JP2010105585A - Automobile steering support structure - Google Patents

Abstract

An automotive vehicle that efficiently suppresses vertical vibration of a steering wheel at a first connecting portion and forms a truss in the vehicle width direction by providing a second connecting portion to suppress vibration in the vehicle width direction of the steering. A steering support structure is provided.
A connecting member A for connecting a cowl portion 8, an instrument panel member 9, and a steering support bracket 10 is provided, and the connecting member A includes a first connecting portion 17 and a second connecting portion 18, and includes a first connecting portion. 17, the front part is joined to the cowl part 8, the rear part is joined to the instrument panel member 9, and is installed along the substantially steering shaft axis a in a plan view. The second connection part 18 has the front part connected to the first connection part. 17 is joined to the front part, and the rear part is constructed in the front-rear direction so as to be joined to a part separated from the steering shaft axis a in the vehicle width direction in a plan view of the steering support bracket 10.
[Selection] Figure 3

Description

  The present invention includes an instrument panel member that is spaced rearward from the cowl part and is laid between left and right side walls such as a hinge pillar, and a steering support bracket that is provided at the lower part of the instrument panel member and to which a steering column is attached. The present invention relates to a steering support structure for an automobile in which a steering column is supported on an instrument panel member via a steering support bracket.

  In general, a steering shaft is rotatably provided with respect to a steering column, and a steering wheel operated by an occupant is connected to a rear end of the steering shaft.

Since the vibration from the road surface and the engine vibration are transmitted to the steering shaft described above, the steering shaft and the steering wheel vibrate in the vertical direction and the vehicle width direction.
In order to suppress such vibration, as disclosed in Patent Documents 1 and 2, if the cowl portion and the instrument panel member are connected by a connecting member, the vibration can be effectively suppressed.

In Patent Document 1, the instrument panel member and the front bulkhead in front of the instrument panel member are connected by a stay extending in a direction substantially coinciding with the column axis of the steering column, and the rear end of the stay is connected to the front end of the vehicle. An automotive steering support structure is disclosed that is slightly offset in the direction and has a truss shape in plan view. In this conventional structure, vibrations in the vertical direction of the steering can be suppressed by the stay.
However, this conventional structure has a problem that the rigidity in the vehicle width direction is low and vibration in the vehicle width direction cannot be sufficiently suppressed.

In Patent Document 2, a steering support bracket that supports the steering column is provided at the lower part of the instrument panel member, and the front part of the instrument panel member and the rear part of the cowl part are connected by a support arm extending in the front-rear direction. A lower support arm that extends in the vertical direction is connected between the lower part of the cowl part and the front end of the steering support bracket to form a truss shape in a side view, and the lower support arm has a trapezoidal frame shape in a front view. An automobile steering support structure is disclosed which has rigidity in the vehicle width direction.
In the conventional structure disclosed in Patent Document 2, there is an advantage that vibration in the vertical direction and vibration in the vehicle width direction can be suppressed by the support arm and the lower support arm, but as apparent from the same publication. In addition, since the number of parts is increased, not only the weight is increased, but also the number of assembling steps is increased and the cost is increased.
JP 2000-108940 A Japanese Utility Model Publication No. 5-56743

  Therefore, the present invention provides a connecting member for connecting the cowl portion, the instrument panel member, and the steering support bracket, and the connecting member includes a first connecting portion and a second connecting portion, and the first connecting portion has a front portion thereof. It is joined to the cowl part, the rear part is joined to the instrument panel member, and is erected along substantially the steering shaft axis in plan view, and the front part of the second connecting part is joined to the front part of the first connecting part, and the rear part is In the plan view of the steering support bracket, it is installed in the front-rear direction so as to be joined to a portion separated from the steering shaft axis in the vehicle width direction, thereby efficiently suppressing the vertical vibration of the steering at the first connecting portion, Providing a steering support structure for an automobile in which a truss is formed in the vehicle width direction by providing the second connecting portion and vibrations in the vehicle width direction of the steering can be suppressed. For the purpose.

  A steering support structure for an automobile according to the present invention includes an instrument panel member that is spaced rearward from the cowl portion and is laid between left and right side walls, and a steering support bracket that is provided at a lower portion of the instrument panel member and to which a steering column is attached. The steering support bracket is a steering support structure for an automobile that is widened in the vehicle width direction from the steering shaft axis in plan view, and includes a connecting member that connects the cowl portion, the instrument panel member, and the steering support bracket. The connecting member includes a first connecting part and a second connecting part, and the first connecting part has a front part joined to the cowl part and a rear part joined to the instrument panel member, and is substantially in plan view. It is installed along the steering shaft axis, and the second connection part has a front part at the top. It is joined to the front of the first connecting portion, in which the rear is laid in the longitudinal direction so as to be joined at a site spaced in the vehicle width direction from the steering shaft axis in plan view of the steering support bracket.

According to the above configuration, the first connecting portion joined to the cowl portion and the instrument panel member can increase the rigidity in the front-rear direction and efficiently suppress the vertical vibration of the steering. The second connecting portion is provided with respect to the first connecting portion substantially along the axis, and the rear portion of the second connecting portion is joined to a portion spaced from the steering shaft axis in the vehicle width direction in plan view. Since the truss can be formed in the vehicle width direction at the connecting portion, vibrations in the vehicle width direction of the steering can also be suppressed.
In short, it is possible to improve the strength and suppress the vertical vibration of the steering and the vibration in the vehicle width direction by attaching to the minimum necessary components and the vehicle body side member.

In one embodiment of the present invention, the steering support bracket extends downward from the instrument panel member, and a rear portion of the second connecting portion is joined to a distal end portion of the steering support bracket.
According to the said structure, a truss can be expanded to an up-down direction.

In one embodiment of the present invention, a weak portion having a proof stress lower than a rearward deformation proof strength of the instrument panel member is provided in a middle portion in the front-rear direction of the connecting member.
According to the above configuration, since the weak portion having a proof stress lower than the rear deformation proof strength of the instrument panel member is provided, the connecting member is deformed by the fragile portion when the cowl portion is retracted due to a frontal collision of the vehicle, so that safety is ensured. can do.

In one embodiment of the present invention, the second connecting portion is disposed below the first connecting portion, and a lower edge of the first connecting portion is recessed upward to form a first fragile portion. In addition, a second weakened portion that is bent in the vehicle width direction is formed in a part of the second connecting portion.
According to the above configuration, the first connecting portion is deformed upward by the formation of the first weakened portion and the second connecting portion is deformed in the vehicle width direction by the formation of the second weakened portion at the time of the front collision of the vehicle. The connecting portion is not deformed downward.
As a result, the fragile portion can be formed without narrowing the truss structure, and the connecting member can be prevented from being deformed to the foot space side at the time of a vehicle front collision.

