JP5360047B2 - Steering column support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a structure capable of facilitating tuning for stably displacing a steering wheel forward during a secondary collision, reducing and stabilizing separation load and further preventing excessive lowering of the steering wheel after the secondary collision. <P>SOLUTION: A mounting plate 31 of a coupling bracket 30 is joined and fixed to a top plate 23 of a column-side bracket 12b. A peripheral portion of a locking cutout is elastically held by a part of a vehicle-body-side bracket 11 between the top surface of the top plate 23 and the bottom surface of a press plate 33 of the coupling bracket 30. The column-side bracket 12b is joined and supported on the vehicle-body-side bracket 11 so as to be capable of separating forward during the secondary collision. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

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 (detachment).

[Conventional technology]
The automobile steering device is configured as shown in FIG. 12, 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 as the input shaft 3 rotates. 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 5 and the like, it is conventionally known and widely implemented.

  FIGS. 13 to 15 show an example of a conventional steering device (which is not publicly known but is basically not different from the related 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. 12). Then, the steering column 6a and the housing 10 are connected to a vehicle body side bracket 11 which is a portion fixed to the vehicle body (see, for example, FIGS. 1 to 5, 8, and 9 showing the structure of the embodiment of the present invention described later). On the other hand, it is supported so that it can be detached forward based on the impact load directed 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 12 and 13 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 bolt or stud is pulled out from the notches 15a and 15a, and the column side bracket 12 is allowed 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 side The impact energy transmitted to the 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. 13 to 15 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. 16 to 18 show the conventional structure described in Patent Document 1. FIG. 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 aligned with each other when the both locking grooves 20, 20 are engaged with both side edges of the locking notch 18. The locking pins 22 and 22 (shown only in FIG. 18) are press-fitted into the locking holes 21a and 21b formed in the portions to be coupled. 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. 16 to 18 described above, there is only one engaging 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.

  In the case of the conventional structure as shown in FIGS. 16 to 18 described above, it is effective from the surface that allows the steering column to be released in a stable posture in the event of a secondary collision. There is room for improvement in terms of lowering and stabilizing the driver's protection. This point will be described below.

  In order to keep the impact on the driver's body at the time of a secondary collision lower, keep the separation load low so that the steering column starts to move smoothly forward at the moment of the secondary collision. Is preferred. That is, the start of the forward displacement of the steering column is smoothly performed at the moment of the occurrence of the secondary collision, and the impact applied to the driver's body colliding with the steering wheel is suppressed as little as possible. As the vehicle travels, it is preferable to plastically deform the energy absorbing member attached to the steering column to absorb the impact energy transmitted to the steering wheel in order to enhance the protection of the driver.

On the other hand, in the case of the conventional structure as shown in FIGS. 16 to 18, in order to start the forward displacement of the steering column 6b at the moment when the secondary collision occurs, the locking pins 22 and 22 are torn. It is necessary to refuse. In order to start the displacement, in order to break the locking pins 22, 22, a certain amount of impact load is required, which is disadvantageous from the viewpoint of keeping the release load low. On the other hand, the general structure, such as the conventional structure shown in FIGS. 13 to 15 described above, is troublesome in order to stabilize the attitude of the steering column at the time of the secondary collision. Even if the tightening torque of a bolt or the like for assembling the bracket to the vehicle body is slightly changed, the separation load greatly fluctuates, so that the management of the tightening torque becomes troublesome.
For the reasons described above, with the conventionally known structure, it is difficult to disengage the steering column in a stable posture at the time of a secondary collision, and to make the disengagement load low and stable.

Japanese Utility Model Publication No. 51-121929 JP-A-2005-219641 JP 2000-6821 Japanese Utility Model Publication No. 56-25981 JP-A-60-169365

  In view of the circumstances as described above, the present invention can be easily tuned to stably displace the steering wheel forward in the event of a secondary collision, and can further reduce and stabilize the detachment load. Accordingly, the invention was invented to realize a structure capable of preventing the steering wheel from being lowered excessively after the secondary collision.

