CN205273594U - Steering spindle bearing structure - Google Patents

Abstract

The utility model provides a steering shaft support structure, which reliably disengages the steering shaft during a collision, and can control the disengagement direction to suppress interference with peripheral devices. In the area in front of the cabin, there is a support member (21) that supports the steering shaft (s3) on the body side member (19), and the support member (21) includes: a lower division member (23), which is fixed to the vehicle body On the side member (19), the middle support member (A) that supports the steering shaft (s3) from below; and the upper split member (22), which is extended in the vehicle width direction (Y), while The lower split member (23) is engaged, and clamps and fixes the intermediate support (A) from above, wherein, the upper split member (22) is provided with a claw (223) on the outer end of the vehicle width direction (Y). , which engages with the lower split member (23), deforms when receiving a load from the steering shaft (s3), and separates from the lower split member (23).

Description

A steering shaft support structure

technical field

The utility model relates to a steering shaft supporting structure for installing a steering shaft connecting a steering wheel and a steering gear on a vehicle body.

Background technique

A vehicle is equipped with a steering device, and a steering force is generated when a driver rotates a steering wheel having the steering device. Steering force is input to the steering gear through a plurality of shafts arranged in a row. The steering gear turns the front wheels by converting the input steering force into a left-right steering force and transmitting the steering force to the front wheels.

When such a steering device is mounted on the vehicle body, the steering wheel side and the steering gear side are mounted on rigid members of the vehicle body at opposite positions of the vehicle body, and in the front-rear direction connecting these members, the middle part of the long steering shaft is mounted On the main part of the body side. For example, the middle part of the steering shaft is sometimes fixed by a bracket to a side member or a spring chamber with high rigidity in the engine room in front of the vehicle compartment. (For example, refer to Patent Document 1).

When such a vehicle collides, the side member or the spring chamber will move toward the rear of the vehicle (cabin side), so the steering shaft will also be pushed toward the rear of the vehicle. At this time, if the intermediate portion of the steering shaft is fixed by a bracket as in Patent Document 1, the steering shaft may move rearward together with the side member or the spring chamber and protrude toward the interior of the vehicle.

Therefore, conventionally, the steering shaft is disengaged by deforming the bracket at the time of collision, so as to prevent the steering shaft from pushing into the vehicle interior.

[Patent Document 1] Japanese Patent Application Laid-Open No. 9-263248

Technical problems to be solved by the utility model

However, during a collision, the middle portion of the steering shaft generally receives an upward load, and in addition, loads are input in various directions depending on the type of collision and the shape of the vehicle body. Therefore, in the existing structure, depending on the collision mode and the shape of the bracket, the steering shaft cannot be accurately disengaged during the collision. In addition, deviation occurs in the displacement direction when the steering shaft is disengaged, and there is a possibility of interference with peripheral devices, especially with components inside the vehicle, and there is room for improvement.

The object of the present invention is to provide a steering shaft support structure, which can reliably disengage the steering shaft during a collision, and can suppress interference with peripheral devices by controlling the disengagement direction.

Utility model content

The steering shaft support structure of the present invention is provided with a support member for supporting the steering shaft through a member on the side of the vehicle body in the area in front of the vehicle compartment, and is characterized in that the support member includes: a lower division member fixed to the vehicle body and an intermediate support member that supports the steering shaft from below; and an upper split member that extends in the vehicle width direction and engages with the lower split member at both ends to clamp it from above. The intermediate support is fixed, and claws are provided on the outer end portion of the upper split member in the vehicle width direction, which are engaged with the lower split member and are deformed when a load exceeding a predetermined value is applied from the steering shaft. Detach it from the lower split member.

The steering shaft support structure of the present utility model is characterized in that the lower division member has a force-receiving part, which is formed in a concave shape that opens upward, and fixes the lower half of the middle support member of the steering shaft, so The above dividing member is formed in a semicircular arc shape conforming to the shape of the upper outer peripheral portion of the intermediate support.

