JP4940693B2 - Steering device - Google Patents

Description

  The present invention relates to a steering apparatus, and more particularly, to a steering apparatus including an impact energy absorbing mechanism for reducing an impact force applied to a driver at the time of a secondary collision.

  In order to alleviate the impact force applied to the driver during a secondary collision, when the column collapses to the front of the vehicle body with the impact force during the secondary collision, an impact that plastically deforms and reduces the impact load during the secondary collision There is a steering device having an energy absorption mechanism.

  As a steering device having such an impact energy absorbing mechanism, there are steering devices of Patent Document 1 and Patent Document 2. In the steering device of Patent Document 1, an impact energy absorbing member is mounted in a gap between a distance bracket having a welded structure and a column. However, in recent years, in order to reduce the weight of the vehicle body and reduce the manufacturing cost, the distance bracket and the column are often formed by integral casting of a light alloy.

  When the distance bracket and the column are formed by integral casting, it is difficult to secure a gap for mounting the impact energy absorbing member between the distance bracket and the column.

  In addition, since the steering device of Patent Document 2 has a flat impact energy absorbing member arranged vertically, if the required amount of impact energy absorption is increased, the space in the vertical direction of the vehicle body is increased, resulting in a compact size. There was a bug that could not be configured.

JP-A-9-193812 JP-A-9-123925

  The present invention provides a steering device in which a space for mounting an impact energy absorbing member is small even when a required amount of impact energy absorption is large, and an impact energy absorption characteristic can be easily changed during a collapse movement stroke. It is an issue to provide.

The above problem is solved by the following means. That is, the first invention is a fixed bracket that can be fixed to the vehicle body, a guide portion in the vehicle longitudinal direction formed on the fixed bracket, and a collapse movement to the vehicle body front side along the guide portion of the fixed bracket at the time of a secondary collision. A movable bracket having a guided portion capable of being guided, and a column in which at least one of a tilt position and a telescopic position is supported by the movable bracket so as to be adjustable, and a steering shaft on which a steering wheel is mounted is pivotally supported. A clamp device for clamping the column to the moving bracket at at least one of a desired tilt position and a desired telescopic position, and a substantially M formed between the guide portion of the fixed bracket and the guided portion of the move bracket. shaped gap, and it is inserted into the gap between the generally M-shaped, the mobile blanking In the guided portion in the movement of the vehicle body front side of the socket is squeezed in contact with the plastic deformation, the cross section for absorbing impact energy during a secondary collision with an impact energy absorbing member substantially M-shaped circular In the steering device, the impact energy absorbing member is composed of a plurality of impact energy absorbing members formed by bending a single wire, and is inserted so as to overlap in the vertical direction of the vehicle body. The steering device is characterized in that contact start positions of the moving bracket with the guided portion are different from each other.

The second invention is a steering apparatus of the first aspect, the plurality of impact energy absorbing member is formed in the same shape each bent wire of the same length, the vehicle body longitudinal with respect to the guide portion of the fixed bracket The steering device is characterized in that attachment positions in directions are different.

Third invention is a steering apparatus of the first or second th one of the invention, the column is in this lower column and the lower column of the vehicle front end is supported pivotally on the fixed bracket The upper column is fitted to be telescopically movable, and a steering shaft having a steering wheel mounted on the upper column is pivotally supported. The clamp device has a desired tilt position and telescopic position. The steering device is characterized in that the upper column is clamped to the moving bracket .

In the steering device according to the present invention, the substantially M-shaped impact energy absorbing member having a circular cross section is inserted into the substantially M-shaped gap formed by the guide portion of the fixed bracket and the guided portion of the moving bracket. Therefore, the space for mounting the impact energy absorbing member can be small.

Furthermore, in the steering device of the present invention, a plurality of impact energy absorbing members are inserted in the vertical direction of the vehicle body, and the contact start position with the guided portion of the moving bracket is different. Therefore, a space for mounting the impact energy absorbing member is small, and the impact energy absorption characteristic can be changed during the collapse movement stroke.