In one embodiment of the present invention, the connecting member includes an upper bracket that is the first connecting portion, and the second connecting portion that is detachably attached between a front portion of the upper bracket and the steering support bracket. And an opening through which the harness is inserted in the vehicle width direction is formed between the first fragile portion and the upper edge of the lower bracket.
According to the said structure, since the opening for harness insertion was formed between the 1st weak part and the lower bracket upper edge, the assembly | attachment property of a harness is securable.
Further, as described above, the first connecting portion is deformed upward and the second connecting portion is deformed in the vehicle width direction at the time of the front collision of the vehicle, so that damage to the harness at the time of the front collision can be suppressed. .

  In one embodiment of the present invention, the connecting member includes a rear bracket joined to the instrument panel member and the steering support bracket, and a front side detachably mounted between the rear bracket and the cowl portion. The front and rear brackets each have a U-shaped portion that opens in a facing direction in a side view, and each of the upper and lower edge portions includes slits extending in the front-rear direction provided on at least one bracket. The first connecting portion is formed at each upper edge portion, the second connecting portion is formed at each lower edge portion, and each U-shaped portion is formed. Thus, an opening for inserting the harness in the vehicle width direction is formed, and the opening is formed longer in the front-rear direction than the outer diameter of the harness.

According to the above configuration, when the cowl portion retreats at the time of front collision of the vehicle, the front bracket of the front and rear brackets fastened through the slit retreats to secure a crash space.
In this case, the front-rear and rear-side brackets have a U-shaped portion that opens in the front-to-back direction, but the front-rear dimension is smaller, but the opening is formed longer in the front-rear direction than the outer diameter of the harness. Damage to the harness at the time of a collision can be suppressed.

Further, when the harness is assembled, it is only necessary to insert the harness through the openings of the front bracket and the rear bracket, so that the harness can be assembled.
In short, it is possible to achieve both the securing of the harness assembly and the suppression of the harness damage at the time of the front collision.

  According to this invention, the connecting member that connects the cowl portion, the instrument panel member, and the steering support bracket is provided, and the connecting member includes the first connecting portion and the second connecting portion, and the first connecting portion has a front portion thereof. It is joined to the cowl part, the rear part is joined to the instrument panel member, and is erected along substantially the steering shaft axis in plan view, and the front part of the second connecting part is joined to the front part of the first connecting part, and the rear part is Since it is installed in the front-rear direction so as to be joined to a portion separated in the vehicle width direction from the steering shaft axis in a plan view of the steering support bracket, the first connecting portion efficiently suppresses vertical vibration of the steering, and further By providing the two connecting portions, there is an effect that a truss can be formed in the vehicle width direction and vibration of the steering in the vehicle width direction can be suppressed.

  The purpose of efficiently suppressing the vertical vibration of the steering and also suppressing the vibration in the vehicle width direction is to be separated from the cowl portion rearward and installed between the right and left side walls and the lower part of the instrument panel member. And a steering support bracket to which a steering column is mounted. The steering support bracket is a steering support structure for an automobile that is widened in a vehicle width direction from a steering shaft axis in a plan view, and includes the cowl portion and the above-described steering support structure. A connecting member for connecting the instrument panel member and the steering support bracket is provided, and the connecting member includes a first connecting portion and a second connecting portion, and the front portion of the first connecting portion is joined to the cowl portion. And the rear part is joined to the instrument panel member and substantially along the steering shaft axis in plan view. The second connecting portion is connected to the front portion of the first connecting portion and the rear portion is spaced apart from the steering shaft axis in the vehicle width direction in a plan view of the steering support bracket. It was realized by the construction that it was installed in the front-rear direction so as to be joined.

An example of the present invention will be described below in detail with reference to the drawings.
FIG. 1 is a side view showing a steering support structure, FIG. 2 is an enlarged side view of the main part of FIG. 1, FIG. 3 is a plan view of the main part, and an exploded perspective view of the main part of FIG. It is.

1 and 2, a dash lower panel 3 is provided as a dash panel that partitions the engine room 1 and the vehicle compartment 2 in the front-rear direction, and a dash cross member extending in the vehicle width direction is provided on the upper compartment side of the dash lower panel 3. 4 is joined and fixed, and a closed cross section 5 extending in the same direction is formed between the dash cross member 4 and the above-described dash lower panel 3 so as to improve the rigidity of the vehicle body.
A dash upper panel 6 extending in the vehicle width direction is joined and fixed to the upper end of the dash lower panel 3 and the upper end of the dash cross member 4, and the rear upper end 6a of the dash upper panel 6 similarly extends in the vehicle width direction. The cowl panel 7 is joined and fixed, and both of these, that is, the cowl panel 7 and the dash upper panel 6 constitute a cowl portion 8.

  As shown in FIGS. 2 and 3, an instrument panel member 9 as a rigid member spaced apart from the cowl 8 described above by a predetermined distance and laid between left and right hinge pillars (not shown) as left and right side walls (details) Is provided with an instrument panel support member.

As shown in a plan view in FIG. 3, the instrument panel member 9 extends straight in the vehicle width direction and is fixedly joined to a pillar inner panel of a hinge pillar having a closed cross-sectional structure. In this embodiment, a left-hand drive vehicle is illustrated. Therefore, the small diameter portion 9 a is formed on the inner side of the instrument panel member 9 in the vehicle width direction. The instrument panel member 9 is composed of a rigid round pipe.
A pair of left and right steering support brackets 10, 10 are provided at the lower part of the instrument panel member 9, and a steering column 12 is attached to the steering support brackets 10, 10 using a pair of front and rear lower brackets 11, 11.

  That is, as shown in a plan view in FIG. 3, the pair of left and right steering support brackets 10, 10 are widened in the vehicle width direction from the steering shaft axis a in plan view, and as shown in FIGS. 1 and 2, The steering column 12 is held from the lower side by the central lower portion 11a of the pair of front and rear lower brackets 11 and 11, and the left and right upper ends 11b and 11b of the lower bracket 11 are connected to the left and right steering support brackets 10 and 10, respectively. The steering column 12 is fixed to the steering support bracket 10 by fastening with bolts and nuts (not shown) at the bottom.

  A steering shaft (not shown) is rotatably disposed inside the steering column 12, and a steering wheel 13 is connected to the rear end of the steering shaft on the vehicle compartment side. An intermediate shaft 15 is connected to the steering shaft via a joint 14. The intermediate shaft 15 extends forward through the dash lower panel 3 and is connected to the front end of the steering gear 15 so that the front wheels are steered via a tie rod or the like when the steering wheel 13 is operated. .

Here, as shown in the perspective view of FIG. 4, the pair of left and right steering support brackets 10 and 10 have the same left and right structure, and the steering support bracket 10 includes a bottom piece 10a extending in the front-rear direction and the bottom piece. A pair of side pieces 10b, 10b extending upward from the left and right of 10a, substantially semicircular recesses 10c, 10c formed in these side pieces 10b, 10b corresponding to the lower outer periphery of the instrument panel member 9, and these recesses Joints 10d and 10d bent outward from the upper ends of the side pieces 10b and 10b at the rear of 10c and 10c, and attachments bent and formed inward in the vehicle width direction from the front ends of the side pieces 10b on the inner side in the vehicle width direction The piece 10e is integrally formed.
In this embodiment, the mounting piece 10e on the left side of the vehicle among the mounting pieces 10e and 10e in the pair of left and right steering support brackets 10 and 10 is used, so that the mounting piece 10e on the right side of the vehicle can be omitted.