The steering column support device according to the present invention includes a steering column, a vehicle body side bracket, a locking thinning portion, and a column side bracket.
Among these, the steering column is for rotatably supporting the steering shaft inside.
Further, the vehicle body side bracket is made of a metal plate such as a carbon steel plate, and 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.
Further, the latching and thinning portion is formed by removing a part of the vehicle body side bracket at a portion between the two positions in the width direction in the vehicle body side bracket. Long. As such a locking and removing portion, a notch opened at the front end edge of the vehicle body side bracket or a through hole that is long in the front-rear direction can be used.
Further, the column side bracket is made of a metal plate such as a carbon steel plate, and is disposed below the vehicle body side bracket while being supported on the steering column side, and an upper plate portion is provided at an upper end portion. Yes.
The column side bracket is supported on 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, the steering column support device of the present invention includes a plate-like connection bracket that is coupled and fixed to a portion of the upper surface of the upper plate portion that is exposed to the inside of the latching and removing portion.
The connection bracket includes a mounting plate portion, a rising portion, and a holding plate portion.
Of these, the mounting plate portion is coupled and fixed to the upper surface of the upper plate portion in a state where the mounting plate portion enters the inside of the locking thinning portion.
Further, the rising portion rises upward from the mounting plate portion.
Further, the holding plate portion is provided in a state bent from the upper end edge of the rising portion to the side opposite to the mounting plate portion.
Then, in a state where the mounting plate portion is coupled and fixed to the upper plate portion, at least a part of the holding plate portion elastically contacts the upper surface of the vehicle body side bracket, and the holding plate portion and the upper plate portion The column side bracket is coupled and supported to the vehicle body side bracket by sandwiching a part of the vehicle body side bracket between the column side bracket and the vehicle body side bracket.

When carrying out the present invention as described above, preferably, as in the invention described in claim 2, the holding plate is made of a metal plate having a spring property. As such a metal plate, for example, the above-mentioned body-side bracket or the following description that obtains desired elasticity and makes the bottom surfaces of both left and right ends abut, such as a stainless spring steel plate, a galvanized steel plate, and a phosphor bronze plate. Use sliding plates and non-rusting materials.
Preferably, when carrying out the present invention, preferably, as in the invention described in claim 3, the upper and lower surfaces of the vehicle body side bracket and the members abutted on both the upper and lower surfaces before the occurrence of the secondary collision are made. A sliding layer made of a low friction material is interposed between the surface and the surface.
In order to implement the invention described in claim 3, for example, a coating layer made of a low friction material is provided on both the upper and lower surfaces of the vehicle body side bracket. Alternatively, a sliding plate provided with a coating layer of a low friction material on the required surface is sandwiched between the upper and lower surfaces of the vehicle body side bracket and the mating surface.

  Further, when the steering column support device of the present invention is implemented, preferably, as in the invention described in claim 4, the locking thinning portion is opened at the front end edge of the vehicle body side bracket. Missing. The length of the locking notch in the front-rear direction is larger than the length in the same direction of the upper plate portion of the column side bracket, and the connection bracket is connected together with the steering column and the column side bracket at the time of the secondary collision. Even when fully displaced forward, at least a part of the holding plate portion constituting the connection bracket is positioned above the front end of the vehicle body side bracket so as to prevent the connection bracket from falling off. Say it.

  When the present invention is implemented, preferably, the vehicle body side bracket is made of a metal plate as in the invention described in claim 5. Then, a rear end of the upper plate portion is formed by a folded portion formed by folding a portion of the metal plate facing the rear end edge of the upper plate portion of the column side bracket in a front-lower direction into a U-shaped cross section. Hold the edge.

