JP5553010B2 - Steering column support device - Google Patents

Description

  In this invention, the steering column is displaced forward with respect to the vehicle body so as to enable the forward displacement of the steering wheel while absorbing the impact energy applied to the steering wheel from the driver's body in the event of a collision. The present invention relates to an improvement of a support device for a steering column for supporting the vehicle.

[Conventional technology]
The automobile steering device is configured as shown in FIG. 9, and transmits the rotation of the steering wheel 1 to the input shaft 3 of the steering gear unit 2, and a pair of left and right tie rods 4 according to the rotation of the input shaft 3, 4 is pushed and pulled to give a steering angle to the front wheels. The steering wheel 1 is supported and fixed at the rear end portion of the steering shaft 5, and the steering shaft 5 is rotatably supported by the steering column 6 with the cylindrical steering column 6 inserted in the axial direction. Has been. Further, the front end portion of the steering shaft 5 is connected to the rear end portion of the intermediate shaft 8 via a universal joint 7, and the front end portion of the intermediate shaft 8 is connected to the input shaft 3 via another universal joint 9. Connected to. The intermediate shaft 8 is configured such that torque can be transmitted and the entire length can be contracted by an impact load. In the event of a collision accident (in the case of a primary collision described below), the steering wheel 1 is displaced rearward via the steering shaft 5 regardless of the rearward displacement of the steering gear unit 2 ( It is configured so that it can be prevented from being pushed up toward the driver's body.

  In order to protect the driver, it is necessary for the above-described automobile steering device to have a structure that displaces the steering wheel 1 while absorbing impact energy in the event of a collision. That is, in the event of a collision accident, a secondary collision in which the driver's body collides with the steering wheel 1 occurs following a primary collision in which the automobile collides with another automobile or the like. In order to alleviate the impact applied to the driver's body during the secondary collision and to protect the driver, the steering column 6 supporting the steering wheel 1 is associated with the vehicle body with the secondary collision. An energy absorbing member that absorbs the impact load by plastic deformation may be provided between the vehicle body and the portion that displaces forward together with the steering column 6 while being supported so as to be detachable forward by an impact load forward. For example, as described in Patent Documents 1 to 3 and the like, it is conventionally known and widely implemented.

  FIGS. 10 to 12 show an example of a conventional steering device (which is not publicly known, but is basically not different from the prior art in relation to the present invention). A housing 10 that houses a reduction gear or the like constituting the electric power steering device is fixed to the front end portion of the steering column 6a. A steering shaft 5a is supported on the inner side of the steering column 6a so as to be rotatable only. A portion of the steering shaft 5a protruding from the rear end opening of the steering column 6a at the rear end portion of the steering shaft 5a (See FIG. 9). The steering column 6a and the housing 10 are subjected to an impact load directed forward with respect to the vehicle body side bracket 11 (for example, see FIG. 19 showing the structure according to the prior invention described later) which is a portion fixed to the vehicle body. Based on this, it supports to be able to move forward.

  For this purpose, the column side bracket 12 supported on the intermediate portion of the steering column 6a and the housing side bracket 13 supported on the housing 10 are both separated forward by an impact load directed forward. Supports against. Each of the brackets 12 and 13 is provided with one or two mounting plate portions 14a and 14b, and the mounting plate portions 14a and 14b are respectively formed with notches 15a and 15b that open to the rear edge side. Yes. Then, sliding plates 16a and 16b are assembled to the left and right end portions of the brackets 12 and 13 so as to cover the notches 15a and 15b.

  Each of these sliding plates 16a and 16b is a metal such as a carbon steel plate or a stainless steel plate, on which a slippery synthetic resin layer such as polyamide resin (nylon) or polytetrafluoroethylene resin (PTFE) is formed on the surface. By bending the thin plate, the rear end edges of the upper and lower plate portions are connected to each other by a connecting plate portion, thereby forming a generally U-shape. And the through-hole for inserting a volt | bolt or a stud is formed in the part which mutually aligns each upper and lower plate part. In a state where the sliding plates 16a and 16b are mounted on the mounting plate portions 14a and 14b, the through holes are aligned with the notches 15a and 15b formed in the mounting plate portions 14a and 14b, respectively. To do.

  The brackets 12 and 13 are tightened by screwing bolts or studs and nuts inserted through the notches 15a and 15b of the mounting plate portions 14a and 14b and the through holes of the sliding plates 16a and 16b. To support the vehicle body side bracket 11. At the time of a secondary collision, the bolts or studs are pulled out from the notches 15a and 15b together with the slide plates 16a and 16b, and the steering column 6a and the housing 10 are moved together with the brackets 11 and 12 and the steering wheel 1. Allow displacement forward.

  Further, in the illustrated example, energy absorbing members 17 and 17 are provided between the bolt or stud and the column side bracket 12. As the column side bracket 12 is displaced forward, the energy absorbing members 17 and 17 are plastically deformed, and the column side bracket is moved from the steering wheel 1 through the steering shaft 5a and the steering column 6a. The impact energy transmitted to 12 is absorbed.

  At the time of a secondary collision, the bolts or studs are pulled out of the notches 15a and 15a to allow the column side bracket 12 to be displaced forward as shown in FIG. The steering column 6 a is displaced forward together with the column side bracket 12. At this time, the housing side bracket 13 is also detached from the vehicle body, and the housing side bracket 13 is allowed to be displaced forward. As the column side bracket 12 is displaced forward, the energy absorbing members 17 and 17 are plastically deformed, and from the driver's body via the steering shaft 5a and the steering column 6a, the column. The impact energy transmitted to the side bracket 12 is absorbed, and the impact applied to the driver's body is reduced.

  In the case of the conventional structure shown in FIGS. 10 to 12 described above, the column side bracket 12 is supported to the vehicle body side bracket 11 at two positions on both the left and right sides so that the column side bracket 12 can be detached forward during a secondary collision. . Therefore, at the time of a secondary collision, it is possible to disengage the pair of left and right support portions at the same time, making the steering wheel 1 forward and stable (without tilting in the state of the moment of occurrence of the secondary collision). It becomes important from the surface to be displaced. On the other hand, the tuning for simultaneously disengaging the two support portions is the resistance against the disengagement of both the support portions (friction resistance, shear resistance, etc.) and the inertia of the portion displaced forward together with the steering column 6a. Since there is an influence such as left and right imbalance regarding the mass, it is a laborious work.

  Adopting the structure described in Patent Document 1 is effective in eliminating the factor that destabilizes the forward disengagement due to such a cause. 13 to 15 show the conventional structure described in Patent Document 1. In the case of this conventional structure, a locking notch 18 is provided at the center in the width direction of the vehicle body side bracket 11a that is supported and fixed to the vehicle body side and does not displace forward during a secondary collision. It forms in the state which the front-end edge side of this opens. Further, the column side bracket 12a is supported and fixed on the steering column 6b side, and the column side bracket 12a can be displaced forward together with the steering column 6b at the time of a secondary collision.

  Further, the left and right end portions of the locking capsule 19 fixed to the column side bracket 12 a are locked to the locking notch 18. That is, the locking grooves 20 and 20 formed on the left and right side surfaces of the locking capsule 19 are engaged with the left and right side edges of the locking notch 18, respectively. Accordingly, the portions present on the upper and lower sides of the locking grooves 20 and 20 at the left and right end portions of the locking capsule 19 are located on both sides of the locking notch 18 and above the vehicle body side bracket 11a. Yes. The vehicle body side bracket 11a and the locking capsule 19 are portions of the two members 11a and 19 that are aligned with each other in a state where the locking grooves 20 and 20 are engaged with both side edges of the notch 18. The locking pins 21 and 22 (shown only in FIG. 15) are press-fitted into the locking holes 21a and 21b formed in the above. Each of the locking pins 22 and 22 is made of a relatively soft material such as an aluminum alloy or a synthetic resin that is torn by an impact load applied at the time of a secondary collision.