  In order to reinforce the pair of left and right steering support brackets 10, 10 attached to the lower part of the instrument panel member 9, the rear upper part of the instrument panel member 9 and the joint piece 10 d in the pair of left and right steering support brackets 10, 10 are connected and fixed. A reinforcing bracket 16 is provided, a front portion of the reinforcing bracket 16 is fixed to the upper rear side of the instrument panel member 9, and a rear portion of the reinforcing bracket 16 is fixed to each joint piece 10d by spot welding or the like.

Moreover, as shown in FIGS. 1 and 2, a connecting member A that connects the above-described cowl portion 8, the instrument panel member 9, and the steering support bracket 10 is provided.
The connecting member A includes an upper bracket 17 as a first connecting portion and a lower bracket 18 as a second connecting portion.

The upper bracket 17 which is the first connecting portion has a front portion 17a joined and fixed to the dash upper panel 6 of the cowl portion 8 using a square frame-shaped bracket 19 (so-called spacer bracket), a weld bolt 20 and a nut 21. The rear portion 17b is joined to the front upper portion of the above-mentioned instrument panel member 9. As shown in FIG. 3, the upper bracket 17 is installed in the front-rear direction so as to substantially follow the steering shaft axis a in a plan view. It is a thing.
As shown in a perspective view in FIG. 4, the upper bracket 17 is formed in a gate-like cross-sectional shape over the entire length in the longitudinal direction in order to ensure a predetermined rigidity, and corresponds to the instrument panel member 9 of the upper bracket 17. At the rear end portion, an arc portion 17c is formed that matches the outer peripheral shape of the instrument panel member 9.

  In the middle part of the connecting member A in the front-rear direction, a weak portion having a strength lower than the rear deformation strength of the instrument panel member 9 is provided, but the upper bracket 17 serving as the first connecting portion has the upper bracket 17 as shown in FIGS. Further, the lower edge 17d is recessed upward to form the first fragile portion 22. The upper side portion 17e of the upper bracket 17 is formed with a plurality of openings 23, 23 for weight reduction, while the harness attachment piece 17f is integrally folded at the front portion of the arc portion 17c of the upper bracket 17. It is bent.

  As shown in FIG. 2, the lower bracket 18 as the second connecting portion is disposed below the upper bracket 17, and the lower bracket 18 is arranged in front of it as shown in FIGS. 2 and 4. A portion 18a is detachably attached to the front portion of the upper bracket 17 using a weld bolt 24 and a nut 25, and a rear portion 18b is attached to the steering shaft in a plan view of the steering support bracket 10 using a weld bolt 26 and a nut 27. It is installed in the front-rear direction so as to be joined to a part separated from the axis a in the vehicle width direction (see FIG. 3).

  In this embodiment, as shown in a plan view in FIG. 3, the second weakened portion 28 that is bent outwardly in the vehicle width direction at the middle portion in the front-rear direction of the lower bracket 18 (lower proof strength than the rear deformation proof strength of the instrument panel member 9). The rear portion 18b of the lower bracket 18 is fixed to the mounting piece 10e of the left steering support bracket 10 of the pair of left and right steering support brackets 10, 10.

Here, the steering support bracket 10 extends downward from the instrument panel member 9, and, as shown in FIGS. 2 and 3, a lower bracket 18 is provided at the front end of the steering support bracket 10 (see the mounting piece 10e). The rear portion 18b is detachably attached.
That is, the lower bracket 18 as the second connecting portion is detachably attached between the front portion 17 a of the upper bracket 17 and the steering support bracket 10.

Further, as shown in a perspective view in FIG. 4, the lower bracket 18 is also configured in a gate-like cross-sectional shape over the entire length in the longitudinal direction in order to ensure a predetermined rigidity, like the upper bracket 17.
As shown in FIG. 2, in the connecting member A composed of the upper bracket 17 and the lower bracket 18, the harness 29 is disposed between the first fragile portion 22 and the upper edge 18 c of the lower bracket 18. An opening 30 penetrating in the direction is formed.
The harness 29 is supported by the harness mounting piece 17 f of the upper bracket 17 using the harness support band 31.

Of the above-described weld bolts 20, 24, and 26, the weld bolt 20 is implanted in the front portion 17 a of the upper bracket 17 and penetrates the rectangular frame-shaped bracket 19 and the dash upper panel 6 into the cowl portion 8. The nut 21 is protruded from the outside of the vehicle with respect to the weld bolt 20.
The weld bolt 24 is implanted in the front portion 17a of the upper bracket 17 below the weld bolt 20 and protrudes forward.

  The nuts 25 and 27 are tightened from the inside of the vehicle compartment 2 to the weld bolts 24 and 26, and the nuts 25 and 27 are tightened from the front of the vehicle toward the rear of the vehicle. In this manner, the nuts 25 and 27 are tightened from the front toward the rear. In particular, even if the distance between the dash cross member 4 and the lower bracket 18 is narrow, the nut 25 can be easily tightened and fixed because it is fixed using the nut 25 instead of the bolt.

  In this way, by providing the connecting member A for connecting the cowl portion 8, the instrument panel member 9 and the steering support bracket 10, the neck portion of the weld bolt 20 shown in FIG. A truss structure (so-called side truss) that connects the rear portion 17b and the neck portion of the weld bolt 26 in a triangular shape is formed, whereby the vertical vibration of the steering can be efficiently suppressed.

In plan view, a truss structure (so-called plane truss) in the vehicle width direction connecting the neck portion of the weld bolt 20 shown in FIG. 3, the rear portion 17b of the upper bracket 17 and the neck portion of the weld bolt 26 in a triangular shape. Thus, the vibration in the vehicle width direction of the steering can be suppressed.
Furthermore, the above-mentioned side truss and flat truss can improve the steering support strength with the minimum necessary configuration (number of parts) and attachment to the cowl.
In the figure, arrow F indicates the front of the vehicle, arrow IN indicates the inside of the vehicle, and arrow OUT indicates the outside of the vehicle.