According to the steering column support device of the present invention configured as described above, it is easy to tune to stably displace the steering wheel forward in the event of a secondary collision, and the separation load can be reduced and stabilized. In addition, if necessary, it is possible to realize a structure that can prevent the steering wheel from being lowered excessively after the secondary collision.
First, to facilitate tuning to stably displace the steering wheel forward in the event of a secondary collision, the vehicle body side bracket and the column side bracket are engaged only at the center in the width direction of the vehicle body side bracket. I can plan.

In addition, the separation load can be reduced and stabilized by the vehicle body side bracket and the column side bracket, the vehicle body side bracket, the upper plate portion of the column side bracket, and the holding plate portion constituting the connection bracket. It can be achieved by coupling with frictional force generated by elastically sandwiching between the two. This frictional force can be easily adjusted by changing the elasticity (rigidity) of the connecting bracket according to the material, thickness, etc. of the connecting bracket. For this reason, the separation load determined based on the frictional force can be reduced and stabilized.
In particular, if the connecting bracket is made of a metal plate having a spring property as in the invention described in claim 2, the force by which the holding plate portion holds down the upper surface of the vehicle body side bracket is stabilized, and the friction is reduced. The variation in force can be kept low.
Further, as in the invention described in claim 3, if a sliding layer is interposed between the upper and lower surfaces of the vehicle body side bracket and the mating surface, the frictional force is lowered, and the separation load is lowered. It can be made more stable.

  In addition, preventing the steering wheel from descending excessively after the secondary collision (preventing dropout) is the same as the invention described in claim 4 in that the length of the locking notch that is the locking thinning portion is the longitudinal length. This can be achieved by increasing the size sufficiently. By adopting such a configuration, even when the steering wheel is fully displaced forward as the secondary collision progresses, the bottom surfaces of the left and right ends of the restraining plate portion of the coupling bracket and the front end portion of the vehicle body side bracket There is no need to disengage the upper surface. For this reason, the column side bracket is prevented from being displaced downward relative to the vehicle body side bracket, and the steering wheel supported by the column side bracket via the steering column is prevented from being lowered excessively. it can. As a result, the positional relationship between the steering wheel and the driver is appropriately maintained. For example, depending on the degree of the collision accident, the operability of the steering wheel is ensured, and the work for retracting the accident vehicle to the road shoulder is facilitated. The effect of being able to be performed is obtained.

  Even if the front end side of the vehicle body side bracket is closed (not opened at the front end edge of the vehicle body side bracket), the locking thinning portion can be a secondary collision, even if it is a long through hole in the front-rear direction. Accordingly, it is possible to prevent the dropout. If the engaging and removing portion is a through hole, it is advantageous from the viewpoint of securing the rigidity of the vehicle body side bracket. However, in this case, since the forward displacement of the steering wheel stops in a state where the coupling bracket abuts on the front edge of the through hole, the stroke of the steering wheel is ensured in a secondary collision. This is a disadvantage. In other words, if the locking thinning portion is a notch as described above, the stroke can be secured without particularly increasing the front-rear dimension of the vehicle body side bracket. This is advantageous from the viewpoint of driver protection.

  Further, as in the invention described in claim 5, if the rear end edge portion of the upper plate portion is held by the folded portion formed on the vehicle body side bracket, the column side bracket is opposed to the vehicle body side bracket. Thus, the force for preventing the rearward displacement can be increased. That is, when an impact load directed rearward is applied to the column side bracket at the time of a primary collision, the column side bracket is displaced rearward between the connection bracket and the rear end edge of the locking thinning portion. In addition to engagement, it can also be prevented by engagement between the folded portion and the rear edge of the upper plate portion. For this reason, it is possible to sufficiently prevent the steering wheel supported by the column side bracket via the steering column and the steering shaft from being displaced rearward (pushing up toward the driver's body) during the primary collision.