The steering shaft support structure of the present utility model is characterized in that the intermediate support has a bearing member arranged around the center of the shaft and is rotatable relative to the steering shaft, and the steering shaft passes through the upper split member and the The lower division member is supported by the member on the vehicle body side by sandwiching the bearing member.

The steering shaft support structure of the present invention is characterized in that the bearing member has a protrusion protruding from its outer peripheral surface and fitting into a hole formed on the upper split member.

The steering shaft support structure of the present invention is characterized in that the lower split member has: a lower half-fixed part, which is fixedly installed on the side of the vehicle body; and a lower half-fastening part, which is fastened to the lower half-fixed part The vehicle width direction inner side is integrated, and the upper split member engages with the lower half fixing part and the lower half fastening part.

The steering shaft supporting structure of the present invention is characterized in that the supporting member is supported on the side wall of the spring chamber facing inwardly in the vehicle width direction.

The steering shaft support structure of the present invention is characterized in that the lower split member has: a lower half fixed part, which is fixedly installed in the spring chamber on the side of the vehicle body; and a lower half fastening part, which is fastened to the lower The semi-fixed part is integrated on the inner side in the vehicle width direction, and the upper split member is engaged with the lower half-fixed part and the lower half-fastened part.

Utility Model Effect

In the present utility model, when a load (pushing force) greater than the specified load (pressing force) is applied to the upper split member on the steering shaft bearing the overload, the claws on the outside of the upper split member in the vehicle width direction are deformed and away from the lower split member, so the upper split The member moves inwardly in the vehicle width direction while being swung around the inner end in the vehicle width direction as a fulcrum. According to this, displacement above the steering shaft intermediate support can be tolerated, and the steering shaft can be reliably disengaged, so that displacement of the steering shaft toward the vehicle interior side can be suppressed.

In addition, when the steering shaft is detached from the support member, the upper split member is always located inside the intermediate support in the vehicle width direction, so that the steering shaft can be suppressed from moving inward in the vehicle width direction. Therefore, it is possible to suppress the steering shaft from being displaced inward in the vehicle width direction and interfering with peripheral devices and the like when detached from the supporting member. In this way, by controlling the detachment of the steering shaft above the intermediate support, the steering shaft can be reliably detached during a collision, and the detachment direction can be controlled to suppress interference with peripheral devices.

Description of drawings

1 is an overall schematic configuration diagram of a steering device with a steering shaft support structure according to an embodiment of the present invention;

2 is a plan view of a clamping member used in the steering shaft support structure of FIG. 1 and a main part of a steering shaft;

3 is an enlarged oblique view of a state in which a steering shaft used in the steering shaft supporting structure of FIG. 1 is pivotally supported by a spring chamber;

Fig. 4 is a side partial sectional view of the steering shaft support structure of Fig. 1 in the middle clamping part of the steering shaft, wherein Fig. 4(a) is an explanatory diagram before and after fastening of the lower half fastening part, and Fig. 4(b ) is an explanatory diagram before and after the upper split member is separated;

Fig. 5 shows the clamping member whose lower part is welded on the spring chamber in the steering shaft support structure of Fig. 1, wherein Fig. 5(a) shows a side view of the supporting member, Fig. 5(b) shows a front view of the supporting member, Fig. 5 (c) represents a partial front view in the c direction in Fig. 5 (a);

Fig. 6 is an exploded oblique view of main parts of a support member used in the steering shaft support structure of Fig. 1;

7 is a side view of main parts of the steering shaft support structure of FIG. 1, in which the stable state of the steering shaft row is shown by a solid line, and the displacement position when an overload input occurs due to a vehicle collision is shown by a two-dot chain line.