  As described above, the steering support structure for an automobile according to the first embodiment shown in FIGS. 1 to 4 (corresponding to claims 1 to 5) is rearwardly separated from the cowl portion 8 and is installed between the left and right side walls. A member 9 and a steering support bracket 10 to which a steering column 12 is attached are provided at the lower part of the instrument panel member 9, and the steering support bracket 10 is widened from the steering shaft axis a in the vehicle width direction in plan view. A steering support structure for an automobile is provided with a connecting member A for connecting the cowl portion 8, the instrument panel member 9, and the steering support bracket 10, and the connecting member A is a first connecting portion (see the upper bracket 17). ) And a second connecting portion (see the lower bracket 18), the first connecting portion (upper bracket 17) is The part 17a is joined to the cowl part 8, the rear part 17b is joined to the instrument panel member 9, and is constructed substantially along the steering shaft axis a in a plan view. The second connecting part (lower bracket 18) The front portion 18a is joined to the front portion 17a of the first connecting portion (upper bracket 17), and the rear portion 18b is separated from the steering shaft axis a in the vehicle width direction in a plan view of the steering support bracket 10 ( It is installed in the front-rear direction so as to be joined to the attachment piece 10e (see FIGS. 2 and 3).

According to this configuration, the first connecting portion (upper bracket 17) joined to the cowl portion 8 and the instrument panel member 9 can increase the rigidity in the front-rear direction and efficiently suppress the vertical vibration of the steering wheel. Further, the second connecting portion (lower bracket 18) is provided for the first connecting portion (upper bracket 17) substantially along the steering shaft axis a in plan view, and the second connecting portion (lower bracket 18). Since the rear portion 18b is joined to a portion spaced from the steering shaft axis a in the vehicle width direction in plan view, a truss can be formed in the vehicle width direction at the second connecting portion (lower bracket 18). Therefore, vibrations in the vehicle width direction of the steering can be suppressed.
In short, it is possible to improve the strength and suppress the vertical vibration of the steering and the vibration in the vehicle width direction by attaching to the minimum necessary components and the vehicle body side member.

The steering support bracket 10 extends downward from the instrument panel member 9, and a rear portion 18 b of the second connecting portion (lower bracket 18) is joined to the distal end portion of the steering support bracket 10. (See FIG. 2).
According to this configuration, the truss can be enlarged in the vertical direction.

Further, a weak portion (see the first weak portion 22 and the second weak portion 28) having a lower strength than the rear deformation strength of the instrument panel member 9 is provided in the middle portion in the front-rear direction of the connecting member A (see the first weak portion 22 and the second weak portion 28). (See FIGS. 2 and 3).
According to this structure, since the weak part (refer to each weak part 22 and 28) whose strength is lower than the rear deformation strength of the instrument panel member 9 is provided, when the cowl part 8 is retracted due to the front collision of the vehicle, the connecting member A is Since it deform | transforms in the weak parts 22 and 28 and a crash space is ensured, safety | security can be ensured.

  In addition, the second connecting portion (lower bracket 18) is disposed below the first connecting portion (upper bracket 17), and the lower edge 17d of the first connecting portion (upper bracket 17) is upward. A first fragile portion 22 is formed by being recessed, and a second fragile portion 28 that is bent in the vehicle width direction is formed in a part of the second coupling portion (lower bracket 18) (see FIG. 2, see FIG.

According to this configuration, the first connecting portion (upper bracket 17) is deformed upward as shown by the imaginary line α in FIG. Due to the formation of the fragile portion 28, the second connecting portion (lower bracket 18) is deformed in the vehicle width direction as shown by the phantom line β in FIG. Does not deform.
As a result, the weakened portions 22 and 28 can be formed without narrowing the truss structure, and the connecting member A can be prevented from being deformed to the foot space side at the time of a vehicle front collision.

Further, the connecting member A is the second connecting portion that is detachably attached between the upper bracket 17 that is the first connecting portion, and the front portion 17a of the upper bracket 17 and the steering support bracket 10. The lower bracket 18 is formed, and an opening 30 through which the harness 29 is inserted in the vehicle width direction is formed between the first fragile portion 22 and the upper edge 18c of the lower bracket 18 (FIG. 2).
According to this configuration, since the opening 30 for inserting the harness is formed between the first fragile portion 22 and the upper edge 18c of the lower bracket 18, the assembling property of the harness can be ensured.

Further, as described above, the first connecting portion (upper bracket 17) is deformed upward and the second connecting portion (lower bracket 18) is deformed in the vehicle width direction at the time of the frontal collision of the vehicle. Damage to the harness 29 at the time can be suppressed.
Further, the lower bracket 18 is not attached to and detached from the cowl portion 8 but is structured to be attached to and detached from the upper bracket 17 and the steering support bracket 10. The harness 29 can be easily attached and detached. Further, the harness 29 can be arranged by effectively utilizing the side truss shape shown in FIG.

  In addition, when the lower bracket 18 is attached, a total of two weld bolts 24 and 26 can be used effectively to temporarily fix the lower bracket 18 and then tighten the nuts 25 and 27. By stopping, it is possible to improve workability when the lower bracket 18 is attached.

5 to 8 show other embodiments of the steering support structure of an automobile, FIG. 5 is a side view showing the steering support structure, FIG. 6 is an enlarged side view of the main part of FIG. 5, and FIG. FIG. 8 is an exploded perspective view of the main part.
In the second embodiment, the connecting member A is composed of an upper bracket 40 having a large vertical width with respect to the upper bracket 17 of the first embodiment and a lower bracket 41 disposed below the upper bracket 40. It is composed.

  As shown in a perspective view in FIG. 8, the upper bracket 40 described above has a main plate 40a extending substantially in the front-rear direction, and an upper piece 40b and a front piece 40c that are integrally bent at the upper, front, and lower portions of the main plate 40a. The lower piece 40d and the arcuate portion 40e formed at the rear end of the main plate 40a and corresponding to the outer periphery of the front upper portion of the instrument panel member 9 are formed in a U-shaped cross section.

  Further, the above-mentioned front piece 40c is integrally formed with a joining piece 40f for attaching the weld bolt 20 and joining to the cowl portion 8, and an attachment for attaching the lower bracket 41 to the front side of the lower piece 40d. The piece 40g is integrally formed to protrude, the harness attaching piece 40h for supporting the harness 29 is integrally formed to protrude on the rear side of the lower piece 40d, and the joining piece 40j to be joined to the instrument panel member 9 on the rear end of the upper piece 40b. Are integrally formed.

Further, as shown in FIG. 8, front and rear first fragile portions 42, 42 whose lower edges are recessed upward are formed in the middle portion of the upper bracket 40 in the front-rear direction, and a plan view is shown in FIG. 7. As described above, the middle portion of the upper bracket 40 in the front-rear direction is bent in the vehicle width direction to form the front and rear bent portions 43, 43, and is deformed in both the vertical direction and the vehicle width direction when the vehicle is collided. It is configured to ensure.
As shown in the plan view of FIG. 7, the upper bracket 40 also has a joining piece 40f as a front part joined to the cowl part 8 via a square frame-shaped bracket 19 and a dash upper panel 6 as a rear part. A joining piece 40j is joined to the instrument panel member 9 at a joining point D, and the upper bracket 40 is constructed in the vehicle front-rear direction so as to substantially follow the steering shaft axis a in plan view.