In the steering device according to the second aspect of the present invention, the impact energy absorption characteristic can be changed in the middle of the collapse movement stroke by using a plurality of impact energy absorbing members having exactly the same shape. It becomes possible to reduce the manufacturing cost of a member.

  Embodiments 1 to 4 of the present invention will be described below with reference to the drawings.

  FIG. 1 is a front view showing the entire steering apparatus of the present invention. 2 shows an impact energy absorbing structure according to the first embodiment of the present invention. (1) is a cross-sectional view taken along the line AA in FIG. 1, and (2) is an enlarged vertical space between parts in (1). FIG. 3 is a cross-sectional view taken along the line BB in FIG. 4 is a cross-sectional view taken along the line B-B in FIG. 2A, in which the space in the left-right direction between the components in FIG. 3 is expanded.

  As shown in FIG. 1, a fixed bracket 2 is fixed to a vehicle body 1, and a vehicle body front side of a lower column (inner column) 3 with a pivot pin 21 as a fulcrum on the vehicle body front side of the fixed bracket 2 (see FIG. 1). The left end of 1 is pivotably supported.

  An upper column (outer column) 4 is fitted on the rear column (the right side in FIG. 1) of the lower column 3 so as to be slidable in the axial direction. In the upper column 4, a steering shaft 42 having a steering wheel 41 attached to the rear side of the vehicle body is pivotally supported.

  The vehicle body front side end portion of the steering shaft 42 is connected to a steering gear (not shown), and a wheel (not shown) can be steered by a rotation operation of the steering wheel 41.

  A guided portion 51 formed on the upper surface of the moving bracket 5 is guided to the guide portion 22 formed on the lower surface of the fixed bracket 2 so as to be movable in the longitudinal direction of the vehicle body (the left-right direction in FIG. 1). The moving bracket 5 is fixed to the fixed bracket 2 with a resin pin 53 through a capsule 52. When an impact load on the front side of the vehicle body of a predetermined value or more is applied to the moving bracket 5 at the time of a two-time collision, the resin pin 53 is sheared, the capsule 52 remains on the fixed bracket 2 side, and the moving bracket 5 is attached to the fixed bracket 2. It is guided by a guide portion 22 formed on the lower surface and is configured to be movable (collapsed) to the front side of the vehicle body.

  A distance bracket portion 44 is formed on the upper column 4 by integral casting of a light alloy such as aluminum or magnesium, and the tilt position and the telescopic position are supported by the movable bracket 5 so as to be adjustable. That is, the distance bracket portion 44 of the upper column 4 is formed with a telescopic position adjusting long groove 43 in the longitudinal direction of the vehicle body (left and right direction in FIG. 1), and the moving bracket 5 is used for adjusting the tilt position in the up and down direction in FIG. A long groove 54 is formed.

  A round rod-shaped fastening rod 55 extends through the telescopic position adjusting long groove 43 and the tilt position adjusting long groove 54 in a direction perpendicular to the paper surface of FIG. A cam lock mechanism (not shown) is provided at the end of the round rod-shaped fastening rod 55 that is operated by a swinging operation of the operation lever 56.

  If the cam lever mechanism is loosened by swinging the operating lever 56 in the unclamping direction, the upper column 4 is moved in the vehicle longitudinal direction with respect to the moving bracket 5, and the telescopic position of the steering wheel 41 (position in the vehicle longitudinal direction). ) Can be adjusted to a desired position. Further, the upper column 4 is moved in the vertical direction with respect to the moving bracket 5 (the lower column 3 is pivoted with the pivot pin 21 as a fulcrum), and the tilt position (position in the vertical direction of the vehicle body) of the steering wheel 41 is desired. The position can be adjusted.

  When the position adjustment of the steering wheel 41 is completed at the desired tilt position and telescopic position according to the driver's physique, the upper column 4 is moved by operating the operating lever 56 in the clamping direction to tighten the cam lock mechanism. The moving bracket 5 can be clamped so as not to move.