  In carrying out the present invention, an energy absorbing member is provided between the column side bracket and a portion supported and fixed on the vehicle body side. If this energy absorbing member is provided, even if the separation load is kept sufficiently low, an appropriate resistance is given to the steering wheel being displaced forward as the secondary collision progresses. it can. And the impact applied to the body of the driver who collided with the steering wheel can be eased, and the driver can be fully protected in the event of a collision.

The side view which shows the 1st example of embodiment of this invention. The principal part top view shown in the state which looked at the center part of FIG. 1 from upper direction. The end view seen from the right side of FIG. 1 in a state where a part is cut or omitted. FIG. 3 is a cross-sectional view taken along the line aa in FIG. 2. Bb sectional drawing. Sectional drawing which takes out a connection bracket and shows the state before an assembly | attachment in the state seen from the same direction as FIG. FIG. 6 is a schematic bottom view showing three examples of positions where the holding plate portion of the connecting bracket holds down the upper surface of the vehicle body side bracket, as viewed from below. Sectional drawing similar to FIG. 5 which shows the 2nd example of embodiment of this invention in the state after tightening a right half part in the state before tightening a left half part with a volt | bolt and a nut, respectively. FIG. 6 is a cross-sectional view similar to FIG. 5, showing the third example in a state before the right half is caulked in a state before caulking the cylindrical portion formed by burring the left half. Regarding the fourth example, sectional views (A) to (D) and a partially enlarged view (E) showing the progress of clinching in the order of steps. Sectional drawing which shows the state which caulks a self-piercing rivet regarding the 5th example in order of a process. 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.

[First example of embodiment]
1 to 7 show an example of an embodiment of the present invention. The feature of the present invention, including this example, is that the column side bracket 12b supporting the steering column 6c can be separated forward from the vehicle body side bracket 11 supported by the vehicle body due to an impact caused by a secondary collision. It is in the structure of the supporting part. Since the structure and operation of other parts, such as the structure of the part that supports the steering column 6c with respect to the column side bracket 12b, are the same as the steering apparatus that has been widely known in the past, the description is omitted only by illustration. Hereinafter, the structure of the portion for supporting the column side bracket 12b with respect to the vehicle body side bracket 11 and the assembling method of this structure will be mainly described.

  The column-side bracket 12b is formed into a U-shape with an opening at the bottom by bending a metal plate having sufficient strength and rigidity, such as a steel plate, and capable of plastic deformation. Accordingly, the column-side bracket 12b includes an upper plate portion 23 provided at the upper end portion, and a pair of left and right support plate portions 24, 24 bent at right angles downward from the left and right side edges of the upper plate portion 23. With. A steering column 6c that rotatably supports the steering shaft 5b is supported between the support plate portions 24, 24 so that the vertical position and the front-rear position can be adjusted by a conventionally known structure. .

  Such a column side bracket 12b is supported below the vehicle body side bracket 11 so as to be displaceable (detached) forward based on an impact load applied to the column side bracket 12b due to a secondary collision. . The vehicle body side bracket 11 is formed by subjecting a material made of a metal plate having sufficient strength and rigidity, such as a steel plate, to punching with a press or cutting with a laser cutter. In the illustrated example, the right and left side edges or the rear end left and right side edges of the flat board portion 25 are bent to provide a pair of left and right bent edges 26 and 26 to reduce weight and ensure rigidity. We are trying to achieve both. Further, the central portion in the width direction of the rear end edge is turned back into a U-shaped cross section toward the front lower side to form a turned-up portion 27. Hugging loosely.

  The width of the vehicle body side bracket 11 is narrow in the front half and wide in the rear half. Then, a locking notch 28, which is a locking thinning portion described in the claims, is opened only in the center portion of the front end edge of the vehicle body side bracket 11 at the center portion in the width direction of the vehicle body side bracket 11. It is formed with. The length dimension of the locking notch 28 in the front-rear direction is sufficiently long so that a secondary collision described later has progressed (the steering wheel is not displaced further forward by the impact energy at the time of the secondary collision). However, the supporting force of the column side bracket 12b by the vehicle body side bracket 11 is not lost. Further, a pair of left and right mounting holes 29, 29 are formed at a position sandwiching the rear end (back end) portion of the locking notch 28 from the left and right sides in the front-rear direction intermediate portion of the vehicle body side bracket 11. Yes. The vehicle body side bracket 11 is supported and fixed to the vehicle body at two positions near both ends in the width direction by studs or bolts that are inserted through the mounting holes 29 and 29. In this state, the vehicle body side bracket 11 is not displaced forward even during a secondary collision.