Symbol Description

2 vehicles

3 front wheels

4 steering device

5 cars

7Engine compartment (the area in front of the compartment)

8 steering wheel

9 steering gear

19 Spring chamber (body side component)

21 support member

22 split components

223 jaws

23 split components

231 force department

225 holes

24 fixed bracket (lower half fixed part)

241 fixed side engaging part

25 lower half fastening part

251 fastening end

252 curved main part

253 fastening side snap part

254 end flange

27 bearing components

274 raised part

b1, b2 opening

F1 outside force surface

f2 fastening surface

F3 inner force surface

j1～j3 universal joints

nt nut

s1 spindle (steering axis)

s2 extension shaft (steering shaft)

s3 intermediate shaft (steering shaft)

A intermediate support

Y vehicle width direction

Sa steering shaft row

V bolt

detailed description

Hereinafter, the steering shaft support structure 1 of this embodiment which is an example of the steering shaft support structure of this invention is demonstrated.

The steering shaft support structure 1 is provided with a support member 21 that supports an intermediate shaft s3 that constitutes a steering device 4 that steers the front wheels 3 (only the right side is shown) of the vehicle 2 shown in FIG. 1 via the vehicle body side. The middle part of the steering shaft of the support frame. The supporting member 21 is fixedly attached to the spring chamber 19 which is a rigid member on the vehicle body side in the front area of the vehicle compartment 5 , that is, inside the engine compartment 7 housing an engine not shown.

The steering device 4 is arranged in the vehicle compartment 5 in the center (the left side in FIG. 1 ) and the engine compartment in the front through the dash panel 6 at the front part (the right side in FIG. 1 ) in the longitudinal direction X of the vehicle 2. 7 in.

The steering device 4 includes a steering wheel 8 arranged in the vehicle compartment 5 , a steering gear 9 arranged in the engine room 7 , and a steering shaft row in which a plurality of shaft members s1 to s4 connecting the steering wheel 8 and the steering gear 9 are connected in series. Sa.

When the driver rotates the steering wheel 8 , the steering force is transmitted from the main shaft s1 integrated with the steering wheel 8 to the steering gear 9 on the front end side of the input shaft s4 through the other plurality of shaft members s2 to s4 .

A chassis frame is disposed below the engine room 7, and the chassis frame is provided with a side member 13 extending in the front-rear direction X and a front end cross member 131 integrated with the front portion of the side member 13. The front end cross member 131 is fastened with a Steering gear 9.

The steering gear 9 receives the steering force input from the steering wheel 8 to the steering shaft row Sa from the input shaft s4 on the front end side, and converts the input steering force into a direction in the vehicle width direction (direction perpendicular to the paper surface in FIG. 1 ). steering force. In addition, the vehicle width direction is shown by the symbol Y in FIGS. 2-5.

The steering force from the steering gear 9 is transmitted to the steering knuckles 12 of the left and right front wheels 3 (only the left side is shown in FIG. Switching of the driving direction of the vehicle 2. The main body 901 of the steering gear 9 incorporates a hydraulic power steering mechanism that assists the driver in steering, and has a function of assisting the steering force with hydraulic pressure from a pump (not shown) operated by the output of the engine.

Hereinafter, the steering shaft support structure 1 of the steering shaft row Sa constituting the main part of the steering device 4 and the spring chamber 19 which is a rigid member for attaching the steering shaft row Sa to the vehicle body side will be described.

The steering shaft row Sa has a plurality of shaft members s1 to s4 as steering shafts and a plurality of universal joints j1 to j3 connecting the adjacent shaft members s1 to s4, and is long in the front-rear direction as a whole, forming It is an arrangement state in which the front end side (the right side in FIG. 1 ) is bent downward.

The steering shaft row Sa consists of the main shaft s1 integrated with the steering wheel 8, the extension shaft s2 connected to the front side of the main shaft s1 through the universal joint j1, the intermediate shaft s3 connected to the front side of the extension shaft s2 through the universal joint j2, and the Universal joint j3 is composed of input shaft s4 connected with intermediate shaft s3. The lower portion of the front end of the input shaft s4 is connected to the steering gear 9 .

The main shaft s1 is rotatably supported by a steering column 14 . The steering column 14 is attached via a bracket 16 and a bracket 161 to a front cross member 15 extending in the vehicle width direction (direction perpendicular to the paper surface in FIG. 1 ) Y near the upper portion of the dash panel 6 .

