JP5708839B2 - 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. 14, 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. Various structures have been known and widely implemented to support the front so as to be detachable by a forward impact load.

  In order to stabilize the forward separation of the steering column at the time of a secondary collision, as described in Patent Document 1, the steering column is supported so as to be removable from the vehicle body at the center in the width direction. Things are preferable. That is, in the case of a structure that is supported at two positions on the left and right ends as described in FIGS. Tuning for driver protection may be difficult, for example, the steering column may be tilted with the departure of the vehicle. On the other hand, according to the structure in which the steering column is supported at the center in the width direction with respect to the vehicle body as shown in FIGS. It becomes difficult to tune for driver protection.

[Technology related to the prior invention]
15 to 19 employ a structure in which the steering column is supported at the center in the width direction with respect to the vehicle body in the same manner as the invention described in Patent Document 1 to protect the driver in the event of a secondary collision. The steering column support device (prior invention structure) invented in consideration of further enhancement is shown. The present invention is an improvement of the structure of the prior invention, and has much in common with the structure of the prior invention. First, the structure of the prior invention will be described.

  The prior invention structure shown in FIGS. 15 to 19 includes both a tilt mechanism for adjusting the vertical position of the steering wheel 1 (see FIG. 14) and a telescopic mechanism for adjusting the front-rear position. -The case where the prior invention is applied to a telescopic steering device is shown. In order to constitute the telescopic mechanism, the telescopic column 6a is a steering column 6a in which the rear part of the front inner column 10 is fitted into the front part of the rear outer column 11 so that the entire length can be expanded and contracted. Is used. A steering shaft 5a is rotatably supported on the inner diameter side of the steering column 6a.

  This steering shaft 5a has a spline engagement between a male spline part provided at the rear part of a circular inner shaft arranged at the front side and a female spline part provided at the front part of a circular outer shaft 12 arranged at the rear side. By combining them, it is possible to transmit torque and to expand and contract. The outer shaft 12 has a single-row deep groove type ball bearing 13 and the like on the inner diameter side of the outer column 11 with a rear end projecting rearward from the rear end opening of the outer column 11. 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 12. When adjusting the front-rear position of the steering wheel 1, the outer column 11 is displaced in the front-rear direction together with the outer shaft 12, and the steering shaft 5a and the steering column 6a expand and contract.

  Further, a housing 14 for housing a reduction gear or the like constituting the electric power steering apparatus is coupled and fixed to the front end portion of the steering column 6a (the inner column 10 constituting the steering column 6a). An electric motor 15 serving as an auxiliary power source for the electric power steering device and a controller 16 for controlling energization of the electric motor 15 are supported and fixed on the upper surface of the housing 14. And in order to comprise the said tilt mechanism, the said housing 14 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 17 is provided in the left-right direction at the upper front end of the housing 14. A horizontal shaft such as a bolt inserted into the center hole 18 of the support cylinder 17 allows the front end of the steering column 6a to swing relative to the vehicle body in the direction in which the rear portion of the steering column 6a is raised or lowered. The supporting structure is adopted.

Further, the inner diameter of the front half portion of the outer column 11 constituting the intermediate portion or the rear portion of the steering column 6a can be elastically expanded / contracted. For this purpose, a slit 19 is formed on the lower surface of the outer column 11 in the axial direction. The front end portion of the slit 19 is a circumferential through-hole 20 formed in a portion excluding the front end edge of the outer column 11 or the upper end portion of the outer column 11 near the front end (a view showing a reference example related to the present invention). 1, 5, 8, 9, 10). Further, a pair of supported plate portions 21 and 21 each having a thick flat plate shape are provided at a portion sandwiching the slit 19 from both sides in the width direction. Both the supported plate portions 21 and 21 function as a displacement side bracket that is displaced together with the outer column 11 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 21 and 21 are supported with respect to the column side bracket 22 so that the vertical position and the front and rear position can be adjusted. The column side bracket 22 is normally supported by the vehicle body. However, in the event of a collision, the column side bracket 22 disengages forward based on the impact of the secondary collision and allows the outer column 11 to be displaced forward. I try to do it. For this reason, the column side bracket 22 is supported to the vehicle body side bracket 23 so as to be able to be detached 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 21 and 21 are strongly sandwiched by a pair of left and right support plate portions 24 and 24 constituting the column side bracket 22. ing. These support plate portions 24, 24 have partial arc-shaped vertical elongated holes 25 centering on the horizontal axis that supports the support cylinder 17 with respect to the vehicle body, and both the supported plate portions 21, 21 have The longitudinal long holes 26 that are long in the axial direction of the outer column 11 are formed. And the adjustment rod 27 is inserted in each of the long holes 25 and 26. A head portion 28 provided at a base end portion (right end portion in FIG. 16) of the adjusting rod 27 is formed in an up / down direction long hole formed in one support plate portion 24 (right side in FIG. 16). Only the displacement along the axis can be engaged (in a state where rotation is prevented). On the other hand, between the nut 29 screwed to the tip end portion (left end portion in FIG. 16) of the adjusting rod 27 and the outer surface of the other support plate portion 24 (left side in FIG. 16) A cam device 32 composed of 30 and a driven cam 31 is provided. Of these, the driving cam 30 can be driven to rotate by the adjusting lever 33.

  When the position of the steering wheel 1 is adjusted, the driving cam 30 is rotationally driven by rotating the adjustment lever 33 in a predetermined direction (downward), thereby reducing the axial dimension of the cam device 32. And the space | interval of the mutually opposing inner side surfaces of the said driven cam 31 and the said head 28 is expanded, and both the said support plate parts 24 and 24 hold down the said both supported plate parts 21 and 21. FIG. Release power. At the same time, the inner diameter of the portion where the rear portion of the inner column 10 is fitted in the front portion of the outer column 11 is elastically expanded, and the front inner peripheral surface of the outer column 11 and the rear outer peripheral surface of the inner column 10 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 27 can be displaced inside the vertical direction long hole 25 and the front / rear direction long hole 26.