  The column side bracket 12b supports the vehicle body side bracket 11 so as to be able to be detached forward by an impact load applied during a secondary collision. For this reason, in the case of the steering column support device of this example, a plate-like portion is exposed on the upper surface of the upper plate portion 23 constituting the column side bracket 12b on the inside of the locking notch 28. The connecting bracket 30 is coupled and fixed. The connection bracket 30 includes a mounting plate portion 31, a rising portion 32, and a holding plate portion 33. Of these, the mounting plate 31 is an oval long in the front-rear direction. The rising portion 32 is bent at a substantially right angle upward from the peripheral edge of the mounting plate 31. Therefore, the shape of the rising portion 32 is a short cylindrical shape whose planar shape (cross-sectional shape) is an oval. Of the dimensions of the outer peripheral surface of the rising portion 32, the width dimension in the left-right direction is slightly smaller than the width dimension of the locking notch 28. On the other hand, the length dimension in the front-rear direction is sufficiently larger than the width dimension of the locking notch 28.

  Further, the holding plate portion 33 is provided on the opposite side to the mounting plate portion 31 from the upper end edge of the rising portion 32 in a state of being bent outward in the radial direction of the rising portion 32. In the case of this example, the planar shape of the pressing plate portion 33 is substantially square. And the part which opposes the four corners which exist in this holding | suppressing board part 33 is bent a little toward each downward as shown in FIG. 6, and the said four places are in the free state of the said connection bracket 30. The elasticity of the direction which a corner | angular part is displaced below is provided. In this free state, the step H from the lower surface of the mounting plate portion 31 to the lower surface of the base end portion of the holding plate portion 33 is larger than the thickness T (see FIG. 5) of the substrate portion 25 of the vehicle body side bracket 11. The steps h from the lower surface of the mounting plate 31 to the lower surfaces of the four corners are smaller than the thickness T (H> T> h). A mounting hole 34 is formed at the center of the mounting plate 31.

  The connecting bracket 30 as described above presses a central portion of a metal plate having a certain degree of elasticity, such as a stainless steel plate, having an outer diameter substantially equal to the outer diameter of the holding plate portion 33 in the surface direction. Made by plastic working. In other words, the portion that should be the mounting plate portion 31 is offset in the surface direction with respect to the portion that should be the holding plate portion 33 by pressing that strongly holds the metal plate between a pair of molds. At the same time, the rising portion 32 is formed. Further, the mounting hole 34 is punched and formed at the center of the mounting plate portion 31 simultaneously with the offset processing or before and after the offset processing.

  The upper plate portion 23 of the column side bracket 12b is connected to the vehicle body side bracket 11 by the connecting bracket 30 as described above so that the column side bracket 12b can be disengaged forward based on the impact energy applied during the secondary collision. For this reason, as shown in FIGS. 1 to 5, the holding plate portion 33 is a part of the vehicle body side bracket 11 and is arranged around the rear half portion (back half portion) or the rear end portion of the locking notch 28. The mounting plate portion 31 and the rising portion 32 are caused to enter the back end portion of the locking notch 28 in a state where the portion is covered. Then, in a state where the mounting hole 34 formed in the central portion of the mounting plate portion 31 and the through hole 35 formed in the upper plate portion 23 are aligned, the bolts 36 are inserted into the holes 34 and 35. Further, the bolt 36 and the nut 37 are screwed and further tightened. By this tightening, the lower surface of the mounting plate portion 31 and the upper plate portion 23 are brought into close contact with each other, and both the plate portions 31 and 23 are coupled and fixed.