As shown in FIG. 1, a through hole (not shown) is formed in the dash panel 6 between the vehicle compartment 5 and the engine compartment 7, and the extension shaft s2 passes through the vehicle compartment side bearing portion while passing through the through hole. 18 is rotatably supported on the dash panel 6 .

As shown in FIGS. 1 , 2 , and 3 , an intermediate shaft s3 inclined downward is connected to the front end of the extension shaft s2 through a universal joint j2 , and the intermediate shaft s3 is supported on the spring chamber 19 through the steering shaft support structure 1 .

The steering shaft support structure 1 includes a support member 21 that sandwiches an intermediate support A that is provided as a shaft support on the intermediate shaft s3 of the steering device 4 on the outer periphery of the intermediate shaft s3. superior. The intermediate support A is provided with a bearing member 27 which fits externally on the intermediate shaft s3. The bearing member 27 is provided rotatably around the center of the intermediate shaft s3. Steering shaft support structure 1, as shown in Fig. 3, Fig. 4 (a) and Fig. 4 (b), adopts that the upper split member 22 and the lower split member 23 of the support member 21 are fixedly mounted on the structure. The structure of the spring chamber 19 of the rigid member of the engine compartment 7 .

The outer peripheral portion of the bearing member 27 (intermediate support A) is sandwiched by the upper division member 22 and the lower division member 23 constituting the support member 21 . Essentially, the intermediate shaft s3 is supported by the spring chamber 19 by the bearing member 27 and the supporting member 21 . That is, the intermediate shaft s3 is axially rotatably supported on the spring chamber 19 .

The bearing member 27 includes a cylindrical bearing 271 fitted on the periphery of the intermediate shaft s3 and an elastic member (rubber) 272 covering the periphery of the cylindrical bearing 271 . The bearing member 27 is supported by sandwiching the periphery of the elastic member 272 between the supporting member 21 (the upper split member 22 and the lower split member 23 ).

As shown in FIG. 6 , a pair of flange portions 273 protruding in the radial direction are formed on the edges of both ends of the elastic member 272 in the axial direction. The relative offset of the member 27 (intermediate shaft s3 ) in the axial direction. In addition, on the outer peripheral surface of the elastic member 272, a protrusion 274 that fits into the hole 225 formed in the upper division member 22 is protrudingly formed. The protrusion 274 fits into the hole 225 of the upper division member 22, thereby positioning the bearing member 27 and the support member 21 (the upper division member 22) while preventing the bearing member 27 (intermediate support A) from moving relative to the support member 21. rotation.

Hereinafter, the lower division member 23 constituting the lower portion of the support member 21 will be described.

As shown in FIG. 4 , the lower split member 23 has: a fixing bracket 24 as a lower half fixing portion welded to the side wall of the spring chamber 19 facing inward in the vehicle width direction Y; and a lower half fastening portion 25, it is screwed on the bottom of fixed support 24. The lower split member 23 is composed of a combination of the fixed bracket 24 and the lower half fastening portion 25, and thus is formed as a lower portion of the intermediate support A (bearing member 27) that supports the intermediate shaft s3 from the lower side.

The fixing bracket 24 is formed as a curved bracket that bends and extends in the vertical direction. The fixing bracket 24 is welded and fixed to the side wall of the spring chamber 19 at multiple places through the welded portion w (see FIG. 5( a ), FIG. 5( b )).

As shown in FIGS. 4 , 5 , and 6 , an outer force-receiving surface f1 inclined obliquely upward toward the outside in the vehicle width direction Y is formed at substantially the center in the vertical direction of the fixing bracket 24 . The outer force receiving surface f1 is formed such that the outer lower portion abuts against the bearing member 27 (intermediate support A) in the vehicle width direction Y. Above the outer force-receiving surface f1, a fixed-side engaging portion 241 having an opening b1 for engaging the upper split member 22 is formed extending in the vertical direction. On the other hand, a fastening surface f2 having a screw hole is formed below the outer force-receiving surface f1, and a fastening nut nt is welded to the back side wall surface opposite to the fastening surface f2 of the fixing bracket 24 .