  After the steering wheel 1 is moved to a desired position, the axial dimension of the cam device 32 is expanded by rotating the adjusting lever 33 in the direction opposite to the predetermined direction (upward). Thereby, the space | interval of the mutually opposing inner surface of the said driven cam 31 and the said head 28 is shrunk | reduced, and both the said supported plate parts 21 and 21 are strongly suppressed by the said both supported plate parts 24 and 24. . At the same time, the inner diameter of the portion where the rear portion of the inner column 10 is fitted in the front portion of the outer column 11 is elastically reduced, and the inner peripheral surface of the front portion of the outer column 11 and the rear outer peripheral surface of the inner column 10 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.

  Further, the column side bracket 22 is separated from the vehicle body side bracket 23 by the impact load of the secondary collision, but is supported so as not to drop out even when the secondary collision has progressed. The vehicle body side bracket 23 is supported and fixed to 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 23 improves bending rigidity by bending both side edges and the rear end edge downward, and a locking notch 34 having an opening at the front end edge side at the center in the width direction is provided in the rear part. A pair of attachment holes 35 and 35 are formed at positions where the locking notches 34 are sandwiched from both the left and right sides. This locking notch 34 is formed to the vicinity of the rear end portion of the vehicle body side bracket 23 covered with a locking capsule 36 described below. Such a vehicle body side bracket 23 is supported and fixed to the vehicle body by bolts or studs inserted through the mounting holes 35 and 35.

  The column side bracket 22 is coupled to the vehicle body side bracket 23 as described above via a locking capsule 36 so that the column side bracket 22 can be detached forward during a secondary collision. The locking capsule 36 has a width dimension in the left-right direction and a length dimension in the front-rear direction larger in the upper half than in the lower half, The half portion is provided with a flange portion 37 protruding from both sides and rearward. Such a locking capsule 36 is moved forward based on an impact load applied to the vehicle body side bracket 23 at the time of a secondary collision in a state where the lower half portion is engaged (internally fitted) with the locking notch 34. Supporting the withdrawal of. For this purpose, there are small passages at a plurality of positions (eight positions in the example shown in the drawing) of the flange portion 37 and the peripheral edge portion of the locking notch 34 at a part of the vehicle body side bracket 23. Holes 38a and 38b are formed. Then, between the small through holes 38a and 38b, the locking pins 39 and 39, which are torn by the impact load applied at the time of the secondary collision, such as a synthetic resin and an aluminum alloy, are spanned. With this configuration, the locking capsule 36 is supported to the vehicle body side bracket 23 so as to be able to be detached forward by an impact load applied at the time of a secondary collision.

  The locking capsule 36 as described above is coupled and fixed to the column side bracket 22 in a non-separated state regardless of the impact load. That is, the locking capsule 36 and the column side bracket 22 are coupled and fixed by the bolts 40 and 40 and the nuts 41 and 41. Therefore, the impact load transmitted from the outer column 11 to the column side bracket 22 at the time of a secondary collision is transmitted to the locking capsule 36 as it is, and this locking pin 39, 39 is broken as the locking pins 39 and 39 are broken. In synchronization with the capsule 36 being displaced forward, the outer column 11 is also displaced forward.

As described above, the length L ₃₄ of the locking notch 34 that is displaced forward together with the outer column 11 at the time of a secondary collision and that locks the locking notch 34 is the length L ₃₄ of the locking capsule 36. It is sufficiently larger than the length L ₃₆ in the same direction (L ₃₄ >> L ₃₆ ). For example, the length L ₃₄ of the locking notch 34 is at least twice the length L ₃₆ of the locking capsule 36 (L ₃₄ ≧ 2L ₃₆ ). Even in a state where the locking capsule 36 is completely displaced forward together with the outer column 11 at the time of a secondary collision (when the impact load applied from the steering wheel 1 is not displaced further forward), the locking capsule A portion capable of supporting the weight of the steering column 6a, the column side bracket 22 and the like at least at the rear end portion of the flange portion 37 constituting the portion 36 is prevented from coming out of the locking notch 34. That is, even in the state where the secondary collision has progressed, at least the rear end portion of the flange portion 37 formed on both side portions in the width direction of the upper half portion of the locking capsule 36 is the front end portion of the vehicle body side bracket 23. Located on the upper side, the locking capsule 36 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, in order to make the tuning for stably displacing the steering wheel 1 forward at the time of a secondary collision, the vehicle body side bracket 23 and the locking capsule 36 are arranged only in the center in the width direction of the vehicle body side bracket 23. This can be achieved by engaging with.

  That is, since the locking capsule 36 is disposed immediately above the outer column 11, it is transmitted from the steering wheel 1 to the locking capsule 36 through the outer shaft 12 and the outer column 11 at the time of a secondary collision. The impact load is applied substantially evenly to each of the locking pins 39, 39 connecting the locking capsule 36 and the vehicle body side bracket 23. In short, the impact load acts in the axial direction of the outer column 11 almost at the center of the locking capsule 36. Then, a force is applied in a direction in which the locking capsule 36 comes out of the locking notch 34 forward. For this reason, the locking pins 39, 39 connecting the locking capsule 36 and the vehicle body side bracket 23 are torn substantially simultaneously. As a result, the forward displacement of the outer column 11 coupled to the locking capsule 36 via the column side bracket 22 or the like is stably performed without excessively tilting the central axis.

Further, to prevent the steering wheel 1 from being displaced excessively downward even in a state where a secondary collision has progressed, the longitudinal length L ₃₄ of the locking notch 34 is set to the longitudinal direction of the locking capsule 36. It attained by that sufficiently larger than the length L _36. That is, since these lengths L ₃₄ and L ₃₆ are regulated in this way, even when the secondary collision proceeds and the locking capsule 36 is displaced forward together with the steering wheel 1, The entire locking capsule 36 does not escape forward from the locking notch 34. For this reason, even in a state where a secondary collision has progressed, the steering wheel 1 secured to the outer column 11 via the outer column 11 and the outer shaft 12 while securing the support force of the outer column 11 is secured. 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. .

  The structure of the prior invention as described above has the advantage of facilitating the design for enhancing the protection of the driver in the secondary collision, but in order to further enhance the protection of the driver in the secondary collision. However, there is room for improvement in that the locking capsule 36 can be more stably detached at the time of a secondary collision. This point will be described with reference to FIG. FIG. 19 shows a structure in which the locking capsule 36 and the column side bracket 22 are coupled and fixed by rivets 42 and 42. However, the structure for coupling and fixing the locking capsule 36 and the column side bracket 22 is free, and is not related to the gist of the present invention.