  In this state, the holding plate portion 33 is elastically deformed upward with respect to the mounting plate portion 31. As a result, the step h with respect to the lower surface of the mounting plate portion 31 is the smallest in the free state, and the lower surfaces of the four corner portions are elastically contacted with the upper surface of the substrate portion 25 of the vehicle body side bracket 11. Touch. In this state, between the holding plate portion 33 and the upper plate portion 23, a part of the vehicle body side bracket 11 sandwiches the peripheral portion of the rear half portion or the rear end portion of the locking notch 28, The column side bracket 12b is coupled and supported to the vehicle body side bracket 11 so as to be disengaged forward by impact energy based on a secondary collision.

  In this way, with the column side bracket 12b coupled to the vehicle body side bracket 11 so as to be able to be removed forward in the event of a secondary collision, the surfaces made of low friction material are rubbed against each other at the time of this separation. A sliding layer is interposed. That is, at the time of disengagement due to a secondary collision, a part of the vehicle body side bracket 11 and both upper and lower surfaces of the peripheral part of the rear end portion or the rear end portion of the locking notch 28 and the lower surface of the holding plate portion 33 And the upper surface of the upper plate portion 23 rubs against each other. Therefore, a coating layer of a low friction material such as polytetrafluoroethylene resin, polyamide resin, molybdenum disulfide or the like is formed on one or both of the rubbing surfaces. Alternatively, a sliding plate having a low-friction material coating layer is sandwiched between the surfaces that rub against each other.

  According to the structure of the present example configured as described above, for the reasons described above, it is easy to tune to stably displace the steering wheel forward at the time of a secondary collision, and the separation load is low and stable. You can make it. For the value of the detachment load, the material (hardness), dimensions (thickness, width), and shape of the metal plate constituting the connection bracket 30 are appropriately selected, and the lower surface of the holding plate portion 33 is placed on the fixed bracket 11. It can be arbitrarily adjusted by adjusting the magnitude of the force to hold down the upper surface and the contact area. Regardless of the magnitude of this force (the value of the separation load), the bolt 36 and the nut 37 are tightened with a sufficiently large torque. Therefore, even if the detachment load is kept low, the support strength of the connection bracket 30 with respect to the column side bracket 12b can be sufficiently secured, and the connection bracket 30 can be prevented from being carelessly detached. Preferably, after the bolt 36 and the nut 37 are tightened, a loosening prevention treatment such as crushing the tip of the male screw portion is performed. Further, if necessary, as shown by a chain line in FIG. 2, the connecting bracket 30 is slightly closer to the opening than the rear end portion (rear end portion) of the locking notch 28 which is the position after the assembly is completed ( After assembling to the front part, push it to the back end as shown by the solid line, and measure the force (load) required at that time to determine whether the separation load is within the appropriate range You can also do it.

  Furthermore, it is possible to realize a structure that can prevent the steering wheel from being lowered excessively after the secondary collision. For this reason, in the case of this example, the length of the locking notch 28 in the front-rear direction is set so that the secondary collision proceeds (according to the impact energy applied to the steering wheel from the driver's body accompanying the secondary collision). Even when the steering column 6c is no longer displaced forward), it is ensured that the holding plate portion 33 of the connecting bracket 30 does not slip out forward from the locking notch 28. That is, both end portions in the width direction of the holding plate portion 33 constituting the connection bracket 30 even when the connection bracket 30 is completely displaced forward together with the steering column 6c and the column side bracket 12b at the time of the secondary collision. The rear end portion of the vehicle body side bracket 11 is positioned at the upper side of the front end portion of the vehicle body side bracket 11 so as to prevent the connection bracket 30 from falling off. The dimensions are secured.