As shown in FIG. 4 , the lower half fastening portion 25 is extended in the vertical direction, and the lower end portion is fixed on the fixing bracket 24 to expand in a direction away from the fixing bracket 24 (inward in the vehicle width direction Y). The lower half fastening part 25 has a fastening end part 251 that overlaps the fastening surface f2 of the fixing bracket 24 at its lower end and is fastened by a bolt V. As shown in FIG. Further, the lower half fastening portion 25 has an elongated curved main portion 252 that has a fastening end portion 251 as a base end and is formed to extend obliquely upward inwardly in the vehicle width direction from the fastening end portion 251 . The curved main portion 252 has an inner force receiving surface f3 on which the inner lower portion abuts against the bearing member 27 (intermediate support A) in the vehicle width direction Y. As shown in FIG. As shown in FIG. 6 , at the upper end portion of the lower half fastening portion 25 , that is, above the curved main portion 252 , a fastening-side engaging portion 253 is formed, and the fastening-side engaging portion 253 has an upper split member 22 for engaging. opening b1. In such a lower half fastening portion 25, end flanges 254 are bent and formed at both ends along the extending direction, in other words, along the edges of the front and rear end portions in the axial direction of the intermediate shaft s3 constituting the intermediate support member A, The rigidity of the curved main portion 252 is reinforced by end flanges 254 .

By combining the rigidity-increased lower half fastening portion 25 and the fixing bracket 24 welded to the spring chamber 19 by the welding portion w, the firm lower division member 23 is formed. Furthermore, in the lower division member 23, between the fastening half 25 and the fixing bracket 24, a concave force receiving portion 231 opened upward is formed (see FIG. 5(a)). As shown in FIG. 4(a) and FIG. 4(b), the intermediate shaft s3 is fixed and supported from below in a state where the bearing member 27 of the intermediate support member A is fitted into the force receiving portion 231 of the lower division member 23. . In addition, in this state, since the lower half of the bearing member 27 of the intermediate support A is surrounded by the lower division member 23, movement in the vehicle width direction Y is restricted. Furthermore, on both sides of the force receiving portion 231 of the lower division member 23 in the vehicle width direction Y, the fixed-side engaging portion 241 having the opening b1 and the fastening-side engaging portion 253 having the opening b2 are arranged oppositely, and the fixed-side engaging portion 253 has the opening b2. The split member 22 is engaged with the side engaging portion 241 and the fastening-side engaging portion 253 .

Next, the upper division member 22 constituting the upper part of the support member 21 will be described.

The upper split member 22 is formed to be in contact with the upper outer peripheral portion of the bearing member 27 of the intermediate support A, and engages with the lower split member 23 to sandwich the bearing member 27 .

The upper split member 22 includes: an arc-shaped strip-shaped main portion 221 that is wound around the upper outer peripheral surface of the elastic member 272 of the bearing member 27 according to the upper outer peripheral portion of the elastic member 272 . The shape is bent and formed into a semicircular arc; In addition, a hole portion 225 fitted with a protrusion portion 274 protruding from the elastic member 272 of the bearing member 27 is formed in the middle portion of the strip-shaped main portion 221 in the longitudinal direction.

The claws 223 and 224 are formed in a hook shape, one claw 223 is detachably engaged with the opening b1 of the fixed-side engaging portion 241 , and the other claws 224 are engaged with the opening b2 of the fastening-side engaging portion 253 . That is, the upper split member 22 is extended in the vehicle width direction Y, and the claws 223, 224 at both ends are respectively connected with the fixing bracket 24 on the outer side in the vehicle width direction Y and the fastening half part 25 on the inner side in the vehicle width direction Y. Snap. The upper split member 22 is arranged to be wound around the upper outer peripheral portion of the bearing member 27, and the claws 223, 224 at both ends engage with the lower split member 22, thereby securely clamping and fixing the bearing member 27 of the intermediate support A from above. .