  When the driver collides with the steering wheel 41 during the secondary collision and the upper column 4 moves to the front side of the vehicle body, the moving bracket 5 moves to the front side of the vehicle body (collapse movement) together with the upper column 4. When the resin pin 53 is sheared by the impact at the time of the secondary collision, the moving bracket 5 is detached from the capsule 52, and the moving bracket 5 moves to the vehicle body front side (left side in FIG. 1) with respect to the fixed bracket 2, and this moving operation is performed. The shock energy at the time of the secondary collision is absorbed by. An impact energy absorbing member is mounted between the guide portion 22 of the fixed bracket 2 and the guided portion 51 of the moving bracket 5.

  That is, as shown in FIGS. 2 to 4, the guide portion 22 formed on the lower surface of the fixed bracket 2 has two concave portions 23, 23 parallel to the longitudinal direction of the vehicle body (the direction perpendicular to the plane of FIG. 2). Is formed. The width of the recesses 23, 23 in the vehicle width direction (left-right direction in FIG. 2) is formed at W1. The guided portion 51 formed on the upper surface of the movable bracket 5 is formed with two convex portions 57 and 57 (width W2 in the vehicle width direction) that are narrower than the concave portions 23 and 23. , 57 are fitted in the recesses 23, 23 so as to be movable in the longitudinal direction of the vehicle body.

  As shown in FIG. 3, a substantially M-shaped gap is formed between the convex portions 57 and 57 and the concave portions 23 and 23, and a single substantially M-shaped gap is formed in the substantially M-shaped gap. An impact energy absorbing member 6 is inserted. The impact energy absorbing member 6 is formed by bending a single metal wire having a circular cross section.

  The impact energy absorbing member 6 has a U-shaped portion 61 formed by bending an intermediate position of the impact energy absorbing member 6 into a U-shape. The U-shaped portion 61 is stretched over an R portion 24 formed at the vehicle body rear end of the guide portion 22 of the fixed bracket 2. The curvature radii of the U-shaped portion 61 and the R portion 24 are formed substantially the same.

  The impact energy absorbing member 6 is formed with linear portions 62 and 62 extending linearly from both ends of the U-shaped portion 61 toward the front side of the vehicle body (left side in FIG. 3). The vehicle body front ends of the straight portions 62, 62 are U-shaped toward the outside in the vehicle width direction (vertical direction in FIG. 3) along the R portions 58, 58 formed at the vehicle body front ends of the convex portions 57, 57. Are bent to form U-shaped portions (contact portions) 63 and 63.

  At the bent ends of the U-shaped portions 63, 63, straight portions 64, 64 extending linearly toward the rear side of the vehicle body (the right side in FIG. 3) are formed. The curvature radii of the U-shaped parts 63 and 63 and the R parts 58 and 58 are formed substantially the same, and the smooth ironing operation of the impact energy absorbing member 6 is realized.

  When the moving bracket 5 is detached from the capsule 52 at the time of the secondary collision and is guided by the guide portion 22 of the fixed bracket 2 and moves forward (collapse movement), the convex portions 57 and 57 of the moving bracket 5 are also fixed to the fixed bracket. 2 is guided by the recesses 23, 23 and moves to the front side of the vehicle body. Due to the movement of the convex portions 57 and 57 toward the front side of the vehicle body, the U-shaped portions (abutment portions) 63 and 63 of the impact energy absorbing member 6 are It is squeezed and plastically deformed, and the impact energy at the time of secondary collision is absorbed.

  In the impact energy absorbing structure according to the first embodiment of the present invention, a substantially M-shaped impact having a circular cross section is formed in a substantially M-shaped gap formed by the guide portion 22 of the fixed bracket 2 and the guided portion 51 of the moving bracket 5. Since the energy absorbing member 6 is inserted, the space for mounting the impact energy absorbing member 6 can be small.

  Next, a second embodiment of the present invention will be described. FIG. 5 shows an impact energy absorption structure of Embodiment 2 of the present invention, which corresponds to a cross-sectional view taken along the line AA of FIG. 6 is a cross-sectional view taken along the line CC of FIG. 7 is a cross-sectional view taken along the line C-C in FIG. FIG. 8 is a component diagram showing a single impact energy absorbing member. In the following description, only structural portions and operations different from those of the first embodiment will be described, and overlapping descriptions will be omitted.