  As shown in a perspective view in FIG. 8, the lower bracket 41 described above includes a main plate 41a extending substantially in the front-rear direction and an upper piece 41b that is integrally bent at the upper portion of the main plate 41a. A connecting piece 41c connected to the upper bracket 40 is integrally formed at the front part of the upper piece 41b and is connected to the steering support bracket 10 on the left side of the vehicle at the rear part of the upper piece 41b. The connecting piece 41d to be projected is integrally formed.

As shown in FIGS. 6 and 7, the lower bracket 41 has a connecting piece 41c as a front part joined to the front part of the upper bracket 40 (see the mounting piece 40g) using a weld bolt 44 and a nut 45, and the rear part. As shown in FIG. 7, the connecting piece 41d is joined to a portion spaced from the steering shaft axis a in the vehicle width direction in plan view (see FIG. 7) using a weld bolt 46 and a nut 47. It is installed in the front-rear direction.
In this embodiment, as shown in the perspective view of FIG. 8, the steering support bracket 10 described above is formed by integrally bending an upper piece 10f at the upper end of the side piece 10b on the inner side in the vehicle width direction on the front side of the recess 10c. At the front end of the upper piece 10f, a mounting piece 10g for attaching the lower bracket 41 is integrally formed.

  As shown in FIG. 7, in this embodiment, the connecting piece 41d of the lower bracket 41 is attached to the attaching piece 10g of the steering support bracket 10 on the left side of the vehicle. Therefore, the attaching piece 10g of the steering support bracket 10 on the right side of the vehicle is Can be omitted.

Also in this embodiment, as shown in FIGS. 5 and 6, the steering support bracket 10 extends downward from the instrument panel member 9, and the front end of the steering support bracket 10 (however, the steering support bracket 10 on the left side of the vehicle). The rear portion of the lower bracket 41 (see the connecting piece 41d) is joined to the mounting piece 10g as a portion using the above-described weld bolt 46 and nut 47.
The rear portion of the lower bracket 41 (see the connecting piece 41d) is joined using the above-described weld bolt 46 and nut 47.

  A second weakened portion 48 that is bent in the vehicle width direction is formed in the middle of the lower bracket 41 in the front-rear direction, as shown in FIGS. 7 and 8. The second fragile portion 48 and the first fragile portion 42 described above are set to have a proof stress lower than the rear deformation proof strength of the instrument panel member 9, and the upper bracket 40 is shown by a virtual line α in FIG. And is also deformed in the vehicle width direction as indicated by a virtual line β in FIG. Further, the lower bracket 41 is deformed in the vehicle width direction as indicated by an imaginary line β in FIG.

Here, as shown in FIG. 6, the weld bolt 44 is planted downward on the mounting piece 40g of the upper bracket 40, and the weld bolt 46 is planted downward on the mounting piece 10g of the left steering support bracket 10. After the lower bracket 41 is brought into contact with the mounting pieces 40g and 10g from below, the lower bracket 41 is tightened with nuts 45 and 47 on the weld bolts 44 and 46 from below. It is configured to be detachably attached.
Since the nuts 45 and 47 and the lower bracket 41 are assembled to the above-described elements 40 and 10 from below, it is easy to attach and remove them, and the harness 29 can be easily maintained.

  Thus, since the connecting member A for connecting the above-described cowl portion 8, the instrument panel member 9, and the steering support bracket 10 is provided, the neck portion of the weld bolt 20 and the upper bracket 40 shown in FIG. A truss structure (so-called side truss) that connects the joint point D to the steering support bracket 10 and the neck portion of the weld bolt 46 in a triangular shape is formed, whereby the vertical vibration of the steering can be efficiently suppressed.

Further, in plan view, a truss structure (so-called plane truss) is formed that connects the neck portion of the weld bolt 20 shown in FIG. 7, the junction point D, and the neck portion of the weld bolt 46 in a triangular shape, thereby steering. The vibration in the vehicle width direction can be efficiently suppressed.
Further, the above-mentioned side truss and flat truss can improve the steering support strength with the minimum necessary configuration. In particular, in this embodiment, emphasis is placed on vibration suppression in the vertical direction by the upper bracket 40, vibration in the vertical direction is mainly suppressed by the upper bracket 40, and vibration in the vehicle width direction is caused by the planar truss structure. The upper and lower brackets 40, 41 are restrained by acting together.

  As described above, the steering support structure (corresponding to claims 1 to 5) of the automobile according to the second embodiment shown in FIGS. 5 to 8 is separated from the cowl portion 8 rearward and is installed between the left and right side walls. A member 9 and a steering support bracket 10 to which a steering column 12 is attached are provided at the lower part of the instrument panel member 9, and the steering support bracket 10 is widened from the steering shaft axis a in the vehicle width direction in plan view. A steering support structure for an automobile is provided with a connecting member A for connecting the cowl portion 8, the instrument panel member 9 and the steering support bracket 10. The connecting member A includes a first connecting portion (see the upper bracket 40). ) And a second connecting portion (see the lower bracket 41), the first connecting portion (upper bracket 40) is The part is joined to the cowl part 8, the rear part is joined to the instrument panel member 9, and is constructed substantially along the steering shaft axis a in plan view, and the second connecting part (lower bracket 41) The front part is joined to the front part of the first connecting part (upper bracket 40), and the rear part is joined to the part separated from the steering shaft axis a in the vehicle width direction in plan view of the steering support bracket 10. It is constructed in the direction (see FIGS. 6 and 7).

According to this configuration, the first connecting portion (upper bracket 40) joined to the cowl portion 8 and the instrument panel member 9 can increase the rigidity in the front-rear direction and efficiently suppress the vertical vibration of the steering wheel. Further, the second connecting portion (lower bracket 41) is provided for the first connecting portion (upper bracket 40) substantially along the steering shaft axis a in plan view, and the second connecting portion (lower bracket 41). Since the rear portion is joined to a portion spaced from the steering shaft axis a in the vehicle width direction in plan view, a truss can be formed in the vehicle width direction by the second connecting portion (lower bracket 41). The vibration in the vehicle width direction can also be suppressed.
In short, with the minimum necessary components, the strength can be improved and the vertical vibration of the steering and the vibration in the vehicle width direction can be suppressed.

The steering support bracket 10 extends downward from the instrument panel member 9, and a rear portion of the second connecting portion (lower bracket 41) is joined to a front end portion of the steering support bracket 10 ( (See FIG. 6).
According to this configuration, the truss (see the side truss shown in FIG. 2) can be enlarged in the vertical direction.

Further, a weak portion (see the first weak portion 42 and the second weak portion 48) having a lower strength than the rear deformation strength of the instrument panel member 9 is provided in the front-rear direction intermediate portion of the connecting member A (see the first weak portion 42 and the second weak portion 48). (See FIGS. 6 and 7).
According to this configuration, since the weakened portions 42 and 48 having a lower strength than the rear deformation strength of the instrument panel member 9 are provided, the connecting member A is connected to the weakened portions 42 and 48 when the cowl portion 8 is retracted due to a frontal collision of the vehicle. Therefore, safety can be ensured.

