. Moreover, since the taper surface 41b is provided, it is easy to insert in the enlarged diameter part 15b.

  (4) By providing the end plate 43, it is possible to prevent stress from concentrating on a part of the elastic portion 41 and the restricting portion 42 during the end application. This is because the stress generated in the elastic portion 41 and the restricting portion 42 is dispersed and uniformed by the planar shape of the end plate 43. Deformation of the weakest part of the electric power steering device 10 can be suppressed by the stress concentration.

  (5) The elastic part 41 is provided on the outer peripheral surface of the restricting part 42. For this reason, when the elastic part 41 compressively deforms, the elastic deformation of the elastic part 41 toward the rack shaft 16 side is suppressed by the restricting part 42.

In addition, you may change the said embodiment as follows.
In the above embodiment, the elastic part 41 may be configured by an elastic member having no viscosity such as a coil spring.

-In above-mentioned embodiment, fitting part 41a, 15d does not need to be provided. In this case, the elastic portion 41 is preferably fixed to the rack housing 15 using an adhesive or the like.
In the above embodiment, the positional relationship between the elastic part 41 and the restricting part 42 may be as follows. That is, the elastic portion 41 may be provided on the radially inner side of the restricting portion 42.

In the above embodiment, the shock absorbing member 40 may be fixed to the end surface 33 of the rack end 22.
In the above embodiment, it is desirable that the restricting portion 42 be a hard resin or a soft metal.

  In the above embodiment, the electric power steering device 10 is implemented, but a hydraulic power steering device, a non-power steering device, or a steer-by-wire (SBW) may be used. May be.

Next, the technical idea that can be grasped from the embodiment will be added below.
(A) When the fitting portion is provided in the elastic body, a groove (fitting portion 15d in the above embodiment) is fitted inside the housing to be fitted and fixed to the fitting portion of the elastic body. Is provided.

  DESCRIPTION OF SYMBOLS 10 ... Steering device, 11 ... Steering wheel, 12 ... Steering wheel, 13 ... Steering mechanism, 14 ... Assist device, 15 ... Rack housing, 15a ... Insertion part, 15b ... Diameter expansion part, 15c ... Restriction surface, 15d ... Fitting Joint part, 16 ... rack shaft, 17 ... steering shaft, 18 ... rack and pinion mechanism, 19 ... motor, 20 ... belt, 21 ... ball screw mechanism, 22 ... rack end, 23 ... tie rod, 31 ... ball stud, 31a ... Ball part, 32 ... Socket, 32a ... Spherical seat, 33 ... End face, 34 ... Cylindrical part, 35 ... Male thread part, 36 ... Circular hole, 37 ... Female thread part, 40 ... Shock absorbing member, 41 ... Elastic part, 41a ... Fitting Joint part, 41b ... taper surface, 42 ... regulating part, 43 ... end plate, 43a ... contact surface.

Claims (4)

A steering shaft that reciprocates in the axial direction;
A housing that houses the steered shaft;
Joints that are respectively attached to both ends of the steered shaft and connected to steered wheels;
An impact absorbing member that is provided between the housing and the joint in the moving direction of the steered shaft and absorbs an impact when they abut,
The impact absorbing member includes an end receiving portion with which the joint comes into contact with the movement of the steered shaft;
An elastic part provided between the end receiving part and the housing and sandwiched between the end receiving part and the housing and compressed as the steered shaft moves;
A regulating portion that is provided between the end receiving portion and the housing and at a radial position of the steered shaft with respect to the elastic portion and restricts compression exceeding a certain amount of the elastic portion;
The steering device is configured such that the restricting portion is set to have a higher elastic modulus than the elastic portion and lower in elastic modulus than the end receiving portion. The steering apparatus according to claim 1, wherein
The elastic part and the restricting part each have a cylindrical shape inserted through the steered shaft,
The steering unit is provided in the elastic portion.   The steering apparatus according to claim 1 or 2, wherein the restricting portion is made of hard resin or soft metal. In the steering device according to any one of claims 1 to 3,
The restriction portion is set to have a shorter length in the axial direction than the elastic portion,
A steering device in which compression exceeding a certain amount of the elastic portion is restricted by the restriction portion being sandwiched between the end receiving portion and the housing as the steered shaft moves.