  The impact load transmitted from the steering wheel 1 to the steering column 6 (see, for example, FIG. 14) from the steering wheel 1 through the steering shaft 5 at the time of the secondary collision is inserted through the vertical hole 25 in the support plate portion 24 constituting the column side bracket 22. The adjustment rod 27 is input to the column side bracket 22. That is, at the time of a secondary collision, the adjustment rod 27 strongly presses the front inner edge of the vertical slot 25. As a result, the column side bracket 22 has a moment in the clockwise direction of FIG. 19 with the adjustment rod 27 as a force point (input portion) and the coupling portion between the locking capsule 36 and the column side bracket 22 as a fulcrum. Add shockingly. In the case of the above-described prior invention structure, since the adjusting rod 27 exists below the steering column 6, the locking capsule 36 and the above-mentioned from the center of the adjusting rod 27, which is an input portion of the impact load. The distance to the connecting portion (fulcrum) with the column side bracket 22 is large, and the moment is increased.

  Due to the large moment applied as described above, the front end edge of the upper surface of the upper plate portion 43 constituting the column side bracket 22 at the portion surrounded by the chain line a in FIG. It is strongly pressed against the lower surface of the bracket 23. That is, the column side bracket 22 has upper end edges of a pair of left and right support plate portions 24 connected to each other by the upper plate portion 43, and the upper surface of the upper plate portion 43 is connected to the lower surface of the vehicle body side bracket 23. They are in substantial contact (the gaps in FIG. 18 are exaggerated). Therefore, the upper front edge portion of the upper plate portion 43 is strongly pressed against the lower surface of the vehicle body side bracket 23 in accordance with the secondary collision. As a result, a large frictional force acts on the part. For this reason, the detachment load required to escape from the locking notch 34 (see FIGS. 15, 17, and 18) formed in the vehicle body side bracket 23 is large and unstable. Such a state is not preferable in terms of further enhancing driver protection.

  The surface pressure applied to the abutting portion existing in the portion surrounded by the chain line a in FIG. 19B increases as the moment increases, and this moment increases between the connecting portion serving as the fulcrum and the impact load. The distance increases as the distance to the input unit increases. In the case of the structure according to the above-described prior invention, the input portion is a contact portion between the inner edge of the vertical elongated hole 25 and the outer peripheral surface of the adjustment rod 27. It exists below the main body portion of the steering column 6a (see FIGS. 15 to 17). For this reason, the distance between the coupling portion and the input portion is large, the moment is large, the surface pressure of the contact portion is high, and it is difficult to reduce and stabilize the separation load.

  Further, in the case of the structure of the above-described prior invention, the adjusting rod 27 for constituting a steering wheel position adjusting mechanism (one or both of a tilt mechanism and a telescopic mechanism) is provided below the steering column 6a. This arrangement is disadvantageous in terms of protecting the driver in the event of a collision. That is, as the adjusting rod 27 is disposed on the lower side of the steering column 6a, the lower end portions of the sandwiched plate portions 21 and 21 and the support plate portions 24 and 24 are connected to the steering column 6a. It protrudes greatly below the lower surface. In the event of a collision accident, the knee of the driver or the like easily collides with the protruding portion, and the degree of freedom in designing the steering device is reduced in terms of enhancing driver protection in the event of a collision accident.

Japanese Utility Model Publication No. 51-121929

In view of the circumstances as described above, the present invention can parallelize the following effects (1) to (3), and if necessary, can also obtain the following effect (4). Invented to realize the structure of the support device.
(1) Facilitates tuning for stable displacement of the steering wheel forward during a secondary collision.
(2) Keep the absolute value and variation of the detachment load small so that the lower surface of the vehicle body side bracket and the upper surface of the column side bracket do not rub against each other.
(3) Improve driver protection in the event of a collision without reducing the degree of freedom in designing the steering system.
(4) Improve operability when adjusting the position of the steering wheel.

The support device for a steering column of the present invention includes a steering column, a displacement side bracket, a vehicle body side bracket, a locking thinning portion, a column side bracket, and a locking member.
Among these, the steering column is for rotatably supporting the steering shaft inside.
The displacement side bracket is fixed to an intermediate portion of the steering column.
Further, the vehicle body side bracket is supported and fixed to the vehicle body side at least at two positions on both sides in the width direction, and is not displaced forward even in a secondary collision.
Moreover, the said latching thinning part is formed in the part between two positions of the said width direction both sides regarding the width direction of the said vehicle body side bracket.
Further, the column side bracket has a pair of left and right support plates provided in a state separated in the width direction, and is supported on the steering column side, and is displaced forward together with the steering column at the time of a secondary collision. .
Further, the locking member is fixed to the column side bracket.
Then, the adjustment provided in a state where the displacement side bracket is inserted in the width direction while being sandwiched between the both support plate portions while the displacement side bracket is sandwiched between the both support plate portions. By expanding and reducing the distance between a pair of pressing portions provided at both ends of the rod, the displacement side bracket can be fixed and adjusted with respect to the column side bracket.
Further, the column side bracket and the locking member are supported to the vehicle body side bracket so as to be able to be detached forward by an impact load applied during a secondary collision.

In particular, in the steering column support device of the present invention, the displacement side bracket is fixed to the upper portion of the steering column. Moreover, let the said locking meat removal part be a pair of through-holes each long in the front-back direction and parallel to each other. Moreover, let the said locking member be a pair of bolt provided with the head which has a diameter larger than the width dimension of these both through-holes in an upper end part. In addition, the column side bracket has an upper plate portion that makes upper end edges of the both support plate portions continuous. Then, by screwing the male screw portion provided at the lower end portion of both bolts into a nut fixed to the upper plate portion or a screw hole formed in the upper plate portion and further tightening, the lower surface of the both heads and the upper Between the upper surface of the plate portion, both side edge portions of the through holes in the vehicle body side bracket are locked. Each of the sliding plates has a width smaller than the width of the through holes, and a connecting portion for connecting the sliding plates to each other, and is formed by bending a metal plate coated with a synthetic resin. Among the pair of slide members in which the sliding plates and the connecting portion are integrated, the sliding plates are connected between the lower surface of the heads and the upper surface of the vehicle body side bracket, and It is clamped between the lower surface of the vehicle body side bracket and the upper surface of the upper plate part. Then, the slide members and the bolts are installed at the rear ends of the through holes.