When a forward impact load is applied to the locking capsule 19 from the steering column 6b through the column side bracket 12a during the secondary collision, the locking pins 22 and 22 are torn. Then, the locking capsule 19 is allowed to move forward from the locking notch 18, and the steering column 6b (and the steering wheel supported by the steering column 6b via the steering shaft) is allowed to displace forward. To do.
In the case of the conventional structure shown in FIGS. 13 to 15 described above, there is only one engagement portion between the locking capsule 19 fixed to the column side bracket 12a and the vehicle body side bracket 11a at the center portion in the width direction. For this reason, it is easy to perform tuning for removing the engaging portion at the time of a secondary collision and stably displacing the steering wheel forward.

[Technology related to the prior invention]
Furthermore, the present inventors have invented a steering column support device as shown in FIGS. 16 to 19 as an improved structure of the above-described conventional structure in order to enhance the protection of the driver at the time of a secondary collision. . The present invention is an improvement of the steering column support device according to the present invention, and has much in common with the structure according to the prior invention. First, the structure according to the prior invention will be described with reference to FIGS. .

  FIGS. 16 to 19 show a tilt / telescopic steering device having both a tilt mechanism for adjusting the vertical position of the steering wheel 1 (see FIG. 9) and a telescopic mechanism for adjusting the front / rear position. The case where the prior invention is applied is shown. In order to constitute the telescopic mechanism, a telescoping column 6c having a telescope-like shape in which the rear part of the front inner column 23 is fitted into the front part of the rear outer column 24 so that the entire length can be expanded and contracted. Is used. A steering shaft 5b is rotatably supported on the inner diameter side of the steering column 6c.

  The steering shaft 5b has a spline engagement between a male spline portion provided at the rear portion of a circular inner shaft disposed on the front side and a female spline portion provided at the front portion of a circular outer shaft 25 disposed on the rear side. By combining them, it is possible to transmit torque and to expand and contract. The outer shaft 25 has a single-row deep groove ball bearing 26 and the like on the inner diameter side of the outer column 24 with a rear end projecting rearward from the rear end opening of the outer column 24. Only the rotation is supported by the bearing that can support the load. The steering wheel 1 is supported and fixed to the rear end portion of the outer shaft 25. When adjusting the front-rear position of the steering wheel 1, the outer column 24 is displaced in the front-rear direction together with the outer shaft 25, and the steering shaft 5b and the steering column 6c expand and contract.

  Further, a housing 10a for housing a reduction gear or the like constituting the electric power steering device is coupled and fixed to a front end portion of the steering column 6c (the inner column 23 constituting the steering column 6c). An electric motor 27 serving as an auxiliary power source of the electric power steering device and a controller 28 for controlling energization of the electric motor 27 are supported and fixed on the upper surface of the housing 10a. And in order to comprise the said tilt mechanism, the said housing 10a is supported with respect to the vehicle body so that rocking displacement centering on a horizontal axis is possible. For this reason, in the case of this example, a support cylinder 29 is provided in the left-right direction at the upper front end of the housing 10a. The horizontal axis such as a bolt inserted into the center hole 30 of the support cylinder 29 enables the front end of the steering column 6c to swing with respect to the vehicle body in the direction in which the rear portion of the steering column 6c is raised and lowered. The supporting structure is adopted.

  Further, the inner diameter of the front half portion of the outer column 24 constituting the intermediate portion or the rear portion of the steering column 6c can be elastically expanded / contracted. For this purpose, a slit 31 is formed in the axial direction on the lower surface of the outer column 24. The front end portion of the slit 31 is a circumferential through-hole 32 formed in a portion excluding the front end edge of the outer column 24 or the upper end portion of the outer column 24 near the front end (the first embodiment of the present invention). (See FIGS. 1 and 2 showing an example). Further, a pair of supported plate portions 33, 33 each having a thick flat plate shape are provided at a portion sandwiching the slit 31 from both sides in the width direction. Both of the supported plate portions 33 and 33 function as a displacement side bracket that is displaced together with the outer column 24 when the position of the steering wheel 1 is adjusted.

  In the case of the structure according to the illustrated prior invention, both the supported plate portions 33 and 33 are supported with respect to the column side bracket 34 so that the vertical position and the front and rear position can be adjusted. The column side bracket 34 is normally supported by the vehicle body. However, in the event of a collision, the column side bracket 34 is detached forward based on the impact of the secondary collision, and the outer column 24 is allowed to move forward. I try to do it. For this reason, the column side bracket 34 is supported to the vehicle body side bracket 11 so as to be disengaged forward by an impact load applied during a secondary collision.

  In a state where the steering wheel 1 is held at the adjusted position, the supported plate portions 33 and 33 are strongly held by a pair of left and right support plate portions 35 and 35 constituting the column side bracket 34. ing. These support plate portions 35, 35 are provided with partial arc-shaped vertical elongated holes 36 centered on the horizontal axis that support the support cylinder 29 with respect to the vehicle body, and both of the supported plate portions 33, 33 are provided with both support plate portions 35, 35. The longitudinal columns 37 that are long in the axial direction of the outer column 24 are formed. An adjustment rod 38 is inserted through each of the long holes 35 and 36. A head portion 39 provided at the base end portion (right end portion in FIG. 17) of the adjusting rod 38 is formed in the vertical direction long hole formed in one support plate portion 35 (right side in FIG. 17). Only the displacement along the axis can be engaged (in a state where rotation is prevented). On the other hand, between the nut 40 screwed to the tip end portion (left end portion in FIG. 17) of the adjusting rod 38 and the outer side surface of the other support plate portion 35 (left side in FIG. 17) A cam device 43 including 41 and a driven cam 42 is provided. Of these, the driving cam 41 can be driven to rotate by the adjusting lever 44.

  When the position of the steering wheel 1 is adjusted, the driving cam 41 is rotationally driven by rotating the adjusting lever 44 in a predetermined direction (downward), thereby reducing the axial dimension of the cam device 43. And the space | interval of the mutually opposing inner side surfaces of the said driven cam 42 and the said head 39 is expanded, and both the said support plate parts 35 and 35 hold down the said both supported plate parts 33 and 33. FIG. Release power. At the same time, the inner diameter of the portion where the rear portion of the inner column 23 is fitted is elastically expanded at the front portion of the outer column 24, and the front inner peripheral surface of the outer column 24 and the rear outer peripheral surface of the inner column 23 are in contact with each other. The surface pressure acting on the part is reduced. In this state, the vertical position and the front / rear position of the steering wheel 1 can be adjusted within a range in which the adjustment rod 38 can be displaced inside the vertical direction long hole 36 and the front / rear direction long hole 37.

  After the steering wheel 1 is moved to a desired position, the axial dimension of the cam device 43 is expanded by rotating the adjustment lever 44 in the direction opposite to the predetermined direction (upward). Thereby, the space | interval of the mutually opposing inner side surfaces of the said driven cam 42 and the said head 39 is shrunk | reduced, and the said both supported plate parts 33 and 33 are suppressed strongly by the said both support plate parts 35 and 35. . At the same time, the inner diameter of the portion of the front portion of the outer column 24 where the rear portion of the inner column 23 is fitted is elastically reduced, and the front inner peripheral surface of the outer column 24 and the rear outer peripheral surface of the inner column 23 are in contact with each other. Increase the surface pressure acting on the part. In this state, the vertical position and front / rear position of the steering wheel 1 are held at the adjusted positions.