The claw 223 and the claw 224 are arranged so that their deformation strengths are different. Specifically, the width d1 (see FIG. 5( c )) of the claw 223 engaged on the fixed bracket 24 side is formed to be wider than the width d2 (see FIG. 5( b )) of the claw 224 engaged on the lower half-fixed portion 25 side. )) narrow, the deformation strength of the claw 223 is set to be smaller than that of the claw 224.

Accordingly, when a predetermined or greater load is received from the intermediate shaft s3, the claw 223 on the side of the fixed bracket 24 is deformed and detached from the opening b1. That is, the upper split member 22 is configured such that when the intermediate shaft s3 is pushed upward due to a collision of the vehicle 2 or the like, the outer end in the vehicle width direction is separated from the lower split member 23 .

Hereinafter, the operation of the steering shaft support structure 1 shown in FIG. 1 and the operation of the steering device 4 will be described.

Before explaining this operation, the step of pivotally supporting the intermediate shaft s3 on the side wall of the spring chamber 19 by sandwiching the bearing member 27 (intermediate support portion A) between the lower split member 23 and the upper split member 22 will be described.

In this case, first, as shown by symbol g1 in FIG. peripheral surface. At this time, the strip-shaped main portion 221 is sandwiched between the flange portions 273 at both ends in the axial direction of the elastic member 272 , while the hole portion 225 is fitted into the boss portion 274 of the elastic member 272 of the bearing member 27 . Accordingly, the upper division member 22 is positioned relative to the bearing member 27, and is in a virtual fixed state. Next, as shown by symbol g2 in FIG. 6, one (vehicle width direction outside) claw 223 of the upper split member 22 is engaged with the opening b1 of the fixing bracket 24 fixed to the side wall of the spring chamber 19, as shown in FIG. 6, the opening b2 of the lower half fastening part 25 is engaged with the other (inner side in the vehicle width direction) claw of the upper split member 22, and the lower half fastening part 25 is kept in a drooping state (refer to The double-dot dash line in Fig. 4(a)).

Next, in a state where the bearing member 27 is in contact with the outer force-receiving surface f1 of the fixing bracket 24, the fastening end 251 of the lower half fastening portion 25 and the fastening surface of the fixing bracket 24 on the inner side in the vehicle width direction f2 is overlapped, the bolt V is passed through the fastening end portion 251, and the bolt V is fastened to the nut nt (see FIG. 4( b )). Accordingly, the lower half fastening portion 25 and the fixed bracket 24 are integrated, so the intermediate shaft s3 is supported in a state where the upper and lower split members 22 and the lower split members 23 sandwich the bearing member 27 (intermediate support member A) up and down. On the side wall of the spring chamber 19.

At this time, by appropriately setting the interference between the fastening end portion 251 and the fastening surface f2, the clamping force applied to the bearing member 27 by the lower split member 23 and the upper split member 22 can be adjusted.

Assume that the vehicle 2 with the steering device 4 thus assembled travels normally.

In this case, if the steering wheel 8 is rotated by the driver, the steering force is transmitted to the steering gear 9 through the steering shaft row Sa, and the left and right front wheels 3 can be switched by the steering force in the left and right directions converted by the steering gear 9. Manipulate to the desired direction.

On the other hand, when the vehicle 2 collides, once the front part of the side beam 13 and the front end beam 131 move backward, the overload in the backward direction will be transmitted to the steering gear 9 and the steering shaft connected to the steering gear 9 side accordingly. List Sa. At this time, an upward pressing force is applied to the upper split member 22 of the support member 21 from the intermediate shaft s3 due to receiving an overload from the front of the vehicle body of the vehicle 2 .

Since the lower split member 23 engaged with the upper split member 22 is fixed to the spring chamber 19, the upper split member 22 receives an upward pressing force, and a tensile force is applied to the lower split member 23 engaged with the lower split member 23 at both ends in the vehicle width direction. The jaws 223 and 224. If the load acting on the upper split member 22 exceeds the specified load, the claw 223 whose deformation strength is set to be low deforms and comes out of the opening b1 of the fixing bracket 24 (see FIG. 4( b )).