In the case of implementing the steering column support device of the present invention as described above , preferably, as in the invention described in claim 2 , a reinforcing plate is provided on the upper side of the pair of slide members, and between the slide members. It is provided in a state where it is passed over. And the upper surface of the both ends of the said reinforcement board is pressed on the upper surface of the said vehicle body side bracket with the lower surface of the head part of both said bolts.

Further, when the steering column support device of the present invention as described above is implemented, preferably, as in the invention described in claim 3 , at least one of the two support plate portions. The rigidity in the width direction of the portion through which the adjustment rod is inserted is made lower than the other portions.
When carrying out the invention described in claim 3 , specifically, as in the invention described in claim 4 , the adjustment rod is inserted through a part of the at least one support plate portion. Therefore, a slit is formed in a portion adjacent to the through hole formed in the support plate portion.
Alternatively, as in the invention described in claim 5, said at least one part of the supporting plate portion, a through hole formed portion for inserting the adjusting rod, the column-side bracket and said both bolt It protrudes in the front-rear direction from the joint with the vehicle body side bracket. And the upper end edge of this protrusion part is not connected with another part.
Further, as in the invention described in claim 6 , the thickness of one of the support plate portions is made smaller than the thickness of the other support plate portion, and the one support plate portion. The rigidity in the width direction can be reduced.

According to the steering column support device of the present invention configured as described above, the following effects (1) to (3) can be arranged side by side. Further, according to the invention described in claims 3 to 6 , The following effect (4) can also be obtained.
(1) Facilitates tuning for stable displacement of the steering wheel forward during a secondary collision.
(2) Keep the absolute value and variation of the detachment load small so that the lower surface of the vehicle body side bracket and the upper surface of the column side bracket do not rub against each other.
(3) Improve driver protection in the event of a collision without reducing the degree of freedom in designing the steering system.
(4) Improve operability when adjusting the position of the steering wheel.

Among these effects (1) to (4), for the effect (1), the vehicle body side bracket and a pair of bolts as locking members are supported on the vehicle body side. This can be achieved by engaging at a portion between two portions on both sides in the width direction. That is, as in the structure of the above-described prior invention, the bolt is arranged in the portion directly above the steering column, so that the impact load applied at the time of the secondary collision is approximately at the center of the intermediate portion in the axial direction of the steering column. By acting, a force is applied in a direction in which both the bolts are displaced (detached) forward from a pair of through-holes that are locking and thinning portions. Then, the forward displacement of the steering column coupled to both the bolts via a column side bracket or the like is stably performed without excessively tilting the central axis.

The effect (2) can be obtained by fixing the displacement side bracket to the upper part of the steering column. With this configuration, it is possible to shorten the distance from the center of the adjustment rod, which is an input portion of the impact load applied to the column side bracket at the time of a secondary collision, to the joint portion between the two bolts and the column side bracket. Therefore, the moment applied to the column side bracket can be kept low. The torsional force applied to the engaging portion between the bolts supported on the upper surface of the column side bracket and the through holes formed in the vehicle body side bracket can be kept low. And the frictional force which acts on this engaging part can be reduced, and the absolute value and the dispersion | variation of the said separation load can be restrained small.

  Further, the effect (3) can be obtained by fixing the displacement side bracket to the upper portion of the steering column. With this configuration, the lower end portions of the column side bracket and the displacement side bracket do not protrude significantly below the lower surface of the steering column. As a result, it becomes difficult for the driver's knee or the like to collide with the lower end of the column side bracket or the displacement side bracket, and the degree of freedom in designing the steering device can be secured while enhancing the driver protection in the event of a collision. .

  Further, the effect (4) can be achieved by reducing the rigidity of a predetermined portion of the pair of support plate portions constituting the column side bracket. That is, when the rigidity of the predetermined portion is lowered, the two support plate portions are in a state where the distance between the pair of pressing portions provided at both ends of the adjustment rod is widened in order to adjust the position of the steering wheel. The force holding the displacement side bracket is sufficiently reduced. For this reason, the frictional force acting between the inner side surfaces of both the support plate portions and the outer side surface of the displacement side bracket can be kept low, and the position adjustment of the steering wheel can be performed easily (with a light force). After adjusting the steering wheel to a desired position, if the distance between the two pressing parts is reduced, the force for reducing the distance between the two pressing parts is applied to the displacement side bracket by the inner side surfaces of the two supporting plate parts. Effectively used as a force to hold down the outer surface of the, without particularly increasing the operating force (of the adjusting lever for driving a pressing device such as a cam device for reducing the interval between the two pressing portions), The position of the steering wheel can be maintained at the adjusted position.

The side view which shows the 1st example of the reference example regarding this invention. The top view of the left end part of FIG. FIG. 3 is a sectional view taken along the line aa in FIG. 2. The figure similar to FIG. 3 regarding the structure which concerns on the prior invention shown for a comparison. The side view which shows the 2nd example of the reference example regarding this invention. The top view of the left end part of FIG. Bb sectional drawing of FIG. The schematic side view which shows the 3rd example of the reference example regarding this invention incorporating the 1st example of the structure for the operativity improvement of the position adjustment of a steering wheel. The schematic side view which shows the 4th example of the reference example regarding this invention incorporating the 2nd example of the structure for the operativity improvement of the position adjustment of a steering wheel. The partial longitudinal cross-sectional side view which shows the 5th example of the reference example regarding this invention. Similarly the principal part top view. The principal part top view which shows one example of embodiment of this invention. Cc sectional drawing of FIG. The partial cut side view which shows an example of the steering apparatus known conventionally. 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. 18 is an enlarged dd cross-sectional view of FIG. 17 showing a structure of a coupling portion between a vehicle body side bracket and a column side bracket. FIG. 19A and FIG. 20B are enlarged views (B) corresponding to the ee cross section of FIG. 18 for explaining the reason why the separation load at the time of the secondary collision becomes large.