  In addition, in the case of the illustrated example, when an impact load directed rearward is applied to the column side bracket 12b at the time of the primary collision, the column side bracket 12b is displaced rearwardly, In addition to the engagement with the rear end edge of the locking notch 28, the engagement can also be prevented by the engagement between the folded portion 27 and the rear end edge of the upper plate portion 23. Therefore, the bolt 36 is supported by the column side bracket 12b via the steering column 6c and the steering shaft 5b at the time of the primary collision without using a bolt having a particularly large strength (large outer diameter). Therefore, it is possible to sufficiently prevent the steering wheel that has been displaced backward (pushing up toward the driver's body).

  In the case of the illustrated example, the separation load of the column side bracket 12b can be lowered and stabilized, but as it is, the impact applied to the body of the driver colliding with the steering wheel cannot be sufficiently absorbed. Therefore, although not shown in the drawing, plastic deformation occurs between the column side bracket 12b or the steering column 6c and a portion of the vehicle body side bracket 11 or the vehicle body that does not displace forward during a secondary collision. On the other hand, an energy absorbing member is provided which allows the column side bracket 12b to be displaced forward. At the time of the secondary collision, the upper plate portion 23 and the connection bracket 30 of the column side bracket 12b start to be displaced forward with respect to the vehicle body side bracket 11 along with the separation load. In accordance with this displacement, the energy absorbing member is plastically deformed to absorb impact energy transmitted from the driver's body to the column side bracket 12b. Regarding the energy absorbing member, various structures have been conventionally known and are not the gist of the present invention.

  In the above description, as shown in FIG. 7A, the four corners of the lower surface of the holding plate 33 are applied to the upper surface of the vehicle body side bracket 11 (see FIGS. 1 to 5). I explained the case of contact. However, when the present invention is carried out, at least two positions of the left and right end portions of the lower surface of the holding plate portion 33 may be brought into contact with the upper surface of the vehicle body side bracket 11. For example, as shown in FIG. 7B, a total of three positions including two positions at the front left and right ends of the holding plate 33a and one position at the center of the rear end are applied to the upper surface of the vehicle body side bracket 11. You can also touch. Further, as shown in FIG. 7C, only the positions of the front plate left and right end portions of the holding plate portion 33b can be brought into contact with the upper surface of the vehicle body side bracket 11.

[Second Example of Embodiment]
FIG. 8 shows a second example of the embodiment of the present invention. In the case of this example, a portion of the holding plate portion 33c constituting the connecting bracket 30a that should hold down the upper surface of the vehicle body side bracket 11 is bent greatly downward, and further, its tip portion is bent outward. A plurality of contact portions 38 are provided. Then, the bolt 36 and the nut 37 are screwed together and further tightened to elastically deform the holding plate 33c from the state shown in the left half of FIG. 8 to the state shown in the right half. Thus, a contact area between the lower surface of each of the contact portions 38 and 38 and the upper surface of the vehicle body side bracket 11 can be secured stably. In the case of the structure of this example, since this contact area can be stabilized, it becomes easier to stabilize the separation load at the time of the secondary collision. The connecting bracket 30a is configured as long as the lower surface of each contact portion 38, 38 elastically contacts the upper surface of the vehicle body side bracket 11 with the bolt 36 and the nut 37 tightened. It can also be deformed to the plastic deformation region beyond the yield point of the metal plate. However, in order to stabilize the detachment load, it is desirable to assemble in the elastic region (not to exceed the yield point).
Since the configuration and operation of the other parts are the same as in the first example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Third to fifth examples of embodiment]
The third to fifth examples of the embodiment of the present invention will be described with reference to FIGS. In each of the first example of the above-described embodiment and the second example of the above-described embodiment, the upper plate portion 23 of the column side bracket 12b and the connection brackets 30 and 30a are coupled by a bolt 36 and a nut 37. In the case of the third to fifth examples, it is fixed, however, by burring caulking (in the case of the third example shown in FIG. 9) or by clinching (in the case of the fourth example shown in FIG. 10). These are fixedly coupled by self-piercing rivets (in the case of the fifth example shown in FIG. 11). Since each of these coupling structures is a technique that has been widely known in the past, detailed description is omitted only by illustration.
In addition, although illustration is abbreviate | omitted, the upper board part of a column side bracket and a connection bracket can also be couple | bonded and fixed by welding, such as spot welding and fillet welding.
In short, when carrying out the present invention, means for connecting and fixing the upper plate portion of the column side bracket and the connecting bracket is not particularly limited.