  In the case of this example, in order to increase the holding force for holding the steering wheel 1 in the adjusted position, the inner side surfaces of the both support plate portions 35 and 35 and the both supported plate portions 33 are used. , 33 are sandwiched between the friction plate units 45, 45, respectively. These friction plate units 45, 45 each have one or more first friction plates formed with a long hole aligned with the up-down direction long hole 36 and a long hole aligned with the front-rear direction long hole 37. Or a plurality of second friction plates alternately stacked, and has a role of increasing the friction area and increasing the holding force. Such a specific structure and operation of the friction plate units 45 and 45 are conventionally known, for example, as described in Patent Documents 4 to 5, and are not related to the gist of the prior invention and the present invention. Therefore, detailed illustration and description are omitted.

  Further, the column side bracket 34 is separated from the vehicle body side bracket 11 by the impact load of the secondary collision, but supports the column side bracket 34 so that it does not fall off even when the secondary collision progresses. The vehicle body side bracket 11 is supported and fixed on the vehicle body side and does not displace forward even in the event of a secondary collision, and is stamped and bent by a press into a metal plate having sufficient strength and rigidity such as a steel plate. Made by processing. Such a vehicle body side bracket 11 improves the bending rigidity by bending the both side edge portions and the rear end edge portion downward, and the engagement notch 46 having an opening at the front end edge side at the center in the width direction is provided at the rear portion. A pair of mounting holes 47 and 47 are formed at positions where the notch 46 is sandwiched from both the left and right sides. The locking notch 46 is formed to the vicinity of the rear end portion of the vehicle body side bracket 11 covered with a locking capsule 48 described below. Such a vehicle body side bracket 11 is supported and fixed to the vehicle body by bolts or studs inserted through the mounting holes 47 and 47.

  The column side bracket 34 is coupled to the vehicle body side bracket 11 as described above via a locking capsule 48 so that the column side bracket 34 can be detached forward during a secondary collision. As the locking capsule 48, one having a structure as shown in FIG. 19A can be preferably used, but a locking capsule 48a as shown in FIG. 19B can also be used. Of these, the locking capsule 48a shown in FIG. 19B will be described later. First, the case where the locking capsule 48 shown in FIG. 19A is used will be described.

  The locking capsule 48 is formed by subjecting a metal material such as an aluminum alloy or mild steel to plastic processing such as forging, die casting of a light alloy such as an aluminum alloy or magnesium alloy, or polyacetal. It is made by injection molding of high-strength, high-performance resin. Further, the width dimension in the left-right direction and the length dimension in the front-rear direction are made larger in the upper half than in the lower half, and both the left and right sides of the locking capsule 48 and the upper half of the rear side face There are provided flanges 49 protruding rearward and rearward. Such a locking capsule 48 is moved forward based on an impact load applied to the vehicle body side bracket 11 at the time of a secondary collision in a state where the lower half portion is engaged (internally fitted) with the locking notch 46. Supporting the withdrawal of. For this purpose, there are small passages at a plurality of positions (eight positions in the illustrated example) of the flange portion 49 and the peripheral edge portion of the locking notch 46 at a part of the vehicle body side bracket 11. Holes 50a and 50b are formed. And the latching pins 51 and 51 are spanned between these small through holes 50a and 50b, respectively.

  Each of the locking pins 51, 51 can be obtained by injecting synthetic resin into these small through holes 50a, 50b in a state where the small through holes 50a, 50b are aligned (injection molding), or in advance. By inserting a synthetic resin or light alloy element pin formed into a cylindrical shape into the small through holes 50a and 50b (pressing with a large force in the axial direction), the small through holes 50a and 50b are connected to each other. Hang over between. In any case, a part of the synthetic resin material or light alloy material constituting each of the locking pins 51, 51 is the upper and lower surfaces of the vehicle body side bracket 11, and the lower surface of the flange portion 49, which is the mating surface, and It enters between the upper surface of the column side bracket 34. Then, the rattling of the mounting portion of the column side bracket 34 with respect to the vehicle body side bracket 11 is eliminated regardless of the gaps existing between these surfaces. Therefore, in order to reliably close the gaps and to eliminate the rattling, it is preferable to form the locking pins 51 and 51 by injection molding (injection molding) of synthetic resin. In FIG. 19A and FIG. 19B, which will be described later, for the sake of clarity, the height of the gap that causes the shakiness is drawn larger than the actual height.

  When the locking pins 51, 51 are injection molded, the molten resin enters the gaps between the surfaces and solidifies by cooling, thereby eliminating the rattling. On the other hand, when the element pin is press-fitted, on the basis of the axial force applied to the element pin, the portion corresponding to each of the gaps expands radially outward in the axial intermediate portion of the element pin. The rattling based on the existence of these gaps is eliminated. In any case, the locking capsule 48 is applied to the vehicle body side bracket 11 at the time of a secondary collision by spanning the locking pins 51 and 51 between the small through holes 50a and 50b. Supports disengagement forward by impact load.

  The locking capsule 48 as described above is in a non-separated state with respect to the column side bracket 34 by a plurality of (three in the illustrated example) bolts 52, 52 and nuts 53, 53 regardless of the impact load. And fixed. That is, the top surface of the locking capsule 48 is inserted at the tip (upper end) of each of the bolts 52, 52 inserted from below through the through holes formed at positions where the locking capsule 48 and the column side bracket 34 are aligned with each other. The locking capsules 48 and the column-side bracket 34 are coupled and fixed by screwing the nuts 53 and 53 into the projecting portions and further tightening them. Therefore, the impact load transmitted from the outer column 24 to the column side bracket 34 at the time of a secondary collision is directly transmitted to the locking capsule 48, and this locking pin 51, 51 is broken along with the locking. In synchronization with the capsule 48 being displaced forward, the outer column 24 is also displaced forward.

In this way, the length L ₄₆ in the front-rear direction of the locking notch 46 that locks the locking capsule 48 that is displaced forward together with the outer column 6 c at the time of a secondary collision is the length of the locking capsule 48. It is sufficiently larger than the length L ₄₈ in the same direction (L ₄₆ >> L ₄₈ ). In the illustrated example, the length L ₄₆ of the locking notch 46 is at least twice as long as the length L ₄₈ of the locking capsule 48 (L ₄₆ ≧ 2L ₄₈ ). Even when the locking capsule 48 is completely displaced forward together with the outer column 24 at the time of a secondary collision (when the impact load applied from the steering wheel 1 is not displaced further forward), this locking capsule At least the rear end portion of the flange portion 49 constituting the portion 48, the portions capable of supporting the weights such as the steering column 6c and the column side bracket 34 are prevented from coming out of the locking notch 46. That is, even in a state where the secondary collision has progressed, the rear end portion of the flange portion 49 formed on both side portions in the width direction of the upper half portion of the locking capsule 48 is above the front end portion of the vehicle body side bracket 11. The locking capsule 48 can be prevented from falling off.

According to the steering column supporting device according to the present invention configured as described above, tuning for stably displacing the steering wheel 1 forward in a secondary collision is easy, and the secondary collision proceeds. Even in such a state, the steering wheel 1 can be prevented from being excessively displaced downward.
First, for facilitating tuning for stably displacing the steering wheel 1 forward at the time of a secondary collision, the vehicle body side bracket 11 and the locking capsule 48 are arranged only in the center in the width direction of the vehicle body side bracket 11. This can be achieved by engaging with.