[ First example of reference example ]
1-3 have shown the 1st example of the reference example regarding this invention . The feature of this reference example is that a pair of left and right supported plate portions 21a, 21a is provided above the outer column 11a constituting the steering column 6b. Since the configuration and operation of the other parts are basically the same as those of the structure of the prior invention shown in FIGS. 15 to 18 described above, the same parts are denoted by the same reference numerals, and redundant description is omitted. In the following, the description will focus on the characteristic part of the present reference example , the part that has not been described previously, and the part that differs from the structure of the previous invention.

In the structure of this reference example, the outer column 11a is integrally formed by die casting such as a light alloy such as an aluminum alloy, and the supported plate portions 21a and 21a are spaced apart from each other in the width direction on the upper surface. It is provided in the state. And the longitudinal direction long holes 26 and 26 formed in the position where these both supported plate parts 21a and 21a mutually align, and the up-and-down direction formed in the left-right paired support plate parts 24a and 24a which comprise the column side bracket 22a. The adjustment rod 27 is inserted into the long holes 25 and 25. Then, based on the operation of the adjusting lever 33, the distance between the head 28 of the adjusting rod 27 and the driven cam 31 of the cam device 32 is increased or decreased, and the rear end portion of the outer shaft 12 constituting the steering shaft 5a. The front / rear position and the vertical position of the steering wheel 1 (see FIG. 14) supported and fixed to can be adjusted.

Further, in the case of this reference example , the locking capsule 36a, which is formed on the vehicle body side bracket 23a and locked to the peripheral edge of the locking notch 34a, is welded to the upper plate portion 43 of the column side bracket 22a. It is fixed by binding. For this reason, the column side bracket 22a and the locking capsule 36a are formed by bending the same kind of metal plates that can be welded to each other, such as carbon steel plates. The locking capsule 36a includes a substrate portion 44 that is superimposed on the upper surface of the upper plate portion 43, a bending raising portion 45 that is bent upward from the left and right side edges and the rear end edge of the substrate portion 44, and the bending raising portion. And a flange 37a bent from the upper end edge of the portion 45 to the left and right sides and to the rear. Of these, the substrate portion 44 and the upper plate portion 43 are welded and fixed at the inner peripheral edge portion of the through hole 46 formed at the center portion of the substrate portion 44 by welding 47, 47 such as fillet welding. ing. Then, a plurality of small holes 38a, 38a formed in the flange portion 37a and notches 48, 48 formed in a part of the vehicle body side bracket 23a so as to open to the inner peripheral edge of the locking notch 34a. In addition, the synthetic resin is injected into the small through holes 38b and 38b and solidified, and the column side bracket 22a and the locking capsule 36a are separated from the front side by the impact load applied to the vehicle body side bracket 23a at the time of a secondary collision. Is possible to combine.

As described above, in the steering column support device of the present reference example, the locking capsule 36a is arranged in a portion directly above the outer column 11a. For this reason, the impact load applied at the time of a secondary collision acts on the axial direction of the outer column 11a at the substantially central portion of the locking capsule 36a. That is, regardless of the state of the secondary collision, it is difficult to apply a moment that shifts the posture of the locking capsule 36a in a direction that makes it difficult to come out of the locking notch 34a. As a result, the impact load can be effectively used as a force in the direction in which the locking capsule 36a is pulled forward from the locking notch 34a, and the steering wheel can be stably displaced forward in the event of a secondary collision. Tuning becomes easy.

Further, both the supported plate portions 21a and 21a are fixed to the upper portion of the outer column 11a. For this reason, as shown in FIG. 3, the distance L _S between the center of the adjusting rod 27 and the connecting portion between the locking capsule 36a and the upper plate portion 43 of the column side bracket 22a can be shortened. On the other hand, as shown in FIG. 4, in the case where the sandwiched plate portions 21b and 21b are fixed to the lower portion of the outer column 11b, the center of the adjustment rod 27, the locking capsule 36a and the upper The distance L _L to the connecting portion with the plate portion 43 becomes longer. The adjustment rod 27 is a portion that serves as an input portion of an impact load applied to the column side bracket 22a at the time of a secondary collision. The magnitude of the impact load input from the adjustment rod 27 to the column side bracket 22a is as follows. The structure shown in FIG. 3 is the same as that shown in FIG. The magnitude of the moment applied to the column side bracket 22a based on the impact load is proportional to the distances L _S and L _L which are the span lengths related to the moment. Therefore, according to the structure of the present embodiment, by the amount that can shorten this distance L _S, with the secondary collision, applied to the column-side bracket 22a, it can be reduced clockwise moment in FIG. For this reason, the vehicle body side bracket 23a, the locking capsule 36a, The frictional force acting on the engaging portion with the column side bracket 22a can be reduced. And the absolute value and dispersion | variation of the separation load ahead of this column side bracket 22a at the time of the said secondary collision can be restrained small.

Further, since the both supported plate portions 21a and 21a are fixed to the upper portion of the outer column 11a, the column side bracket 22a sandwiching both the supported plate portions 21a and 21a is formed. The lower end portions of the support plate portions 24a and 24a do not protrude greatly below the lower surface of the outer column 11a. That is, as shown in FIG. 3, from said top surface of said vehicle body side bracket 23a both supporting plate portions 24a, the assembled height H _S is the distance to the lower edge of 24a, the assembly height of the structure shown in FIG. 4 It can be shorter than _HL . As a result, it is difficult for the driver's knees or the like to collide with the lower end portions of the support plate portions 24a, 24a and the supported plate portions 21a, 21a, and the driver's protection is enhanced in the event of a collision. The degree of freedom in designing the device can be secured. Also, minutes can be shortened to the assembly height H _S, it is advantageous from the viewpoint of reducing the size and weight of the steering column support apparatus. Furthermore, it is advantageous from the viewpoint of securing the support rigidity (particularly the rigidity in the width direction) of the outer column 11a (including the steering column 6a) with respect to the vehicle body side bracket 23a. That is, since the adjusting rod 27 is disposed above the steering column 6b, the distance between the tightening portion by the adjusting rod 27 and the vehicle body side bracket 23a can be shortened. As a result, the displacement in the width direction of the steering column 6b due to the moment input from the adjusting rod 27 portion to the column side bracket 22a can be suppressed.