  The present invention is not limited to the steering column support device having both the tilt mechanism for adjusting the vertical position of the steering wheel and the telescopic mechanism for adjusting the front-rear position as shown in FIG. Further, the present invention can be 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 include both of these mechanisms.

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 Housing 11, 11a Car body side bracket 12, 12a, 12b 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 Locking hole 22 Locking pin 23 Upper plate portion 24 Support plate portion 25 Substrate portion 26 Bending edge portion 27 Folding portion 28 Locking notch 29 Mounting hole 30, 30a Connection bracket 31 Mounting plate portion 32 Standing portion 33, 33a, 33b, 33c Holding plate portion 34 With hole 35 Through hole 36 Bolt 37 Nut 38 Abutting part

Claims (5)

  A steering column for rotatably supporting the steering shaft on the inner side, a vehicle body side bracket that is supported and fixed on the vehicle body side at least at two positions on both sides in the width direction, and that does not displace forward even in a secondary collision, and the vehicle body Among the side brackets, a locking and thinning portion formed in a portion between the two positions with respect to the width direction, and a long side in the front-rear direction, and a lower side of the vehicle body side bracket while being supported on the steering column side And a column side bracket provided at the upper end with an upper plate portion having a width dimension larger than that of the locking thinning portion, and the column side bracket is attached to the vehicle body side bracket by an impact load applied during a secondary collision. In the steering column support device that is supported to be disengaged forward, the upper surface of the upper plate portion is coupled and fixed to the portion exposed to the inside of the locking and removing portion. A plate-shaped connecting bracket, and the connecting bracket is connected to and fixed to the upper surface of the upper plate portion in a state of entering the inner side of the locking thinning portion, and upward from the mounting plate portion. A rising portion that rises and a holding plate portion that is bent from the upper edge of the rising portion to the opposite side of the mounting plate portion, and the attachment plate portion is coupled to the upper plate portion In a fixed state, at least a part of the holding plate part elastically contacts the upper surface of the vehicle body side bracket, and a part of the vehicle body side bracket is placed between the holding plate part and the upper plate part. A steering column support device characterized in that the column side bracket is coupled and supported to the vehicle body side bracket by clamping.   The steering column support device according to claim 1, wherein the connection bracket is a metal plate having a spring property.   The sliding layer made of a low friction material is interposed between the upper and lower surfaces of the vehicle body side bracket and the surface of a member abutted against the upper and lower surfaces before the occurrence of the secondary collision. The steering column support device according to any one of 2.   The locking thinning portion is a locking notch opened at the front end edge of the vehicle body side bracket, and the length of the locking notch in the front-rear direction is the same as that of the upper plate portion of the column side bracket. Even when the connecting bracket is fully displaced together with the steering column and the column side bracket at the time of the secondary collision, at least a part of the holding plate portion constituting the connecting bracket is on the vehicle body side. The steering column support device according to any one of claims 1 to 3, wherein the steering column support device is positioned above the front end portion of the bracket and has a length sufficient to prevent the connection bracket from falling off.   The vehicle body side bracket is made of a metal plate, and a folded portion formed by folding a portion of the metal plate facing the rear end edge of the upper plate portion of the column side bracket in a U-shaped cross section toward the front and lower side. The steering column support device according to any one of claims 1 to 4, which holds the rear end edge portion of the upper plate portion.

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