  That is, since the single locking capsule 48 is disposed immediately above the outer column 24, the locking capsule 48 passes from the steering wheel 1 through the outer shaft 25 and the outer column 24 during a secondary collision. The impact load transmitted to is applied to each of the locking pins 51, 51, which joins the locking capsule 48 and the vehicle body side bracket 11, substantially evenly. In short, the impact load acts in the axial direction of the outer column 24 at substantially the center of the locking capsule 48. Then, a force is applied to the single locking capsule 48 in a direction of moving forward from the locking notch 46. For this reason, the respective locking pins 51, 51 connecting the locking capsule 48 and the vehicle body side bracket 11 are torn substantially simultaneously. As a result, the forward displacement of the outer column 24 coupled to the locking capsule 48 via the column side bracket 34 or the like is stably performed without excessively tilting the central axis.

  In particular, in the illustrated example, there is provided a tilt / telescopic mechanism for adjusting the vertical position and the front / rear position of the steering wheel 1, and a friction plate for increasing the holding force for holding the steering wheel 1 in the adjusted position. Units 45 and 45 are installed. Providing these tilt / telescopic mechanisms and friction plate units 45, 45 tends to cause a large variation in separation load due to accumulation of manufacturing errors, etc., but in the example shown, Due to the engagement between the single locking capsule 48 and the vehicle body side bracket 11, variations in the separation load can be suppressed. As a result, it is possible to appropriately perform tuning for alleviating the impact applied to the driver's body that has collided with the steering wheel 1 at the time of the secondary collision, and to easily enhance the protection of the driver.

Further, to prevent the steering wheel 1 from being excessively displaced downward even in a state in which a secondary collision has progressed, the longitudinal length L ₄₆ of the locking notch 46 is set to the longitudinal direction of the locking capsule 48. This can be achieved by making the length sufficiently larger than the length L ₄₈ of. In other words, since the lengths L ₄₆ and L ₄₈ are regulated in this way, even when the secondary capsule advances and the locking capsule 48 is displaced forward together with the steering wheel 1, The entire locking capsule 48 does not escape forward from the locking notch 46. For this reason, even in a state in which a secondary collision has progressed, the steering wheel 1 secured to the outer column 24 via the outer column 24 and the outer shaft 25 while securing the supporting force of the outer column 24 is ensured. It is possible to prevent excessive descending. Then, it is easy to operate the steering wheel 1 even after an accident. For example, when the accident vehicle can be self-propelled, it is easy to perform driving when the accident vehicle is self-propelled from the accident site to the road shoulder. .

  Next, the structure shown in FIG. 19B will be described. In the structure shown in FIG. 19A, the shape of the locking capsule 48 is simple, the manufacturing cost of the locking capsule 48 can be reduced, and the assembly height of the portion where the locking capsule 48 is installed can be reduced. It can be kept low. Such a structure reduces the size and weight of the support device for the steering column, and is a position where the outer column 24 is separated from the central axis of the outer column 24 where impact load is applied. This is advantageous in terms of shortening the distance between the side bracket 11 and the engaging portion of the locking capsule 48 to stabilize the detachment load of the engaging portion (suppressing the torsion associated with an increase in the distance).

On the other hand, the structure shown in FIG. 19B is advantageous in terms of facilitating the injection molding of the locking pins 51 and 51. That is, in the case of the structure shown in FIG. 19 (A), the locking pins 51 , 51 are injection-molded , the vehicle body side bracket 11, the locking capsule 48, and the column side bracket 34 are This is performed in a state where the bolts 52 and 52 and the nuts 53 and 53 are coupled. On the other hand, in the case of the structure shown in FIG. 19B, if only the vehicle body side bracket 11 and the locking capsule 48a are set in a mold for injection molding the locking pins 51, 51. Therefore, it is easy to reduce the size of the mold. That is, the locking capsule 48a is formed with locking grooves 54 and 54 on both left and right side surfaces, respectively, and both side edges of the locking notches 46 of the vehicle body side bracket 11 are formed in the both locking grooves 54 and 54, respectively. Engaged. Therefore, after the vehicle body side bracket 11 and the locking capsule 48a are coupled by the locking pins 51 and 51, the locking capsule 48a is connected to the column side bracket 34 with the bolts 52 and 52 and the locking capsules 48a. The nuts 53 and 53 can be coupled and fixed.

  The structure of the prior invention as described above has the advantage of facilitating the design for enhancing the protection of the driver at the time of the secondary collision, but in order to further enhance the protection of the driver at the time of the secondary collision. It is desirable to improve the following points. That is, in the case of a general passenger car steering apparatus, as shown in FIG. 9 described above, the steering column 6 is installed in a state in which the steering column 6 is inclined downward as it goes forward. Accordingly, when the vehicle body side bracket 11 and the steering column 6c are arranged in parallel in the structure according to the above-described prior invention as shown in FIGS. It will be installed in an inclined state in the direction toward For this reason, at the time of a secondary collision, the locking capsules 48 and 48a are displaced obliquely forward and downward and come out of the locking notch 46.

  On the other hand, the direction of the load applied to the steering wheel 1 from the driver's body at the time of the second collision is almost straight ahead (parallel to the road surface, the vehicle is horizontal) even if it slightly changes depending on the driver's physique and driving posture. If it is on the road, it will be in the horizontal direction). Accordingly, there is a deviation between the direction in which the locking capsules 48, 48a come out of the locking notch 46 and the direction of the impact load applied to the locking capsules 48, 48a during the secondary collision. For this reason, the frictional force acting on the friction part between the locking capsules 48, 48a or the column side bracket 34 and the vehicle body side bracket 11 is increased. In other words, a force in the twisting direction is applied to the engaging portion between the vehicle body side bracket 11 and the locking capsules 48, 48a or the column side bracket 34, and the surface pressure of the rubbing portion increases, and the friction force Becomes larger.

  As a result, when the secondary collision occurs, the energy required to displace the locking capsules 48, 48a increases, resulting in disadvantages such as troublesome tuning for driver protection. In consideration of such circumstances, the direction in which the locking capsules 48, 48a are pushed in order to keep the energy required to displace the locking capsules 48, 48a forward at the moment of occurrence of the secondary collision. It is preferable to make the shift capsules 48 and 48 out of the locking notches 46 small and to coincide with each other if possible.

Japanese Utility Model Publication No. 51-121929 JP-A-2005-219641 JP 2000-6821 JP 2007-69821 A JP 2008-1000059 A1

In view of the circumstances as described above, the present invention is easy to tune to stably displace the steering wheel forward at the time of the secondary collision, and the locking capsule is engaged with the vehicle body side bracket at the time of the secondary collision. The present invention has been invented to realize a structure that can easily escape forward from a notch and that can prevent the steering wheel from descending excessively after a secondary collision .

The steering column support device of the present invention includes a vehicle body side bracket, a locking notch, a column side bracket, and a locking capsule as in the conventional structure shown in FIGS.
Of these, the vehicle body side bracket is supported and fixed to the vehicle body side, and is not displaced forward even in a secondary collision.
The locking notch is formed at the center in the width direction of the vehicle body side bracket, and the front end edge side of the vehicle body side bracket is open.
The column side bracket is supported on the steering column side and is displaced forward together with the steering column at the time of a secondary collision.
Furthermore, the locking capsule is fixed to the column-side bracket, and both ends are locked to the locking notch, and both upper end side portions are fixed to the vehicle-side bracket at both side portions of the locking notch. It is located on the upper side.
The locking capsule and the vehicle body side bracket are coupled with a coupling member that is torn based on an impact load applied during the secondary collision, whereby the column side bracket is connected to the vehicle body side bracket. It is supported so that it can be detached forward by the impact load applied at the time of the next collision.