  The second embodiment is an example in which two impact energy absorbing members are used, and the impact energy absorption characteristics are changed during the movement of the moving bracket 5 during the collapse. That is, as shown in FIG. 5, two substantially M-shaped gaps are formed in a substantially M-shaped gap between the concave portions 23, 23 on the lower surface of the fixed bracket 2 and the convex portions 57, 57 of the moving bracket 5. The impact energy absorbing members 6 and 7 are inserted so as to overlap each other in the vertical direction (vehicle body vertical direction) in FIG. The impact energy absorbing members 6 and 7 are formed by bending a single metal wire having a circular cross section, as in the first embodiment.

  As shown in FIGS. 6 to 8, the upper impact energy absorbing member 6 (see FIG. 8 (3)) 6 has the same shape as the impact energy absorbing member 6 of the first embodiment. However, the lower impact energy absorbing member 7 (see FIGS. 8A and 8B) 7 is formed by bending a metal wire longer than the upper impact energy absorbing member 6.

  That is, the lower impact energy absorbing member 7 is formed in a U-shaped portion 71 by bending the middle position of the length into a U-shape as in the first embodiment. However, the lengths of the straight portions 72, 72 extending linearly from both ends of the U-shaped portion 71 toward the vehicle body front side (left side in FIG. 8) are longer than the first embodiment by the length L1 (see FIG. 8). Is formed.

  And the vehicle body front end of these linear parts 72 and 72 is bend | folded in U shape toward the vehicle width direction (up-down direction of FIG. 8) outer side similarly to Example 1, and is U-shaped part (contact part). 73, 73 are formed, and straight portions 74, 74 extending linearly toward the rear side of the vehicle body (the right side in FIG. 8) are formed at the bent ends of the U-shaped portions 73, 73.

  As shown in FIG. 6, when the moving bracket 5 is detached from the capsule 52 at the time of the secondary collision, the convex portions 57 and 57 of the moving bracket 5 are guided to the concave portions 23 and 23 of the fixed bracket 2 and moved to the front side of the vehicle body ( (Collapse moves). Then, first, the U-shaped portions (contact portions) 63 and 63 of one of the impact energy absorbing members 6 are in contact with the R portions 58 and 58 at the front end of the vehicle body of the convex portions 57 and 57 to be rubbed. It is plastically deformed and the impact energy at the time of secondary collision is absorbed.

  When the convex portions 57, 57 of the moving bracket 5 further move (collapse movement) by L1 toward the front side of the vehicle body, the U-shaped portions (contact portions) 73, 73 of the other impact energy absorbing member 7 become convex portions 57, 57. It abuts against the R portions 58 and 58 at the front end of the vehicle body and is deformed by squeezing. Therefore, the energy of plastic deformation of the impact energy absorbing member 7 is added to the energy of plastic deformation of the impact energy absorbing member 6 to obtain a larger impact energy absorption characteristic.

  In the impact energy absorbing structure according to the second embodiment of the present invention, the impact energy absorbing members 6 and 7 are inserted so as to overlap each other in the vertical direction, and the other U-shaped portion 73 is disposed more than the one U-shaped portion (contacting portion) 63. It is arranged on the front side of the car body. Therefore, a space for mounting the impact energy absorbing member is small, and the impact energy absorption characteristic can be changed during the collapse movement stroke.

  As shown by a two-dot chain line in FIG. 8 (2), if the straight portions 72 and 74 of the lower impact energy absorbing member 7 are inclined in the vertical direction in FIG. 8, the convex portions 57 and 57 and the concave portion 23, The straight portions 72 and 74 can be pressed against the wall surface in the left-right direction (left-right direction in FIG. 5) of the gap between the first and second spaces. Therefore, the impact energy absorbing member 7 can be mounted without play in the gap between the convex portions 57 and 57 and the concave portions 23 and 23.