In the case of this reference example , in order to engage the bent raising portion 45 in the locking capsule 36a, the left and right side edges of the locking notches 34a formed in the vehicle body side bracket 23a are The width dimension of the locking notch 34a is inclined so as to become narrower toward the rear. Further, a part of the synthetic resin enters the minute gap between the left and right side edges of the locking notch 34a and the left and right outer side surfaces of the bent raising portion 45 from the notches 48 and 48. The left and right side edges and the left and right outer sides of the bent raised portion 45 are prevented from making metal contact. In the case of the present reference example , such a configuration makes it easier for the locking capsule 36a to be pulled out forward from the locking notch 34a.

[ Second example of reference example ]
5-7 has shown the 2nd example of the reference example regarding this invention . Structure of this reference example, the column-side bracket 22a and the locking capsule 36b respect to the vehicle body-side bracket 23b, the structure of the portion which is coupled supports forward release of accompanying the secondary collision, the aforementioned reference This is different from the first example. In the case of this reference example , the shape of the locking notch 34b formed on the vehicle body side bracket 23b is a long U shape, and the width dimension is provided with a semicircular arc portion at the rear end deep portion and a chamfered portion at the front end opening. Except for the part, it is constant.

  On the other hand, the locking capsule 36b is formed by bending a metal plate having elasticity and necessary strength and rigidity, such as a carbon steel plate and a stainless steel plate, and includes a substrate portion 44a, a bending raising portion 45a, and 4 The elastic pressing plate portions 49 and 49 are provided. Of these, the substrate portion 44a has an oval (oval) planar shape, and the outer peripheral surface of the bent raised portion 45a formed on the peripheral portion of the substrate portion 44a has a short diameter (width) of the locking notch. It is slightly shorter than the width of 34b, and the long diameter (length) is sufficiently larger than the width of this locking notch 34b. The elastic pressing plate portions 49, 49 are provided so as to protrude from the upper end edge of the bent raising portion 45a to the front and rear end portions on both the left and right sides. In a free state in which no external force is applied to the locking capsule 36b, a protrusion 50 provided at the tip of each elastic pressing plate 49, 49 from the lower surface of the substrate 44a in the thickness direction of the substrate 44a, The distance to the lower surface of 50 is shorter than the thickness dimension of the vehicle body side bracket 23b.

The locking capsule 36b as described above has the lower part of the base plate portion 44a and the upper plate portion 43 of the column side bracket 22a in a state in which the bent raising portion 45a is positioned at the back of the locking notch 34b. The top surface is opposed. Then, by tightening and tightening bolts 40a and nuts 41a inserted through through holes formed in the portions where the substrate portion 44a and the upper plate portion 43 are aligned with each other, the lower surface of the substrate portion 44a and the column side The upper surface of the upper plate portion 43 of the bracket 22a is brought into contact. In this state, the lower surfaces of the distal end portions of the elastic pressing plate portions 49, 49 strongly press both side portions of the locking notch 34b with the upper surface of the vehicle body side bracket 23b. At the time of a secondary collision, the column side bracket 22a is displaced (detached) forward while the upper surface of the vehicle body side bracket 23b and the lower surfaces of the protrusions 50 and 50 are rubbed with each other.
Since the configuration and operation of the other parts are the same as in the case of the first example of the reference example described above, the same parts are denoted by the same reference numerals, and redundant description is omitted.

[ Third example of reference example ]
FIG. 8 shows a third example of the reference example related to the present invention . In the case of this reference example , the adjustment rod 27 is inserted in a part of at least one (preferably both) of the pair of left and right support plate portions 24a constituting the column side bracket 22a. The rigidity in the width direction of the portion in which the upper and lower long holes 25 are formed is lower than that of the other portions. For this reason, in the case of the present reference example , a slit 51 is formed in a part of the at least one support plate portion 24 a adjacent to the vertical direction long hole 25. The shape of the slit 51 is not particularly limited as long as the rigidity in the width direction of the portion pressed by the pressing portion provided at the end of the adjusting rod 27 can be lowered. As in the example shown in the figure, the upper half of the up-and-down direction long hole 25 may have a U-shape or a U-shape that surrounds the upper half of the up-and-down direction long hole 25. A slit can also be formed.

In the case of the structure of the present reference example , as described above, the rigidity in the width direction of the portion of the support plate portion 24a through which the adjustment rod 27 is inserted is lowered, so that the position adjustment of the steering wheel 1 is performed. In order to perform the above operation, in a state in which the distance between a pair of pressing portions provided at both ends of the adjusting rod 27 is widened, the both support plate portions 24a are provided with a displacement side bracket 52 fixed above the outer column 11c. The holding force is sufficiently reduced. That is, in the case of the present invention, since the displacement side bracket 52 is disposed above the outer column 11c, the installation portion of the adjustment rod 27 is arranged in the vertical direction with respect to the outer column 11c and the vehicle body side bracket 23a. It will be in the state that exists between. For this reason, if the rigidity in the width direction of the portion of the support plate portion 24a through which the adjustment rod 27 is inserted is high, the distance between the pair of pressing portions provided at both ends of the adjustment rod 27 is widened. However, the contact pressure between the inner side surfaces of the support plate portions 24a and the outer side surfaces of the displacement side brackets 52 is not sufficiently lowered, and the force required for adjusting the position of the steering wheel 1 may not be sufficiently reduced. There is sex.

On the other hand, in the case of the structure of the present reference example , both the support plate portions 24a sandwich the displacement side bracket 52 in a state where the interval between the both pressing portions is widened due to the presence of the slit 51. The position of the steering wheel 1 can be easily adjusted by sufficiently reducing the applied force (suppressing the frictional force acting between the inner surface of the support plate portions 24a and the outer surface of the displacement side bracket 52). Can be done (with light force). Furthermore, after adjusting the steering wheel 1 to a desired position, if the distance between the two pressing parts is reduced, the force for reducing the distance between the two pressing parts is exerted by the inner side surfaces of the two supporting plate parts 24a. Effectively used as a force for suppressing the outer surface of the displacement side bracket 52, in particular, {the operation force of the adjusting lever 33 (see FIGS. 15 to 17) of the cam device 32 to reduce the distance between the pressing portions}. The position of the steering wheel 1 can be held at the adjusted position without increasing the angle.
Since the configuration and operation of the other parts are the same as those of the first example or the second example of the reference example described above, illustration and description regarding the equivalent parts are omitted.