When the disengagement of the claw 223 disengages the outer end portion of the upper split member 22 from the fixing bracket 24 , the upper split member 22 is pressed by the intermediate shaft s3 (bearing member 27 ) and displaced upward. At this time, the claw 224 on the inner side in the vehicle width direction is engaged with the lower split member 23 (lower half fastening portion 25), so the claw 224 becomes a fulcrum in a state engaged with the opening b2, and the upper split member 22 is held by the vehicle. The end portion (claw 224 ) on the inner side in the width direction is pivoted inward in the width direction of the vehicle to be detached from the support frame 24 .

In this way, the upper split member 22 is configured to rotate around the claw 224 as a fulcrum, so when the intermediate shaft s3 is detached from the supporting member 21, the upper split member 22 is always located inside the intermediate support A (bearing member 27) in the vehicle width direction. (the inside of the engine room 7). Accordingly, displacement of the intermediate shaft s3 inwardly in the vehicle width direction can be suppressed by the upper split member 22 . There is a wall surface of the spring chamber 19 outside in the vehicle width direction, so the moving direction of the intermediate shaft s3 is restricted upward by the upper division member 22 and the wall surface of the spring chamber 19 . That is, the detachment direction of the intermediate shaft s3 is controlled in the upward direction by the upper split member 22 .

At the same time, the intermediate support A (bearing member 27 ) of the intermediate shaft s3 is detached upward from the force receiving portion 231 of the lower division member 23 .

Once the intermediate support A is released from the fixing of the support member 21, as shown in FIG. Symbol P2 indicates the displacement position at the time of overload input, increasing the bending degree. Due to the upward bending displacement, the backward displacement of the front part of the steering shaft row Sa can be absorbed, so the backward movement of the rear part of the steering shaft row Sa can be prevented or at least reduced. Therefore, it is possible to prevent or suppress the rearward displacement of the steering wheel 8 at the rear end of the steering shaft row Sa, and ensure a front space with the driver.

As described above, according to the steering shaft support structure 1 of the present embodiment, the upper split member 22 moves inwardly in the vehicle width direction Y while swiveling around the end portion on the inside in the vehicle width direction Y as a fulcrum. According to this, the upward displacement of the intermediate support member A supporting the intermediate shaft s3 which is the steering shaft can be tolerated, and the intermediate shaft s3 can be reliably disengaged, so that the rear end side of the intermediate shaft s3 can be suppressed from being displaced toward the vehicle interior 5 side. .

Also, when the intermediate shaft s3 is detached from the support member 21, the upper split member 22 is always located inside the intermediate support A in the vehicle width direction Y, so that the movement of the intermediate shaft s3 inward in the vehicle width direction Y can be suppressed. Therefore, when the intermediate shaft s3 is detached from the support member 21 , it is possible to suppress displacement inward in the vehicle width direction Y and interference with peripheral devices and the like. In this way, by controlling the upward detachment of the intermediate support A of the intermediate shaft s3, the intermediate shaft s3 can be reliably detached during a collision, and the detachment direction can be controlled to suppress interference with peripheral devices.

In addition, since the lower split member 23 has the force receiving portion 231 and the upper split member 22 has the belt-shaped main portion 221, the intermediate support A of the intermediate shaft s3 can be sandwiched from top to bottom and fixed reliably.

Also, when a load is input from the intermediate shaft s3, since the load can be reliably transmitted to the upper split member 22, detachment from the support member 21 can be reliably performed. In particular, since the concave force-receiving portion 231 is provided on the highly rigid lower split member 23 fixed to the vehicle body side spring chamber 19, when the intermediate shaft s3 is disengaged, the lower split member 23 suppresses the movement in the vehicle width direction Y direction. movement, and disengagement in the upward direction becomes reliable.

In addition, by fitting the protrusion 274 of the bearing member 27 into the hole 225 of the upper split member 22, the bearing member 27 and the upper split member 22 can be positioned during assembly, and the upper split member 22 can be virtually fixed to the bearing member 27. on, thus improving assembly work efficiency. Further, in a state where the bearing member 27 is fixed by the support member 21 , relative rotation of the bearing member 27 and the support member 21 can be prevented.