  Further, as shown by a two-dot chain line in FIG. 8A, if the straight portion 74 (the straight portion 72 is also possible) of the lower impact energy absorbing member 7 is inclined in the vertical direction in FIG. The straight portion 74 (the straight portion 72) can be pressed against the wall surface in the vertical direction (the vertical direction in FIG. 5) of the gap between the 57, 57 and the recesses 23, 23. Therefore, the impact energy absorbing member 7 can be mounted without play in the gap between the convex portions 57 and 57 and the concave portions 23 and 23.

  As shown in FIGS. 8 (2) and 8 (3), if the diameter D1 of the upper impact energy absorbing member 6 and the diameter D2 of the lower impact energy absorbing member 7 are different, a wider variety of impact energy is absorbed. Characteristics are obtained. In the second embodiment, the impact energy absorbing members 6 and 7 have a circular shape with the same cross section, but may have different cross sectional shapes such as a circular shape and a rectangular shape, or a circular shape and an elliptical shape.

  Next, a third embodiment of the present invention will be described. FIG. 9 shows an impact energy absorbing structure according to Example 3 of the present invention, and corresponds to a cross-sectional view taken along the line CC in FIG. FIG. 10 is equivalent to a cross-sectional view taken along the line CC of FIG. 5 in which only the fixing bracket of FIG. 9 is extracted and shown. FIG. 11 is equivalent to a cross-sectional view taken along the line CC in FIG. In the following description, only structural parts and operations different from those in the first to second embodiments will be described, and a duplicate description will be omitted.

  The third embodiment is a modification of the second embodiment, in which two impact energy absorbing members having the same shape are used, and the impact energy absorption characteristics are changed during the collapsing movement of the movable bracket 5. That is, as shown in FIG. 9, the substantially M-shaped gap between the concave portions 23, 23 on the lower surface of the fixed bracket 2 and the convex portions 57, 57 of the moving bracket 5 is exactly the same formed in a substantially M shape. Two impact energy absorbing members 6A and 6B having a shape are inserted so as to overlap each other in a direction perpendicular to the paper surface of FIG. The impact energy absorbing member 6A is disposed above the impact energy absorbing member 6B (on the front side in the direction orthogonal to the paper surface of FIG. 9).

  The impact energy absorbing members 6A and 6B are formed in exactly the same shape as the impact energy absorbing members 6 of the first and second embodiments. R portions 24 </ b> A and 24 </ b> B are formed at the vehicle body rear end (right side in FIGS. 9 and 10) of the guide portion 22 of the fixed bracket 2. The R portion 24A is formed on the vehicle body front side (left side in FIGS. 9 and 10) with respect to the R portion 24B, and the R portion 24A is above the R portion 24B (front side in the direction perpendicular to the paper surface of FIG. 9). Is arranged. The height of the R portion 24A in the direction perpendicular to the paper surface of FIG. 9 is formed to be slightly larger than the diameter of the impact energy absorbing member 6A.

  Therefore, when the U-shaped portion 61A of the impact energy absorbing member 6A is spanned over the R portion 24A and the U-shaped portion 61B of the impact energy absorbing member 6B is spanned over the R portion 24B, as shown in FIG. The U-shaped portion (contact portion) 63A on the front side of the vehicle body 6A is disposed on the front side of the vehicle body (left side in FIG. 9) relative to the U-shape portion (contact portion) 63B on the front side of the vehicle body of the impact energy absorbing member 6B. Is done.

  At the time of the secondary collision, the moving bracket 5 is detached from the capsule 52, and the convex portions 57, 57 of the moving bracket 5 are guided by the concave portions 23, 23 of the fixed bracket 2 to move forward (collapse movement). Then, first, the U-shaped portions (contact portions) 63B and 63B of the impact energy absorbing member 6B are in contact with the R portions 58 and 58 at the front end of the vehicle body of the convex portions 57 and 57, and are squeezed and plasticized. Deforms and absorbs impact energy at the time of secondary collision.

  When the convex portions 57, 57 of the moving bracket 5 further move to the front side of the vehicle body (collapse movement), the U-shaped portions (contact portions) 63A, 63A of the impact energy absorbing member 6A become the vehicle body front end of the convex portions 57, 57. Abutting against the R portions 58, 58, the iron is deformed due to squeezing. Therefore, the energy of plastic deformation of the impact energy absorbing member 6A is added to the energy of plastic deformation of the impact energy absorbing member 6B, so that a larger impact energy absorption characteristic can be obtained.