  In particular, in the steering column support device of the present invention, at least a portion of the vehicle body side bracket that holds the locking capsule before the occurrence of the secondary collision is referred to as the secondary collision. Place in the direction of action of impact load based. Specifically, a portion of the vehicle body side bracket that holds the locking capsule and the steering column are made non-parallel to each other in a direction in which the interval increases toward the front. And, with the steering column tilted at a predetermined angle, the vehicle body side bracket is substantially parallel to the road surface (the deviation from the virtual straight line parallel to the road surface is within ± 5 degrees, preferably within ± 2 degrees, (Preferably within ± 1 degree).

Further, the length of the locking notch in the front-rear direction is made larger than the length of the locking capsule in the same direction. Specifically, even if the length of the locking notch is such that the locking capsule is displaced forward together with the steering column during the secondary collision, at least a part of the locking capsule is It is located above the front end and has a length that can prevent the locking capsule from falling off.

When carrying out the present invention as described above , for example, as in the invention described in claim 2 , the locking capsule is engaged before at least the secondary collision occurs in the locking notch. The left and right inner edges of the portion are parallel to the central axis of the steering column, are opposite to each other with respect to the center line of the locking notch, and the width dimension in the left-right direction of the locking notch Is inclined over the entire length of the portion engaging with the left and right side surfaces of the locking capsule in a direction that gradually increases toward the front.

When the invention described in claim 2 is carried out, as in the invention described in claim 3 , for example, in the locking notch, the locking capsule is formed before the secondary collision occurs. The left and right inner edges of the portion exposed forward are also opposite to each other with respect to the center line of the locking notch, and the width dimension in the left-right direction of the locking notch is directed forward. Tilt in a direction that gradually increases.
Alternatively, as in the invention described in claim 4 , at least the first half portion of the locking notch that is exposed forward of the locking capsule before the secondary collision occurs. Is parallel to the center line of the locking notch.
Alternatively, as in the invention described in claim 5 , at least the first half portion of the locking notch that is exposed forward of the locking capsule before the secondary collision occurs. At least the first half of the latching notch with respect to the center line of the latching notch in the opposite direction to the left and right inner edges of the portion with which the latching capsule is engaged before the secondary collision occurs. The width dimension is gradually reduced toward the front.
Further, when the inventions described in claims 2 to 5 are carried out, as in the invention described in claim 6 , for example, before the secondary collision occurs at the front part of the vehicle body side bracket, Of the portion exposed to the front of the stop capsule, the left and right side portions of the locking notch can be wave-shaped in the front-rear direction.

According to the steering column support device of the present invention configured as described above, tuning for stably displacing the steering wheel forward at the time of the secondary collision is easy, and the locking capsule is provided at the time of the secondary collision. It is possible to smoothly pull out from the locking notch of the vehicle body side bracket, and it is possible to prevent the steering wheel from being lowered excessively after the secondary collision .

First, to facilitate the tuning to stably displace the steering wheel forward in the event of a secondary collision, the vehicle body side bracket and the locking capsule are engaged only at the center in the width direction of the vehicle body side bracket. I can plan.
In addition, in order to smoothly disengage the locking capsule from the locking notch at the time of the secondary collision, at least before the secondary collision occurs in the vehicle body side bracket, The holding portion is in the direction of impact load based on the secondary collision, specifically, the portion of the vehicle body side bracket that holds the locking capsule is substantially parallel to the road surface. It can be planned by arranging in the. The reason for this is as follows.

  As described above, the direction of the load applied to the steering wheel from the driver's body during the secondary collision is substantially straight forward (horizontal direction). Therefore, according to the structure of the present invention, there is no deviation between the direction in which the locking capsule comes out of the locking notch and the direction in which the impact load is applied to the locking capsule, or if it occurs temporarily But it stops a little. For this reason, no force in the twisting direction is applied to the engaging portion between the locking capsule and the vehicle body side bracket, or even if it is applied, the locking capsule and the locking notch rub against each other. The surface pressure of the part can be kept low, and the frictional force acting on the rubbing part can be kept small. As a result, the energy required to displace the locking capsule forward is reduced at the moment of occurrence of the secondary collision, and the locking capsule is moved forward from the locking notch at the moment of occurrence of the secondary collision. It can be easily pulled out and can be easily tuned to enhance driver protection.

Further, to prevent the steering wheel from descending excessively after the secondary collision, the length of the locking notch in the front-rear direction is made sufficiently larger than the length in the same direction of the locking capsule. This can be achieved by preventing the capsule from slipping forward from the locking notch. If it is possible to prevent the steering wheel from being lowered excessively, it is easy to operate the steering wheel even after an accident. For example, when the accident vehicle is capable of running on its own, the accident vehicle is automatically moved from the accident site to the shoulder. It is possible to easily perform driving when moving.

When carrying out the present invention as described above, if the left and right inner edges of the locking notch are inclined as in the invention described in claim 2 , the locking capsule is pushed during the secondary collision. regardless of the direction, as either side of the left and right side surfaces of the locking capsule is not strongly pressed against the one of the inner edges of the left and right inner edges of the lack locking cut of the vehicle body-side bracket it can. That is, by adopting the configuration of the invention described in claim 2 , when a force that pushes the locking capsule straight forward is applied along with the secondary collision, and when applied obliquely forward However, if the angle of inclination with respect to the center line of the locking notch is less than the angle of inclination of the inner edge of the locking notch, the right and left inner edges of the locking notch are opposed to the inner edges. The right and left side surfaces of the locking capsule are immediately separated. Therefore, a large frictional force does not act between the both inner edges and the mating surface.

  On the other hand, when the acting direction of the force applied to the locking capsule due to the secondary collision increases beyond the inclination angle of the inner edge of the locking notch, the locking capsule Any one of the left and right side surfaces is pressed against any one of the inner edges. Even in this case, the magnitude of the component force acting in the direction of pressing the side surface against the side edge can be kept small by an amount corresponding to the inclination angle of the side edge. For this reason, at the moment of occurrence of the secondary collision, it is possible to further facilitate tuning for enhancing the protection of the driver by suppressing the load required to start displacing the locking capsule forward.

When carrying out the invention described in claim 2 as described above, as in the invention described in claim 3 , if the left and right inner edges of the locking notch are inclined over their entire length, The frictional force between any one of the inner edges and the side surface of the locking capsule can be made substantially constant regardless of the progress of the secondary collision.
Further, as in the invention described in claim 4 , if the left and right inner edges of the locking notch are made parallel to each other at the respective front portions, the secondary collision is advanced at the stage where the secondary collision has progressed. It is possible to suppress the movement of the left-right direction position shift.
Further, as in the invention described in claim 5 , the right and left inner edges of the locking notch are inclined in the opposite direction to the respective rear portions at the respective front portions, and the width dimension of the front half portion is directed forward. Accordingly, the resistance against the forward displacement of the locking capsule can be gradually increased when the secondary collision proceeds. And the impact energy applied to the said steering wheel from a driver | operator's body can be absorbed by the engaging part of this latching capsule and the said vehicle body side bracket.
Further, according to the invention described in claim 6 , in the structure of any of the inventions described in claims 2 to 5 , the engagement portion between the locking capsule and the vehicle body side bracket can be used to move the driver body from the body. The impact energy applied to the steering wheel can be absorbed.