  In addition, the second connecting portion (lower bracket 41) is disposed below the first connecting portion (upper bracket 40), and the lower edge of the first connecting portion (upper bracket 40) is recessed upward. The first fragile portion 42 is formed, and a second fragile portion 48 that is bent in the vehicle width direction is formed in a part of the second connecting portion (lower bracket 41) (FIG. 6). FIG. 7).

According to this configuration, the first connecting portion (upper bracket 40) is deformed upward by the formation of the first fragile portion 42 and the second connecting portion (lower portion is formed by the formation of the second fragile portion 48 during the frontal collision of the vehicle. The side bracket 41) is deformed in the vehicle width direction, and none of the connecting portions is deformed downward.
As a result, the fragile portions 42 and 48 can be formed without narrowing the truss structure, and the connecting member A can be prevented from being deformed to the foot space side at the time of a vehicle front collision.

Further, the connecting member A is an upper bracket 40 that is the first connecting portion, and a lower connecting portion that is detachably attached between the front portion of the upper bracket 40 and the steering support bracket 10. And an opening 30 through which the harness 29 is inserted in the vehicle width direction is formed between the first fragile portion 42 and the upper edge of the lower bracket 41 (see FIG. 6). .
According to this configuration, since the opening 30 for inserting the harness is formed between the first fragile portion 42 and the upper edge of the lower bracket 41, the assembling property of the harness can be ensured.

Further, as described above, the first connecting portion (upper bracket 40) is deformed upward and in the vehicle width direction and the second connecting portion (lower bracket 41) is deformed in the vehicle width direction when the vehicle collides. The damage of the harness 29 at the time of the front collision can be suppressed.
5 to 8, the same reference numerals are given to the same portions as those in the previous drawings, and detailed description thereof is omitted.

  9 to 12 show still another embodiment of the steering support structure for an automobile, FIG. 9 is a side view showing the steering support structure, FIG. 10 is an enlarged side view of the main part of FIG. 9, and FIG. 12 and 12 are exploded perspective views of the main part.

As shown in FIGS. 9 to 12, in this embodiment, the connecting member A includes a rear bracket 50 joined to the instrument panel member 9 and the steering support bracket 10 on the right side of the vehicle, and the rear bracket 50 and the cowl portion. 8 and a front bracket 51 detachably mounted between the front bracket 51 and the front bracket 51.
The rear bracket 50 and the front bracket 51 described above have U-shaped portions 50U and 51U that open in the facing direction in a side view as shown in FIGS.

  That is, the U-shaped portion 50U of the rear bracket 50 is opened on the vehicle front side, and the U-shaped portion 51U of the front bracket 51 is opened on the vehicle rear side. The rear bracket 50 and the front bracket 51 are each formed to have a U-shaped cross section.

That is, as shown in a perspective view in FIG. 12, the rear bracket 50 is formed by integrally bending an upper piece 50a and a lower piece 50b extending in the same direction as the upper piece at both upper and lower portions of the U-shaped portion 50U. In addition, an arc portion 50c corresponding to the outer periphery of the front upper portion of the instrument panel member 9 is formed at the rear end portion of the U-shaped portion 50U, and a harness mounting piece 50d is integrated with the inner back portion of the U-shaped portion 50U. It is bent and formed.
Further, slits 52, 52 extending obliquely rearward are formed in the upper and lower pieces 50a, 50b of the rear bracket 50. Specifically, the slit 52 extends from the inner end of the slit in an oblique direction outward in the vehicle width direction and rearward, and the outer end of the slit is opened.

On the other hand, as shown in the perspective view of FIG. 12, the front bracket 51 is formed by integrally bending an upper piece 51a and a lower piece 51b at both upper and lower parts of a U-shaped part 51U and in front of the front bracket 51 itself. The portion is bent outward in the vehicle width direction, and a mounting portion 51c of the weld bolt 20 is integrally formed.
In addition, weld bolts 53, 53 are planted in the vertical direction at positions corresponding to the inner ends of the slits 52 in the upper piece 51a and the lower piece 51b of the front bracket 51.

Then, the front bracket 51 and the rear bracket 50 are fastened by using a weld bolt 53 disposed in the slit 52 and a nut 54 fastened to the weld bolt 53, and the weld bolt 53 is slit at the time of a vehicle front collision. After moving diagonally rearward along 52, the deformation allowing portion B (see FIG. 11) of the connecting member A is formed which is disengaged from the slit 52 and the fastening of the front and rear brackets 51, 50 is released.
Furthermore, each upper edge part of the front side bracket 51 and the rear side bracket 50 comprises the 1st connection part X (refer FIG. 12), and each lower edge part of the front side bracket 51 and the rear side bracket 50 WHEREIN: 2nd connection part Y ( (See FIG. 12). In this embodiment, the first connecting portion X is formed at the upper half of the front and rear brackets 51 and 50, and the second connecting portion Y is formed at the lower half of the front and rear brackets 51 and 50.

  Here, the above-described U-shaped portions 50U and 51U form an opening 30 through which the harness 29 is inserted in the vehicle width direction, and the opening 30 is formed longer than the outer diameter of the harness 29 in the front-rear direction. .

As is clear from FIGS. 9 and 10, the opening 30 is formed to be longer than the outer diameter of the harness 29 by at least twice in the front-rear direction.
Moreover, as is apparent from FIGS. 9 and 10, the opening 30 is formed to be longer in the front-rear direction by at least twice than the outer diameter of the harness 29.

Moreover, as shown in FIGS. 10 and 11, the first connection portion X has a front portion (see the attachment portion 51 c) joined to the cowl portion 8 via a square frame-shaped bracket 19 and a weld bolt 20, and a rear portion thereof. (Refer to the upper piece 50a) is joined to the instrument panel member 9 at a joining point E, and is constructed substantially along the steering shaft axis a in a plan view as shown in a plan view in FIG.
Moreover, as shown in FIGS. 10-12, as for the 2nd connection part Y, the front part is joined (integral formation) to the front part of the 1st connection part X, and a rear part (refer rear part of U-shaped part 50U). Is constructed in the front-rear direction so as to be joined at a joint point G at a portion spaced inward in the vehicle width direction from the steering shaft axis a described above in plan view of the steering support bracket 10.

Specifically, the junction point G is formed by spot welding the lower rear portion of the U-shaped portion 50U of the rear bracket 50 and the side piece 10b on the left side in the vehicle width direction of the steering support bracket 10 on the right side of the vehicle. ing.
Thus, since the connecting member A for connecting the above-described cowl portion 8, the instrument panel member 9 and the steering support bracket 10 is provided, as shown in FIG. A truss structure (so-called side truss) that connects the point E and the joint point G in a triangular shape is formed, whereby the vertical vibration of the steering can be efficiently suppressed.

In plan view, as shown in FIG. 11, a truss structure (so-called plane truss) is formed that connects the neck portion of the weld bolt 20, the junction point E, and the junction point G in a triangular shape. The vibration in the vehicle width direction of the steering can be efficiently suppressed.
Further, the above-mentioned side truss and flat truss can improve the steering support strength with the minimum necessary configuration.