  In the impact energy absorbing structure according to the third embodiment of the present invention, the impact energy absorption characteristics can be changed in the middle of the collapse movement stroke by using two impact energy absorbing members 6A and 6B having exactly the same shape. In addition, the manufacturing cost of the impact energy absorbing member can be reduced.

  Next, a fourth embodiment of the present invention will be described. FIG. 12 is a component diagram showing a single impact energy absorbing member of Example 4 of the present invention. In the following description, only structural parts and operations that are different from those of the first to third embodiments will be described, and overlapping descriptions will be omitted.

  The fourth embodiment is a modification of the first embodiment, in which a single impact energy absorbing member is used and the impact energy absorption characteristic is changed during the collapse movement of the movable bracket 5. That is, as shown in FIG. 12, the impact energy absorbing member 8 of the fourth embodiment has a U-shaped portion 81 formed by bending a position shifted to one side from the middle position of the length into a U-shape. The U-shaped portion 81 is stretched over the R portion 24 formed at the rear end of the vehicle body of the guide portion 22 of the fixed bracket 2 shown in FIG.

  The impact energy absorbing member 8 is formed with straight portions 821 and 822 extending linearly from both ends of the U-shaped portion 81 toward the front side of the vehicle body (left side in FIG. 12). The length of one straight line portion 821 is longer than the length of the other straight line portion 822 by a length L2 (see FIG. 12).

  Then, the vehicle body front ends of the straight portions 821 and 822 are bent in a U shape toward the outside in the vehicle width direction (vertical direction in FIG. 12) in the same manner as in the first embodiment, and the U shape portion (contact portion). 831 and 832 are formed, and straight portions 841 and 842 extending linearly toward the rear side of the vehicle body (the right side in FIG. 12) are formed at the bent ends of the U-shaped portions 831 and 832.

  At the time of the secondary collision, the moving bracket 5 is detached from the capsule 52, and the convex portions 57, 57 of the moving bracket 5 are guided by the concave portions 23, 23 of the fixed bracket 2 to move forward (collapse movement). Then, first, one U-shaped portion (contact portion) 832 of the impact energy absorbing member 8 is brought into contact with the R portion 58 at the front end of the vehicle body of the one convex portion 57 and is squeezed and plastically deformed. The impact energy at the time of secondary collision is absorbed.

  When the convex portions 57 and 57 of the moving bracket 5 further move (collapse movement) by L2 toward the front side of the vehicle body, the other U-shaped portion (contact portion) 831 of the impact energy absorbing member 8 becomes the vehicle body of the other convex portion 57. It abuts on the R portion 58 at the front end, and is deformed by squeezing. Accordingly, since the energy of plastic deformation of the other U-shaped portion 831 is added to the energy of plastic deformation of one U-shaped portion 832 of the impact energy absorbing member 8, various absorption characteristics of impact energy can be obtained.

  In the impact energy absorbing structure according to the fourth embodiment of the present invention, the impact energy absorbing member can be changed in the middle of the collapse movement stroke using the single impact energy absorbing member 8. The space for mounting the battery is small, and the manufacturing cost of the impact energy absorbing member can be reduced.

  If the impact energy absorbing member 8 of Example 4 is applied to the example using the plurality of impact energy absorbing members described in Example 2 and Example 3, it is possible to obtain even more diverse impact energy absorption characteristics. Become.

  In Example 2 to Example 3, two impact energy absorbing members are used. However, the number of impact energy absorbing members is not limited to two, and any number of impact energy absorbing members can be used. is there.

  In the above embodiment, the guide part on the fixed bracket side is a concave part and the guided part on the moving bracket side is a convex part, but the guide part on the fixed bracket side is a convex part and the guided part on the movable bracket side is a concave part. It may be.

  Further, in the above-described embodiment, an example in which the upper column is capable of both the tilt position adjustment and the telescopic position adjustment with respect to the moving bracket has been described. However, the upper column is capable of adjusting the tilt position or the telescopic position with respect to the moving bracket. Any one of the positions may be adjustable.