The side view which shows the 1st example of embodiment of this invention. Similarly, the center part enlarged view of FIG. FIG. 3 is a cross-sectional view taken along the line aa in FIG. 2, showing two examples of the structure of the coupling portion between the vehicle body side bracket and the locking capsule. The principal part top view which shows the 2nd example of embodiment of this invention. The principal part top view which shows the 3rd example. The principal part top view which shows the 4th example. Bb sectional drawing (A) and cc sectional drawing (B) of FIG. The schematic side view which shows another 3 examples of the shape of the front half part of a vehicle body side bracket. The partial cut side view which shows an example of the steering apparatus known conventionally. The top view which shows one example of the conventional steering column support apparatus in the state of normal time. Similarly side view. The side view which shows the state which the steering column displaced forward with the secondary collision regarding one example of the conventional support apparatus for steering columns. Sectional drawing regarding the virtual plane which exists in the direction orthogonal to the central axis of a steering column which shows an example of the conventional structure. Similarly, the perspective view shown in the state before couple | bonding a vehicle body side bracket and a column side bracket. Similarly, the perspective view shown in the state which described the connecting pin instead of omitting a steering column. The perspective view which shows the structure of a prior invention in the state seen from back upper direction. Similarly, the end view which shows in the state which abbreviate | omitted one part and was seen from back. Similarly, the top view shown in the state seen from the upper part of FIG. FIG. 19 is an enlarged dd cross-sectional view of FIG. 18 showing two examples of the structure of the coupling portion between the vehicle body side bracket and the column side bracket.

[First example of embodiment]
1 to 3 show a first example of an embodiment of the present invention corresponding to claim 1 . It should be noted that the feature of this example is that the vehicle body side bracket with respect to the column side bracket 34a is kept low in order to suppress the load required to start the forward displacement of the locking capsule 48 (48a) with respect to the vehicle body side bracket 11 when a secondary collision occurs. 11 is a devised attachment direction (attachment posture). Since the structure and operation of the other parts are the same as the structure according to the previous invention, the illustration and description of the equivalent parts are omitted or simplified. Hereinafter, the characteristic part of this example and the structure according to the previous invention will be described. The description will focus on the different parts.

  The locking capsule 48 (48a) is coupled and fixed to the upper surface of the column side bracket 34a by a plurality (three in the illustrated example) of bolts 52a and 52a and nuts 53 and 53. In the example shown in the drawing, the bolts 52a and 52a are each provided with a flat disk-shaped head portion 55 and 55, and a connecting portion between the column side bracket 34a and the locking capsule 48 (48a). The assembly height can be kept low. Of these, the locking capsule 48 (48a) has the same shape and structure as that shown in FIG. 19A, and the locking capsule 48 shown in FIG. The locking capsule 48a shown in FIG. 3 (B) having the same shape and structure as that shown in FIG. 19 (B) can be implemented in the same manner. For the sake of simplification, the following description will be made on the assumption that the locking capsule 48 shown in FIG. 3A is used and that the vehicle body exists on a horizontal plane. Furthermore, regarding the posture of the steering column 6c, it is assumed that the steering column 6c exists at the center position in the tilt direction.

  In the case of this example, the structure of the column side bracket 34a is devised. The column side bracket 34 a is formed by connecting upper end edges of a pair of left and right support plate portions 35 a and 35 a with an upper plate portion 56. Reinforcing rib portions 57, 57 are formed at the continuous portion between the upper end edge of both the support plate portions 35a, 35a and the left and right end edge portions of the upper plate portion 56 to improve the bending rigidity of both the continuous portions. Yes. The basic structure of the column side bracket 34a is the same as the structure according to the above-described prior invention. However, the column side bracket 34a to be incorporated in the structure of the present embodiment has the both support plate portions. The installation direction of the upper plate portion 56 with respect to 35a and 35a is devised. Specifically, the angle between the front edge of the support plate portions 35a and 35a and the upper plate portion 56 is an acute angle, and the angle between the rear edge and the upper plate portion 56 is an obtuse angle. The upper plate portion 56 is installed in a tilted state (in a non-perpendicular direction) with respect to the support plate portions 35a and 35a.

With the column side bracket 34a assembled to the outer column 24 constituting the steering column 6c, the direction of the front and rear end edges of the support plate portions 35a, 35a is relative to the direction of the central axis of the outer column 24. The direction is almost perpendicular. Therefore, in a state where the column side bracket 34a is assembled to the outer column 24, the central axis of the outer column 24 and the upper plate portion 56 are not parallel. Specifically, the distance between the central axis of the outer column 24 and the upper plate portion 56 is inclined by an angle θ ₁ in a direction in which the distance increases toward the front. The inclination angle θ ₁ is made to substantially coincide with the installation angle θ ₂ of the steering column 6c with respect to the vehicle body (inclination angle with respect to the horizontal plane α) (θ ₁ ≈θ ₂ ).

That is, the steering column 6c for the vehicle body, the front is low, the direction in which the rear side is higher, is placed in a state of being inclined by the installation angle theta _2. The upper plate portion 56 of the column side bracket 34a is assembled with respect to the steering column 6c in a state where it is inclined by substantially the same inclination angle θ ₁ as the installation angle θ ₂ . Accordingly, the upper plate portion 56 is in a substantially horizontal direction when installed on the vehicle body. In accordance with this, the vehicle body side bracket 11 that supports the upper plate portion 56 so as to be able to be detached forward based on the impact load at the time of the secondary collision is installed in a substantially horizontal direction.

  According to the steering column support device of the present example configured as described above, the locking capsule 48 (48a) can be smoothly withdrawn from the locking notch 46 of the vehicle body side bracket 11 at the time of a secondary collision. That is, an impact load is applied in a substantially horizontal direction from the driver's body to the steering wheel during the secondary collision. On the other hand, in the structure of this example, the upper plate portion 56 of the column side bracket 34a and the vehicle body side bracket 11 are arranged in a substantially horizontal direction. Therefore, the locking capsule 48 supported and fixed by the bolts 52a and 52a and the nuts 53 and 53 on the upper surface of the upper plate portion 56 is horizontal from the locking notch 46 formed in the vehicle body side bracket 11. By moving forward in the direction (without moving in the tilt direction), it will come out.

  As is clear from the above description, in the case of the structure of this example, the direction in which the locking capsule 48 comes out of the locking notch 46 and the action of the impact load applied to the locking capsule 48 at the time of the secondary collision. Even if there is no deviation from the direction or if it occurs, it will stop slightly. For this reason, when the locking capsule 48 comes out of the locking notch 46 due to the secondary collision, a force in the direction of twisting is applied to the engaging portion between the locking capsule 48 and the vehicle body side bracket 11. If you don't join, or if you join, it will stop slightly.

  In particular, when the locking capsule 48 shown in FIG. 3A is used, the central axis of the steering column 6c, which is the input position of the impact load, the locking capsule 48 and the locking cut-off. The distance of the engaging part with the notch 46 can be kept short. Therefore, it is possible to suppress the twisting based on the moment applied to the engaging portion according to the magnitude of the distance. In the case of the structure of this example, the locking cut-off of the lower surface of the flange portion 49 of the locking capsule 48 and the upper surface of the upper plate portion 56 of the column side bracket 34a and the vehicle body side bracket 11 is thereby performed. The surface pressure of the rubbing portion between the upper and lower surfaces of the both sides of the notch 46 can be kept low, and the frictional force acting on the rubbing portion can be kept small. As a result, at the moment of the occurrence of the secondary collision, the energy required for displacing the locking capsule 48 forward can be kept small, and the tuning for enhancing the driver's protection can be facilitated. Of course, even when the locking capsule 48a shown in FIG. 3B is used, the locking capsule 48a is formed on both left and right sides of the locking capsule 48a at the time of the secondary collision as compared with the structure according to the previous invention described above. The contact pressure between the inner surfaces of the engaging grooves 54, 54 and the vehicle body side bracket 11 can be kept low.

[Second Example of Embodiment]
FIG. 4 shows a second example of an embodiment of the present invention corresponding to claims 1 to 3 . The shape of the lower half part of the locking capsule 48b incorporated in the structure of this example is a trapezoid in which the left and right side surfaces are inclined in a direction in which the width dimension decreases as going rearward. That is, the shape of the locking capsule 48b is symmetrical in both the upper half and the lower half, but the left and right sides of the lower half are inclined in opposite directions with respect to the front-rear direction. Similarly, the upper half of the locking capsule 48b projects from the lower half to both sides and rear to form a flange 49a.