  As described above, in the embodiment shown in FIGS. 9 to 12 (corresponding to claims 1 and 6), the connecting member A is connected to the instrument panel member 9 and the steering support bracket 10. And a front bracket 51 that is detachably mounted between the rear bracket 50 and the cowl portion 8, and the front and rear brackets 51 and 50 each open in a facing direction in a side view. U-shaped portions 51U and 50U are provided, and each upper and lower edge portion is fastened through a slit 52 extending in the front-rear direction provided in at least one bracket 50, thereby forming a deformation allowing portion B of the connecting member A, The first connecting portion X is formed at each upper edge portion, the second connecting portion Y is formed at each lower edge portion, and the harness 29 is inserted in the vehicle width direction by the U-shaped portions 50U and 51U. An opening 30 is formed, in which opening 30 is elongated in the longitudinal direction than the outer diameter of the harness 29 (see FIGS. 9 to 12).

According to this configuration, when the cowl portion 8 retreats during a frontal collision of the vehicle, the front bracket 51 retreats out of the front and rear brackets 51 and 50 fastened via the slit 52 to secure a crash space.
In this case, the front-rear and rear-side brackets 51 and 50 have U-shaped portions 51U and 50U that open in the front-to-rear direction, but the front-rear dimensions are smaller. Since it is formed long, damage to the harness 29 at the time of the front collision can be suppressed.

Further, when the harness 29 is assembled, the harness 29 may be inserted into the openings of the front bracket 51 and the rear bracket 50, so that the harness 29 can be assembled.
In short, it is possible to achieve both the securing of the harness 29 and the suppression of the harness damage at the time of the front collision.

  In this embodiment, since the other configurations, operations, and effects are almost the same as those in the previous embodiment, the same reference numerals are given to the same portions in FIGS. Detailed description thereof is omitted.

  13 to 16 show still another embodiment of the steering support structure for an automobile, FIG. 13 is a side view showing the steering support structure, FIG. 14 is an enlarged side view of the main part of FIG. 13, and FIG. 16 and 16 are exploded perspective views of the main part.

As shown in FIGS. 13 to 16, in this embodiment, the connecting member A includes a rear bracket 60 joined to the instrument panel member 9 and the steering support bracket 10 on the left side of the vehicle, and the rear bracket 60 and the cowl portion. The front bracket 61 is detachably mounted between the front bracket 61 and the front bracket 61.
As shown in FIGS. 14 and 16, the rear bracket 60 and the front bracket 61 described above have U-shaped portions 60U and 61U that open in the facing direction in a side view.

That is, the U-shaped portion 60U of the rear bracket 60 is opened on the vehicle front side, and the U-shaped portion 61U of the front bracket 61 is opened on the vehicle rear side. The rear bracket 60 and the front bracket 61 are each formed to have a crank-shaped cross section, that is, a so-called Z-shaped cross section.
That is, as shown in a perspective view in FIG. 16, the rear bracket 60 has an upper piece 60a that extends inward in the vehicle width direction and a lower piece 60b that extends outward in the vehicle width direction integrally formed on the upper and lower portions of the U-shaped portion 60U. And an arcuate part 60c corresponding to the outer periphery of the front upper part of the instrument panel member 9 is formed at the rear end of the U-shaped part 60U, and a harness is attached to the inner back part of the U-shaped part 60U. The piece 60d is integrally bent.

  On the other hand, as shown in a perspective view of FIG. 16, the front bracket 61 is integrally formed with an upper piece 61a extending inward in the vehicle width direction and a lower piece 61b extending outward in the vehicle width direction at both upper and lower portions of the U-shaped portion 61U. And the front bracket 61 itself is bent inward in the vehicle width direction to integrally form the attachment portion 61c of the weld bolt 20.

Further, slits 62, 62 extending obliquely forward are formed in the upper and lower pieces 61a, 61b of the front bracket 61. Specifically, the slit 62 extends from the inner end of the slit in an oblique direction outward in the vehicle width direction and forward, and the outer end of the slit is opened.
Furthermore, weld bolts 63, 63 are planted in the vertical direction at positions corresponding to the inner ends of the slits 62 in the upper piece 60a and the lower piece 60b of the rear bracket 60.

  Then, the front bracket 61 and the rear bracket 60 are fastened using a weld bolt 63 disposed in the slit 62 and a nut 64 tightened to the weld bolt 63, and the front bracket 61 moves backward during a vehicle front collision. Therefore, after the weld bolt 63 moves relatively forward obliquely along the slit 62, it is detached from the slit 62, and the deformation allowing portion C of the connecting member A in which the fastening of the front and rear brackets 61, 60 is released (see FIG. 15). ) Is formed.

Furthermore, each upper edge part of the front bracket 61 and the rear bracket 60 forms a first connection part X (see FIG. 16), and each lower edge part of the front bracket 61 and the rear bracket 60 has a second connection part Y ( 16). In this embodiment, the first connecting portion X is formed at the upper half of the front and rear brackets 61, 60, and the second connecting portion Y is formed at the lower half of the front and rear brackets 61, 60.
Here, an opening 30 through which the harness 29 is inserted in the vehicle width direction is formed by the U-shaped portions 60U and 61U described above, and the opening 30 is formed longer in the front-rear direction than the outer diameter of the harness 29. .

As apparent from FIGS. 13 and 14, the opening 30 is formed to be longer than the outer diameter of the harness 29 by at least twice in the front-rear direction.
Moreover, as shown in FIGS. 14 and 15, the first connecting portion X has a front portion (see the mounting portion 61 c) joined to the cowl portion 8 via a square frame-shaped bracket 19 and a weld bolt 20, and a rear portion thereof. (Refer to the upper piece 60a) is joined to the instrument panel member 9 at a joint point N, and is constructed substantially along the steering shaft axis a in plan view as shown in a plan view in FIG.

  As shown in FIGS. 14 to 16, the second connection portion Y has a front portion joined (integrated) to the front portion of the first connection portion X, and a rear portion (the rear portion and the lower portion of the U-shaped portion 60 </ b> U). The rear portion of the piece 60b) is installed in the front-rear direction so as to be joined at joint points L and M at a position spaced outward from the steering shaft axis a in the vehicle width direction in the plan view of the steering support bracket 10. It is a thing.

  Specifically, the junction point L is formed by spot welding the lower rear portion of the U-shaped portion 60U of the rear bracket 60 and the side piece 10b on the left side in the vehicle width direction of the steering support bracket 10 on the left side of the vehicle. The junction point M is formed by spot welding the rear portion of the lower piece 60b of the rear bracket 60 and the front side of the bottom piece 10a of the steering support bracket 10 on the left side of the vehicle.

  As described above, since the connecting member A for connecting the above-described cowl portion 8, the instrument panel member 9, and the steering support bracket 10 is provided, as shown in FIG. A truss structure (so-called side truss) that connects the points L and M and the junction point N in a triangular shape is formed, and thereby, the vertical vibration of the steering can be efficiently suppressed.