In addition, since the lower half-fixed part 24 and the lower half-fastened part 25 constituting the upper split member 22 and the lower split member 23 are engaged with each other, the assembly work of sandwiching the intermediate support A from up and down is facilitated.

In addition, since the lower split member 23 is fixedly installed in the spring chamber 19, when the upper split member 22 is subjected to an upward pressing force from the intermediate support A, the claw 223 is deformed and moves away from the fixed-side engaging portion 241. proceeded reliably.

Above, the preferred embodiments of the present utility model have been described, but the present utility model is not limited to the above-mentioned specific embodiments, as long as there is no special limitation in the above description, the utility model described in the claims can Various modifications and changes are made within the scope of the new purpose.

For example, in the steering shaft support structure 1 shown in FIG. 1 , it is described that the intermediate support member A of the steering shaft row Sa is provided on the intermediate shaft s3, but the intermediate support member A may also be provided on the extension shaft s2. When using another steering shaft row, it may be provided on the shaft located in the middle of the other steering shaft row. Even if other structures such as these are employed, substantially the same effects as those of the steering shaft support structure 1 shown in FIG. 1 can be obtained.

Furthermore, in the steering shaft support structure 1 shown in FIG. 1 , the lower division member 23 of the support member 21 of the intermediate support A sandwiching the steering shaft is fixed inside the spring chamber 19 . The structure is not limited to this structure, and a structure in which the lower division member 23 is fixed to an unillustrated member constituting other rigid members in the engine room 7 or the side beam 13 etc. by a bracket may be adopted depending on the situation. Even with such a structure, substantially the same effect as that of the steering shaft support structure 1 shown in FIG. 1 can be obtained.

The effects described in the embodiments of the present utility model only enumerate the best effects produced by the present utility model, and the effects produced according to the present utility model are not limited to the effects described in the embodiments of the present utility model.

Claims (7)

1. A steering shaft support structure, comprising a support member for supporting the steering shaft through a member on the vehicle body side in an area in front of the vehicle compartment, characterized in that, The support member includes: a lower split member fixed to the body-side member and supporting an intermediate support for the steering shaft from below; The end portion is engaged with the lower split member, and clamps and fixes the intermediate support from above, A claw is provided at an outer end in the vehicle width direction of the upper split member, which is engaged with the lower split member, deforms when a load exceeding a predetermined value is applied from the steering shaft, and detaches from the lower split member. . 2. The steering shaft support structure according to claim 1, wherein the lower division member has a force receiving portion formed in a concave shape opened upward, and fixes the intermediate support of the steering shaft In the lower half, the upper dividing member is formed into a semicircular arc conforming to the shape of the upper peripheral portion of the intermediate support. 3. The steering shaft support structure according to claim 1, wherein the intermediate support member has a bearing member provided around the center of the shaft and is rotatable relative to the steering shaft, and the steering shaft passes through the upper The split member and the lower split member are supported by the member on the vehicle body side by sandwiching the bearing member. 4 . The steering shaft support structure according to claim 3 , wherein the bearing member has a protrusion formed protruding from the outer peripheral surface thereof, and fitted into a hole formed in the upper division member. 5. The steering shaft support structure according to any one of claims 1 to 4, wherein the lower division member has: a lower half fixed portion fixedly mounted on the side of the vehicle body; and a lower half fastening portion. The upper split member is fastened to the inner side in the vehicle width direction of the lower half fixed part to be integrated, and the upper split member is engaged with the lower half fixed part and the lower half fastened part. 6 . The steering shaft supporting structure according to claim 1 , wherein the supporting member is supported on a side wall of the spring chamber facing inward in the vehicle width direction. 7. The steering shaft support structure according to claim 1, wherein the lower division member has: a lower half fixed part fixedly installed in the spring chamber on the side of the vehicle body; and a lower half fastening part fixed The upper split member is fastened to the inner side in the vehicle width direction of the lower half fixed portion to be integrated, and the upper split member is engaged with the lower half fixed portion and the lower half fastened portion.