  On the other hand, the locking notches 46a formed in the vehicle body side bracket 11b are inclined in the direction toward the outer side in the width direction of the vehicle body side bracket 11b as it goes forward over the entire length of the left and right inner edges. Yes. That is, the left and right inner edges of the locking notch 46a are parallel to the central axis of the steering column 6c, and the center line β is opposite to the center line β of the locking notch 46a. Are inclined by the same angle θ. The inclination direction is a direction in which the width dimension in the left-right direction of the locking notch 46a gradually increases toward the front. Note that the inclination angle θ of the left and right inner edges with respect to the center line β and the inclination angles of the left and right side surfaces of the lower half of the locking capsule 48b are made to coincide with each other.

  Further, a pair of left and right hanging plate portions 58 and 58 are formed on the left and right side edge portions of the vehicle body side bracket 11b by bending the metal plate constituting the vehicle body side bracket 11b downward. The bending rigidity of the bracket 11b is improved. The front end portions of the both hanging plate portions 58 and 58 are parallel to each other, and the interval D between the inner side surfaces of these portions is larger than the width (length in the left-right direction) L of the upper end portion of the column side bracket 34a. Slightly larger (D ≧ L). Further, the lower end edges of the both hanging plate portions 58, 58 are positioned slightly below the upper end portion of the column side bracket 34a. Further, of the both hanging plate portions 58, 58, the continuous portion between the front end portion and the intermediate portion is curved in a direction in which the interval between the inner side surfaces of both hanging plate portions 58, 58 is smoothly spread. . Accordingly, as the secondary collision progresses, the upper end portion of the column side bracket 34a enters between the two hanging plate portions 58, 58 and is guided to the inner side surfaces of the both hanging plate portions 58, 58. While moving forward.

  According to the steering column support device of the present example configured as described above, for the same reason as in the above-described prior invention, it is easy to tune to stably displace the steering wheel forward at the time of a secondary collision. Become. In the case of the structure of this example, as in the structure of the previous invention, the longitudinal length (depth) of the locking notch 46a formed in the vehicle body side bracket 11b is set to be the same as that of the locking capsule 48b. Since the length is sufficiently longer than the length in the direction, it is possible to prevent the steering wheel from being lowered excessively even when the secondary collision has progressed.

In particular, in the case of the structure of this example, the left and right inner edges of the locking notch 46a are inclined in directions opposite to each other in a direction in which the distance between them increases toward the front. Therefore, regardless of the direction in which the locking capsule 48b is pushed at the time of the secondary collision, any one of the left and right side surfaces of the locking capsule 48b is formed on the locking notch 46a of the vehicle body side bracket 11b. It is not strongly pressed against any of the left and right inner edges.
That is, the inclination angle of the locking notch 46a with respect to the center line β even when a force that pushes the locking capsule 48b straight forward is applied along with the secondary collision and when it is applied obliquely forward. Is less than the inclination angle θ of the inner edge of the locking notch 46a, both the left and right inner edges of the locking notch 46a and both the left and right sides of the locking capsule 48b facing the inner edges. The plane leaves immediately. Therefore, a large frictional force does not act between the both inner edges and the mating surface.

  On the other hand, when the acting direction of the force applied to the locking capsule 48b due to the secondary collision becomes larger than the inclination angle θ of the inner edge of the locking notch 46a, the engagement is increased. One of the left and right side surfaces of the stop capsule 48b is pressed against either side edge of the both inner edges. Even in this case, the magnitude of the component force acting in the direction of pressing the side surface against the side edge is small by an amount corresponding to the inclination angle θ of the side edge (the magnitude corresponding to “inclination angle −θ in the action direction”). Suppressed) For this reason, at the moment of the occurrence of the secondary collision, the load required for starting to displace the locking capsule 48b forward is kept low, and the impact applied to the driver's body at the moment of the occurrence of the secondary collision is reduced. This makes it easier to tune to enhance driver protection.

In the case of the structure of this example, the width dimension of the locking notch 46a gradually increases to the front end opening of the locking notch 46a, but after the secondary collision has progressed to some extent. In this state, the displacement of the locking capsule 48b in the width direction is restricted by the engagement between the upper end portion of the column side bracket 34a and the front end portions of the both hanging plate portions 58 and 58. Therefore, even if the width of the flange 49a provided in the upper half of the locking capsule 48b is not particularly increased, the lower surface of both ends of the flange 49a and the vehicle body side bracket can be used even when the secondary collision has progressed. It is possible to prevent the steering wheel from being lowered excessively while keeping the upper surface of the front end portion of 11b engaged.
Since the configuration and operation of other parts are the same as those of the first example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Third example of embodiment]
FIG. 5 shows a third example of an embodiment of the present invention corresponding to claims 1, 2, and 4 . In the case of this example, of the locking notch 46b formed at the center in the width direction of the vehicle body side bracket 11c, the portion exposed forward of the locking capsule 48b before the secondary collision occurs. Of these, the front half is parallel to the center line β of the locking notch 46b. In short, of the right and left inner edges of the locking notch 46b, only the portion that engages with the side surface of the locking capsule 48b immediately after the occurrence of the secondary collision and immediately after the occurrence of the secondary collision, It is inclined in the direction in which the interval widens. Then, after the locking capsule 48b starts to be displaced forward with the secondary collision, the locking capsule 48b is directed forward and guided in the direction of the center line β.

According to the structure of this example configured as described above, a pair of drooping plates in which the upper end portion of the column side bracket 34a is provided on the left and right side edge portions of the vehicle body side bracket 11c in the course of the secondary collision. It can be made to enter more smoothly between the inner side surfaces of the front end portions of the portions 58 and 58. That is, it is possible to slightly suppress the deviation between the left and right outer surfaces of the upper end portion of the column side bracket 34a and the inner surfaces of the both hanging plate portions 58 and 58, which are generated in the course of the secondary collision. And the upper end part of the said column side bracket 34a can be made to approach more smoothly between the inner side surfaces of the said both drooping board parts 58 and 58. FIG. Then, at the final stage of the secondary collision, the upper end portion of the column side bracket 34a is guided between the inner side surfaces of the both hanging plate portions 58, 58, and the lateral position of the steering wheel is shifted. This steering wheel can be displaced forward while restraining things.
Since the configuration and operation of the other parts are the same as in the second example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Fourth Example of Embodiment]
FIGS. 6-7 has shown the 4th example of embodiment of this invention corresponding to Claim 1, 2 , 5 , 6. FIG. In the case of this example, the portion of the locking notch 46c formed at the center in the width direction of the vehicle body side bracket 11d is exposed forward of the locking capsule 48b before the secondary collision occurs. Of these, the middle part or the front end part is opposite to the left and right inner edges of the rear half part where the locking capsule 48b is engaged before the secondary collision occurs with respect to the center line β of the locking notch 46c. It is inclined in the direction. And the width dimension of the said intermediate | middle part thru | or a front-end part is gradually reduced as it goes ahead. The width w of the front end opening of the locking notch 46c is smaller than the width W of the lower half of the locking capsule 48b that is engaged with the notch 46c.