It is a front view showing the whole steering device of the present invention. (1) is a cross-sectional view taken along the line AA in FIG. 1 showing the impact energy absorbing structure of the first embodiment of the present invention, and (2) is a cross-sectional view showing the vertical space between the parts in (1) in an enlarged manner. is there. It is BB sectional drawing of FIG. 2 (1). FIG. 4 is a cross-sectional view taken along the line B-B in FIG. 1 shows an impact energy absorbing structure according to Example 2 of the present invention, and corresponds to a cross-sectional view taken along the line AA of FIG. It is CC sectional drawing of FIG. FIG. 6 is a cross-sectional view taken along the line CC in FIG. It is a component diagram which shows the impact energy absorption member single-piece | unit of Example 2. FIG. The impact energy absorption structure of Example 3 of this invention is shown, and is equivalent to CC sectional drawing of FIG. It is equivalent to CC sectional drawing of FIG. 5 which extracted and showed only the fixing bracket of FIG. It is equivalent to CC sectional drawing of FIG. 5 which expanded the space | interval of the left-right direction between the components of FIG. It is a component figure which shows the impact energy absorption member single-piece | unit of Example 4 of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car body 2 Fixed bracket 21 Pivoting pin 22 Guide part 23 Recessed part 24, 24A, 24B R part 3 Lower column 4 Upper column 41 Steering wheel 42 Steering shaft 43 Long groove for telescopic position adjustment 44 Distance bracket part 5 Moving bracket 51 Guided part 52 Capsule 53 Resin Pin 54 Tilt Position Adjusting Long Groove 55 Tightening Rod 56 Operation Lever 57 Convex 58 R Part 6 Impact Energy Absorbing Member 61 U-shaped Part 62 Linear Part 63 U-shaped Part 64 Linear Part 6A, 6B Impact Energy Absorbing Member 61A , 61B U-shaped part 62A, 62B Linear part 63A, 63B U-shaped part 64A, 64B Linear part 7 Impact energy absorbing member 71 U-shaped part 72 Linear part 73 U-shaped part 74 Linear part 8 Impact energy absorbing member 81 U-shaped part 82 1,822 Straight part 831,832 U-shaped part 841,842 Straight part

Claims (3)

A fixing bracket that can be fixed to the car body,
A vehicle front-rear direction guide formed on the fixed bracket;
A moving bracket having a guided portion that is capable of collapsing movement on the front side of the vehicle body along the guide portion of the fixed bracket at the time of a secondary collision;
A column in which at least one of a tilt position and a telescopic position is supported by the moving bracket so as to be adjustable, and a steering shaft on which a steering wheel is mounted is pivotally supported,
A clamping device for clamping the column to the moving bracket at at least one of a desired tilt position and a desired telescopic position;
A substantially M-shaped gap formed between the guide part of the fixed bracket and the guided part of the moving bracket; and
A cross section that is inserted into the substantially M-shaped gap, is deformed plastically by abutting against the guided portion by moving the moving bracket forward of the vehicle body, and absorbs impact energy at the time of a secondary collision is circular. A steering device having a substantially M-shaped impact energy absorbing member ,
The impact energy absorbing member is composed of a plurality of impact energy absorbing members formed by bending a single wire, and is inserted so as to overlap in the vertical direction of the vehicle body and is guided by the moving bracket during a collapse movement. A steering device characterized in that a contact start position with each part is different . The steering apparatus according to claim 1 , wherein
The plurality of impact energy absorbing members are:
Each is formed into the same shape by bending the wire of the same length,
A steering device characterized in that a mounting position of the fixing bracket in the longitudinal direction of the vehicle body with respect to the guide portion is different. In the steering device according to claim 1 or 2,
The column includes a lower column whose front end is pivotally supported on the fixed bracket and an upper column that is telescopically fitted to the lower column, and a steering shaft having a steering wheel mounted on the upper column. Is pivotally supported.
The clamp device clamps the upper column to the moving bracket at a desired tilt position and telescopic position.
A steering apparatus characterized by the above.

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