[ Fourth Reference Example ]
FIG. 9 shows a fourth example of the reference example relating to the present invention . Also in the case of this reference example, as in the case of the third example of the reference example described above, adjustment is performed on a part of at least one (preferably both) of the left and right support plate portions 24a. The rigidity in the width direction of the portion in which the vertical long hole 25 through which the rod 27 is inserted is made lower than that in the other portions. For this reason, in the case of the present reference example , a part of the support plate portion 24a where the vertical long hole 25 is formed is connected to the column side bracket 22a and the locking capsule 36a and the vehicle body side bracket 23a. It protrudes backward from the part. The upper end edge of the protruding portion is not connected to other portions such as the upper plate portion 43. That is, in the support plate portion 24a, the rear end portion in which the up-and-down direction long hole 25 is formed is continuous with the other portions of the support plate portion 24a only on the front end side. The rigidity in the width direction is lowered.
Also in the case of the structure of this reference example , the position of the steering wheel 1 can be easily adjusted, and the steering wheel 1 can be held at the adjusted position without increasing the operating force.

[ Fifth Reference Example ]
FIGS. 10-11 has shown the 5th example of the reference example regarding this invention . In the case of this reference example , a long through hole 53 in the front-rear direction is formed in the vehicle body side bracket 23c. The through-hole 53 includes a wide portion 54 and a pair of extensions 55 and 55. Of these, the wide portion 54 constitutes the front half of the through hole 53 and is formed at the center in the width direction of the vehicle body side bracket 23c up to the front end of the vehicle body side bracket 23c. The extension portions 55 and 55 constitute the rear half of the through-hole 53, and extend further backward from two positions in the width direction both ends of the rear edge of the wide portion 54. Each is long in the front-rear direction and parallel to each other, and each has a cut-out shape.

Then, the upper plate portion 43 of the column side bracket 22a is placed on the lower side of the vehicle body side bracket 23c, and a pair of bolts 56, 56 and a pair of nuts 57 can be detached forward during a secondary collision. I support it. Both bolts 56, 56 are provided with heads 58, 58 at the upper end and screw flanges 59 at the middle or lower end, respectively. Of these, the outer diameters of the heads 58 and 58 are larger than the width dimension of both the extension parts 55 and 55, and the outer diameter of the screw flange part 59 is smaller than this width dimension. The column side bracket 22a and the vehicle body side bracket 23c are coupled and supported via the slide member 60 by the bolts 56 and 56 and the nuts 57.

The slide member 60 is formed by bending a slippery plate material which is a metal plate coated with a synthetic resin such as polyamide resin or PTFE on the surface, and includes one upper slide plate portion 61 and two lower sides. The sliding plate portion 62 is connected by two connecting portions 63 and 63 at both ends in the width direction. Among these, the upper sliding plate portion 61 has a dimension in the width direction of the vehicle body side bracket 23 c larger than the width dimension of the wide portion 54. In addition, the width dimension of the lower sliding plate portions 62 is larger than the width dimension of the extension portions 55 and 55. Furthermore, the width dimension of both the connection parts 63 and 63 is smaller than the width dimension of these both extension parts 55 and 55. FIG.

The slide member 60 as described above includes the upper sliding plate portion 61 at the rear end portion of the extension portions 55 and 55 on the upper surface of the vehicle body side bracket 23c, and the lower sliding plate portions 62 at the vehicle body side. The connecting portions 63 and 63 are arranged at the rear end portions of the extension portions 55 and 55 on the lower surface of the bracket 23c, respectively, in the middle portion in the front-rear direction inside the extension portions 55 and 55. Then, the screw flange portions 59 of both the bolts 56, 56 are inserted from above into the through holes formed at both ends of the upper sliding plate portion 61, and these screw flange portions 59 are further inserted into the both extension portions 55, A through hole formed in the rear end portion of 55 and the lower sliding plate portions 62 is inserted from above, screwed into the nuts 57 engaged with the through holes of the upper plate portion 43, and further tightened. In this state, the between the lower surface and the upper surface of the upper plate portion 43 of the head 58, 58 of the two bolts 56 and 56, the two extensions 55 of the through hole 53 of the vehicle body-side bracket 23c, Both side edge portions of 55 are sandwiched from above and below both sides through the slide member 60. The column side bracket 22a is coupled and supported to the vehicle body side bracket 23c so as to be disengaged forward by an impact load applied during a secondary collision.

In the case of the present reference example, the column side bracket 22a and the vehicle body side bracket 23c are connected to each other in the width between the mounting holes 35 and 35 provided to support and fix the vehicle body side bracket 23c to the vehicle body. It is supported at two positions in the direction. For this reason, the support rigidity with respect to the torque in the rotational direction of the steering column 6b (see FIGS. 1, 3, 5, 7 to 9) generated by the operation of the steering wheel 1 and amplified by the electric motor 15 (see FIG. 14). The height can be increased compared to the case of supporting at one position in the width direction.
Since the configuration and operation of the other parts are the same as those of the first example or the second example of the reference example described above, illustration and description regarding the equivalent parts are omitted.

[ Example of Embodiment ]
12 to 13 show an example of an embodiment of the present invention . In the case of this example, a pair of through-holes, each of which is a locking thinning portion at two positions sandwiching the central portion in the width direction in the vehicle body side bracket 23d, are each long in the front-rear direction and parallel to each other. 64 and 64 are formed. Then, a pair of bolts 56, 56 inserted through the rear end portions of both the through holes 64, 64, a nut 57 screwed into the male screw portion of both the bolts 56, 56, and slide members 60a, 60a, The column side bracket 22a is coupled and supported to the vehicle body side bracket 23d so as to be able to be detached forward by an impact load applied during a secondary collision. Both the sliding members 60a, 60a are divided into an upper sliding plate portion 61a and a lower sliding plate portion 62a each having a width dimension larger than the width dimension of the both through holes 64, 64. These are connected by a connecting portion 63a having a width dimension smaller than the width dimension. Further, in the case of this example, a long rectangular reinforcing plate 65 is provided above the slide members 60a, 60a in a state of being spanned between the slide members 60a, 60a. And the upper surface of both ends of the reinforcing plate 65 by the lower surfaces of the heads 58, 58 of the bolts 56, 56 are connected to the body-side bracket 23d via the upper sliding plate portions 61a of the slide members 60a, 60a. Pressing against the top surface.