  Further, in the case of this example, of the portion exposed to the front of the locking capsule 48b before the secondary collision occurs at the front portion of the vehicle body side bracket 11d (in a normal state), As shown in FIG. 7A, the left and right side portions of the notch 46c have a wave shape in the front-rear direction. In short, the apparent thickness of the corrugated portion 59 projecting forward from the front end face of the locking capsule 48b in the normal state at both front portions of the locking notch 46c in the vehicle body side bracket 11d. The dimension T is larger than the thickness dimension t of the metal plate constituting the vehicle body side bracket 11d (T> t). The thickness t of the metal plate is the gap 60 shown in FIG. 7B between the flange portions 49a formed on the upper left and right side surfaces of the locking capsule 48b and the upper surface of the column side bracket 34a. That is, it is the same as or slightly smaller than the height dimension h of the portion that sandwiches the vehicle body side bracket 11d from above and below in the normal state (t ≦ h). Therefore, the apparent thickness dimension T of the corrugated portion 59 is larger than the height dimension (T> h).

In the case of the structure of this example having the above-described configuration, the locking capsule 48b is displaced forward while plastically deforming the vehicle body side bracket 11d at the time of a secondary collision. First, the lower half of the locking capsule 48b displaces forward while pushing the front half of the locking notch 46c left and right. At this time, the impact energy applied to the locking capsule 48b due to the secondary collision is absorbed as much as the front portion of the vehicle body side bracket 11d is plastically deformed. Second, when the corrugated portion 59 passes through the gap 60 portion, the locking capsule 48b is displaced forward while plastically deforming in the direction in which the corrugated portion 59 is crushed. At this time, the impact energy is also absorbed by plastically deforming the corrugated portion 59. The degree to which the corrugated portion 59 absorbs the impact energy can be arbitrarily adjusted by changing the height of the corrugation. Therefore, when arranging a plurality of waveforms in the front-rear direction, if the height of each waveform is lowered at the rear side and increased toward the front side, the degree of absorption of impact energy as the secondary collision progresses is increased. Therefore, preferable characteristics can be obtained from the viewpoint of driver protection.
Since the configuration and operation of the other parts are the same as in the second example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted. In addition, the structure which makes a waveform shape the part which pinches | pinches a notch from both sides in the front part of a vehicle body side bracket like this example is implemented in combination with the structure of the 1st-2nd example of above-mentioned embodiment. You can also do things.

[Fifth to seventh examples of embodiment]
8A to 8C show fifth to seventh examples of the embodiment of the present invention. In the first to fourth examples of the embodiment described above, the front part of the vehicle body side bracket is positioned on the same plane as the rear part, whereas the fifth example shown in FIG. In the case of the example structure, the front part is bent upward with respect to the rear part. In the case of the structure of the sixth example shown in FIG. 8B, the front part is bent downward with respect to the rear part. Further, in the case of the structure of the seventh example shown in FIG. 8C, the front portion is bent downward (or upward) with respect to the rear portion, and the front portion is corrugated. In the case of such structures of the fifth to seventh examples, the vertical position of the steering wheel associated with the secondary collision can be regulated.

In the embodiment described above, the present invention is applied to a steering column support device having both a tilt mechanism for adjusting the vertical position of the steering wheel and a telescopic mechanism for adjusting the front-back position. Explained. However, the present invention is implemented by a steering column support device having only a tilt mechanism or only a telescopic mechanism, and further by a steering column support device having a fixed steering wheel position that does not have both of these mechanisms. You can also do it.
Further, when the present invention is carried out, it is not always necessary to press-fit a locking pin or injection-mold a synthetic resin in order to couple the locking capsule to the vehicle body side bracket. For example, a locking groove portion of the locking capsule can be press-fitted into a locking notch formed in the vehicle body side bracket, and the vehicle body side bracket and the locking capsule can be coupled.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Tie rod 5, 5a, 5b Steering shaft 6, 6a, 6b, 6c Steering column 7 Universal joint 8 Intermediate shaft 9 Universal joint 10, 10a Housing 11, 11a, 11b, 11c, 11d Car body side bracket 12, 12a Column side bracket 13 Housing side bracket 14a, 14b Mounting plate 15a, 15b Notch 16a, 16b Sliding plate 17 Energy absorbing member 18 Locking notch 19 Locking capsule 20 Locking groove 21a, 21b Stop hole 22 Lock pin 23 Inner column 24 Outer column 25 Outer shaft 26 Ball bearing 27 Electric motor 28 Controller 29 Support cylinder 30 Center hole 31 Slit 32 Circumferential through hole 33 Supported plate portion 34, 34a Bracket 35, 35a Support plate 36 Vertical slot 37 Longitudinal slot 38 Adjustment rod 39 Head 40 Nut 41 Driving cam 42 Driven cam 43 Cam device 44 Adjustment lever 45 Friction plate unit 46, 46a, 46b, 46c Locking notch 47 Mounting hole 48, 48a, 48b Locking capsule 49, 49a Gutter 50a, 50b Small hole 51 Locking pin 52, 52a Bolt 53 Nut 54 Locking groove 55 Head 56 Upper plate 57 Reinforcing rib part 58 Suspended plate part 59 Corrugated part 60 Clearance

Claims (6)

A steering column for rotatably supporting the steering shaft on the inside, a vehicle body side bracket that is supported and fixed on the vehicle body side and does not displace forward in the event of a secondary collision, and a center part in the width direction of the vehicle body side bracket A locking notch formed on the front end edge side of the vehicle body side bracket formed on the side, a column side bracket supported on the steering column side and displaced forward together with the steering column at the time of a secondary collision, and the column side A locking capsule in which both ends are locked to the locking notches while being fixed to the bracket, and both left and right ends are positioned above the vehicle body side brackets at both side portions of the locking notches. The locking capsule and the vehicle body side bracket are assembled in a state where a part of the locking capsule is positioned inside the locking notch. In the steering column support device in which the column side bracket is supported with respect to the vehicle body side bracket so that the column side bracket can be detached forward by an impact load applied during a secondary collision. At least a portion that holds the locking capsule before the occurrence of the secondary collision is arranged in an acting direction of an impact load based on the secondary collision, and the length of the locking notch in the front-rear direction is Even when the locking capsule is larger than the length of the locking capsule in the same direction and the locking capsule is displaced forward together with the steering column at the time of the secondary collision, at least a part of the locking capsule is a front end portion of the vehicle body side bracket. located above of a steering column which characterized in that it has a length enough to prevent the the locking capsule from falling Lifting apparatus. The locking notch, wherein both left and right inner edges of a portion with which the locking capsule is engaged before at least the secondary collision occurs are parallel to the central axis of the steering column. Parts that engage with the left and right side surfaces of the locking capsule in directions opposite to each other with respect to the center line of the notch and in a direction in which the width dimension of the locking notch in the left-right direction gradually increases toward the front The steering column support device according to claim 1 , wherein the steering column support device is inclined over the entire length of the steering column. Of the locking notches, the left and right inner edges of the portion exposed forward of the locking capsule before the occurrence of the secondary collision are also mutually relative to the center line of the locking notches. The steering column support device according to claim 2 , wherein the steering column support device is inclined in the opposite direction and in a direction in which the width dimension of the locking notch in the left-right direction gradually increases toward the front. Of the portion of the locking notch that is exposed forward of the locking capsule before the secondary collision occurs, at least the first half is parallel to the center line of the locking notch. The support device for a steering column according to claim 2 , wherein Of the portions of the locking notches that are exposed forward of the locking capsules before the secondary collision occurs, at least the first half portion is relative to the center line of the locking notches, Before the secondary collision occurs, it is inclined in the opposite direction to the left and right inner edges of the portion with which the locking capsule is engaged, and the width dimension of at least the first half portion gradually decreases toward the front. The support device for a steering column according to claim 2 . Of the portion exposed to the front of the locking capsule before the secondary collision occurs at the front portion of the vehicle body side bracket, the left and right side portions of the locking notch are wave-shaped in the front-rear direction. Item 6. The steering column support device according to any one of Items 2 to 5 .

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