In plan view, as shown in FIG. 15, a truss structure (so-called plane truss) that connects the neck portion of the weld bolt 20, the junction point M, and the junction point N in a triangular shape is formed. The vibration in the vehicle width direction of the steering can be efficiently suppressed. In the fourth embodiment, the front and rear brackets 60 and 61 have a crank-like cross-sectional shape, so that a large flat truss can be formed with respect to the flat truss of the third embodiment.
Further, the above-mentioned side truss and flat truss can improve the steering support strength with the minimum necessary configuration.

  Thus, in the embodiment shown in FIGS. 13 to 16 (corresponding to claims 1 and 6), the connecting member A is connected to the instrument panel member 9 and the steering support bracket 10 in the rear bracket 60. And a front bracket 61 that is detachably mounted between the rear bracket 60 and the cowl portion 8. The front and rear brackets 61, 60 each open in a facing direction in a side view. U-shaped portions 61U and 60U are provided, and each upper and lower edge portion is fastened via a slit 62 extending in the front-rear direction provided on at least one bracket 61 to form a deformation allowing portion C of the connecting member A, The first connecting portion X is formed at each upper edge portion, the second connecting portion Y is formed at each lower edge portion, and the harness 29 is inserted in the vehicle width direction by the U-shaped portions 60U and 61U. That an opening 30 is formed, in which opening 30 is elongated in the longitudinal direction than the outer diameter of the harness 29.

According to this configuration, when the cowl portion 8 retreats at the time of a frontal collision of the vehicle, the front bracket 61 retreats out of the front and rear brackets 60 and 61 fastened via the slit 62 to secure a crash space.
In this case, the front-rear and rear-side brackets 61 and 60 have U-shaped portions 61U and 60U that open in the front-to-rear direction, but the front-and-rear dimension is smaller. Since it is formed long, damage to the harness 29 at the time of the front collision can be suppressed.

Further, when the harness 29 is assembled, it is only necessary to insert the harness 29 through the opening 30 between the front bracket 61 and the rear bracket 60, so that the assembly property of the harness 29 can be ensured.
In short, it is possible to achieve both the securing of the harness 29 and the suppression of the harness damage at the time of the front collision.

  In this embodiment, since the other configurations, operations, and effects are almost the same as those in the previous embodiment, the same reference numerals are given to the same parts in FIGS. Detailed description thereof is omitted.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The first connecting portion of the present invention corresponds to the upper brackets 17 and 40 of the embodiment,
Similarly,
The second connecting portion corresponds to the lower brackets 18 and 41,
The vulnerable parts correspond to the first vulnerable parts 22, 42 and the second vulnerable parts 28, 48,
The present invention is not limited to the configuration of the above-described embodiment.
For example, in the above embodiment, the steering support structure for a left-hand drive vehicle is illustrated, but this may be applied to a steering support structure for a right-hand drive vehicle.
Further, the weld bolt 20 may be a weld nut and the nut 21 may be a bolt. In this case, the degree of freedom in the forward insertion direction when the instrument panel member is attached to the vehicle body is improved.

The side view which shows the steering support structure of the motor vehicle of this invention 1 is an enlarged side view of the main part of FIG. Plan view showing steering support structure Exploded perspective view Side view showing another embodiment of a steering support structure for an automobile 5 is an enlarged side view of the main part of FIG. Plan view showing steering support structure Exploded perspective view Side view showing still another embodiment of a steering support structure for an automobile 9 is an enlarged side view of the main part of FIG. Plan view showing steering support structure Exploded perspective view Side view showing still another embodiment of a steering support structure for an automobile 13 is an enlarged side view of the main part of FIG. Plan view showing steering support structure Exploded perspective view

Explanation of symbols

8 ... Cowl part 9 ... Instrument panel member 10 ... Steering support bracket 12 ... Steering column 17, 40 ... Upper bracket (first connecting part)
18, 41 ... Lower bracket (second connecting part)
22, 22 ... 1st vulnerable part (fragile part)
28, 48 ... second vulnerable part (fragile part)
29 ... Harness 30 ... Opening 50, 60 ... Rear bracket 51, 61 ... Front bracket 52, 62 ... Slit 50U, 51U, 60U, 61U ... U-shaped part a ... Steering shaft axis A ... Connecting member B, C ... Deformation Allowable part X ... first connecting part Y ... second connecting part

Claims (6)

An instrument panel member spaced rearward from the cowl and spanned between the left and right side walls;
A steering support bracket to which a steering column is attached, and provided at a lower portion of the instrument panel member;
The steering support bracket is a vehicle steering support structure widened in a vehicle width direction from a steering shaft axis in a plan view,
A connecting member for connecting the cowl part, the instrument panel member and the steering support bracket is provided;
The connecting member includes a first connecting part and a second connecting part,
The first connecting part has a front part joined to the cowl part, a rear part joined to the instrument panel member, and is constructed substantially along the steering shaft axis in plan view.
The front and rear of the second connecting part are joined to the front part of the first connecting part, and the rear part is joined to a part separated from the steering shaft axis in the vehicle width direction in plan view of the steering support bracket. A steering support structure for an automobile characterized by being erected in a direction. The steering support bracket extends downward from the instrument panel member,
2. The steering support structure for an automobile according to claim 1, wherein a rear portion of the second connecting portion is joined to a front end portion of the steering support bracket. The steering support structure for an automobile according to claim 1 or 2, wherein a weakened portion having a proof stress lower than a rearward deformation proof strength of the instrument panel member is provided at an intermediate portion in the front-rear direction of the connecting member. The second connecting part is disposed below the first connecting part,
The lower edge of the first connecting portion is recessed upward to form a first weakened portion,
The automobile steering support structure according to claim 3, wherein a second weakened portion that is bent in the vehicle width direction is formed in a part of the second connecting portion. The connecting member includes an upper bracket that is the first connecting portion;
A lower bracket that is the second connecting portion detachably attached between the front portion of the upper bracket and the steering support bracket;
The automobile steering support structure according to claim 4, wherein an opening for inserting the harness in the vehicle width direction is formed between the first fragile portion and the upper edge of the lower bracket. The connecting member includes a rear bracket joined to the instrument panel member and the steering support bracket;
A front bracket that is detachably mounted between the rear bracket and the cowl portion;
The front and rear brackets each have a U-shaped portion that opens in a facing direction in a side view,
Each upper and lower edge is fastened through a slit extending in the front-rear direction provided on at least one bracket,
A deformation allowing portion of the connecting member is formed,
The first connecting portion is formed at each upper edge portion,
The second connecting part is formed at each lower edge part,
While each U-shaped portion forms an opening through which the harness is inserted in the vehicle width direction,
2. The steering support structure for an automobile according to claim 1, wherein the opening is formed longer in the front-rear direction than the outer diameter of the harness.

Images