In the case of the structure of the present example configured as described above, in order to make the frictional state between the lower surfaces of the heads 58, 58 of the bolts 56, 56 and the upper surface of the vehicle body side bracket 23d equal on the left and right Tuning becomes easier. Since the configuration and operation of the other parts are almost the same as those of the fifth example of the reference example described above, a duplicate description is omitted.

When carrying out the present invention, the position of the steering wheel can be easily adjusted, and the support plate portion of the column side bracket should be kept low in order to keep the force for holding the position of the steering wheel at the adjusted position low. In order to reduce the rigidity of the reference example , instead of the structure according to the third to fourth examples of the reference example related to the present invention described in FIGS. 8 to 9, the third example of the reference example shown in FIGS. In addition to the structure according to the four examples, the thickness of one of the support plate portions of the pair of support plate portions can be reduced. The steering column support rigidity with respect to the column side bracket is ensured by securing the thickness of the other support plate portion.
The present invention can also be applied to a support device for a steering column that is not provided with a telescopic mechanism and that is provided with only a tilt mechanism.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Tie rod 5, 5a Steering shaft 6, 6a, 6b Steering column 7 Universal joint 8 Intermediate shaft 9 Universal joint 10 Inner column 11, 11a, 11b, 11c Outer column 12 Outer shaft 13 Ball Bearing 14 Housing 15 Electric motor 16 Controller 17 Support cylinder 18 Center hole 19 Slit 20 Circumferential through holes 21, 21a, 21b Supported plate portions 22, 22a Column side brackets 23, 23a, 23b, 23c, 23d Car body side bracket 24 24a Support plate portion 25 Vertical slot 26 Longitudinal slot 27 Adjustment rod 28 Head 29 Nut 30 Drive side cam 31 Driven side cam 32 Cam device 33 Adjustment lever 34, 34a, 34b Locking notch 35 Mounting hole 36, 36a, 36b Locking capsule 37, 37a Gutter part 38a, 38b Small hole 39, 39a Locking pin 40, 40a Bolt 41, 41a Nut 42 Rivet 43 Upper plate part 44, 44a Substrate part 45, 45a Bending part 46 Through hole 47 Welding 48 Notch 49 Elastic pressing plate portion 50 Protruding portion 51 Slit 52 Displacement side bracket 53 Through hole 54 Wide portion 55 Extension portion 56 Bolt 57 Nut 58 Head 59 Screw flange portion 60, 60a Slide member 61, 61a Upper sliding plate portion 62, 62a Lower sliding plate portion 63, 63a Connecting portion 64 Through hole 65 Reinforcing plate

Claims (6)

A steering column for rotatably supporting the steering shaft inside,
A displacement side bracket fixed to an intermediate portion of the steering column;
A vehicle body side bracket that is supported and fixed to the vehicle body side at least at two positions on both sides in the width direction and does not displace forward in the event of a secondary collision;
With respect to the width direction of the vehicle body side bracket, a locking thinning portion formed at a portion between two positions on both sides in the width direction,
A column-side bracket having a pair of left and right support plate portions separated in the width direction, supported on the steering column side, and displaced forward together with the steering column at the time of a secondary collision;
A locking member fixed to the column side bracket,
An adjustment rod provided in a state where the displacement side bracket is inserted in the width direction while being sandwiched between the both support plate portions while the displacement side bracket is sandwiched between the support plate portions. By expanding and reducing the distance between a pair of pressing portions provided at both ends, the displacement side bracket can be fixed and adjusted with respect to the column side bracket, and the column side bracket and the locking member In the steering column support device which supports the vehicle body side bracket so that it can be detached forward by an impact load applied during a secondary collision ,
The displacement side bracket is fixed to the upper part of the steering column,
The locking and removing portions are each a pair of through holes that are long in the front-rear direction and parallel to each other,
The locking member is a pair of bolts having a head portion having a diameter larger than the width dimension of the two through holes at the upper end.
The column side bracket has an upper plate part that makes upper end edges of the both support plate parts continuous,
By screwing a male screw portion provided at the lower end of both bolts into a nut fixed to the upper plate portion or a screw hole formed in the upper plate portion and further tightening, a lower surface of both heads and the upper plate portion The both side edge portions of the two through holes in the vehicle body side bracket are locked between
A metal plate coated with a synthetic resin is formed by bending with a pair of sliding plates and a connecting portion that has a width dimension smaller than the width dimension of both the through holes and connects these sliding plates. Of the pair of slide members in which the sliding plates and the connecting portion are integrated, the sliding plates are disposed between the lower surface of the heads and the upper surface of the vehicle body side bracket and on the vehicle body side. It is sandwiched between the lower surface of the bracket and the upper surface of the upper plate part,
The steering column support device, wherein the slide members and the bolts are installed at the rear ends of the through holes. A pair reinforcing plate on the upper side of the slide member is provided in the state to bridge between these two slide members to each other, both end portions upper surface of the reinforcing plate by the lower surface of the head of the two bolts, the vehicle body-side The steering column support device according to claim 1 , wherein the steering column support device is pressed against an upper surface of the bracket. Wherein a portion of at least one of the support plate portion of the two support plate portions, the rigidity in the width direction of the portion in which the adjusting rod is inserted is lower than other portions, according to claim 1 to 2 The steering column support device according to any one of the above. 4. The steering column according to claim 3 , wherein a slit is formed in a part of the at least one support plate portion adjacent to a through hole formed in the support plate portion so as to insert the adjustment rod. Support device. Wherein a portion of at least one of the support plate portion, through hole formed portion for inserting the adjusting rod, in the longitudinal direction than the binding portions of the column-side bracket and the two bolts and the vehicle body-side bracket The steering column support device according to claim 3 , wherein the steering column support device is protruded, and an upper end edge of the protruded portion is not connected to another portion. Wherein the thickness of one of the support plate portion of the support plates portion is smaller than the thickness of the other supporting plate portion, and a low stiffness in the width direction of the support plate portion of the one, claim 3-5 The steering column support device according to any one of the above.

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