JP7029895B2 - Steering support structure - Google Patents

Description

The present invention relates to a steering support structure.

As a steering support structure for supporting the steering device in a vehicle or the like, a structure including a cross car beam (CCB) extending in the vehicle width direction and a steering support member that supports the steering device while being supported by the cross car beam. Are known.

In such a steering support structure, various techniques for reducing weight and improving rigidity and the like are disclosed. For example, Patent Document 1 discloses a steering support bracket that connects a steering member and a vehicle body and has a shape having a bent portion bent at an obtuse angle so as to form a notch in the bent portion. .. Such steering support brackets are made of cast aluminum. The force input from the cowl is received by the steering support bracket as one component.

On the other hand, Patent Document 2 discloses a device for connecting to a cross member, which includes an extending metal structure and a base body that supports the metal structure. In such a device, the base body is a plastic body. The force input from the cowl is received by the base body as one component.

Japanese Unexamined Patent Publication No. 2001-213356 Japanese Unexamined Patent Publication No. 2016-521659

In the prior art, the inventors of the present invention relatively easily destroy the steering support structure (particularly the steering support member) when a force is applied from the cowl to the steering support structure due to a collision, and the steering support We have found that the mechanical strength (especially rigidity) of the structure (especially the steering support member) becomes a new problem. Such a problem was particularly remarkable when the steering support member was constructed of a polymer material for weight reduction. Further, in the conventional steering support structure, when vibrations such as running vibration during running and engine vibration during engine driving are input to the steering support structure, the vibration is easily conducted to the steering device, and the driver. Gave discomfort to. The conducted vibration not only became a "tremor" of the steering device itself, but also propagated as sound, causing discomfort to passengers.

It is an object of the present invention to provide a steering support structure having better collision performance and better steering vibration performance.

It is also an object of the present invention to provide a steering support structure having better collision performance and better steering vibration performance while achieving further weight reduction.

The present invention
A steering support structure including a cross car beam extending in the axial direction; and a steering support member that supports the steering device while being supported by the cross car beam.
The steering support member includes an upper member and a lower member.
The steering support structure relates to a steering support structure in which one of the front end portions of the upper member or the front end portion of the lower member covers the other front end portion and constitutes a bending extension portion for being fixed to the cowl. ..

The steering support structure of the present invention has better collision performance and is more excellent in steering vibration performance.
The steering support structure of the present invention can also achieve further weight reduction.

It is a schematic perspective view of the steering support structure which concerns on one Embodiment of this invention. This is an example of an enlarged perspective view of the steering support structure of FIG. 1 on the driver's seat side. It is an example of the enlarged perspective view of the steering support structure when the steering support structure of FIG. 2A is cut in the PP cross section. This is an example of an enlarged perspective view of the steering support structure of FIG. 1 on the driver's seat side. This is an example of an enlarged perspective view of the steering support structure of FIG. 1 on the driver's seat side. It is an enlarged front view when the driver's seat side of the steering support structure of FIG. 1 is seen from the rear side of a vehicle. It is an enlarged rear view when the driver's seat side of the steering support structure of FIG. 1 is seen from the front side of a vehicle. It is a schematic sketch of the steering support structure when the cross section AA in FIG. 3 is seen in the direction of an arrow. It is a schematic sketch of the steering support structure when the BB cross section in FIG. 3 is seen in the direction of an arrow. It is an example of the perspective view of the upper member in the steering support member used for the steering support structure of FIG. It is an example of the perspective view of the upper member in the steering support member used for the steering support structure of FIG. It is an example of the perspective view of the lower member in the steering support member used for the steering support structure of FIG. It is an example of the perspective view of the lower member in the steering support member used for the steering support structure of FIG. It is a partially enlarged perspective view of the steering support member used for the steering support structure of FIG. 1. It is a partially enlarged perspective view of the lower member in the steering support member used for the steering support structure of FIG. 1. It is a partially enlarged perspective view of the upper side member in the steering support member used for the steering support structure of FIG. 1. It is an enlarged perspective view of the center stay used for the steering support structure of FIG. It is a left side view when the center stay used for the steering support structure of FIG. 1 is seen from the driver's seat side. It is a right side view when the center stay used for the steering support structure of FIG. 1 is seen from the passenger seat side. FIG. 3 is an enlarged perspective view of the vicinity of the center-side reinforcing member of the steering support structure of FIG. 1. It is an enlarged front view when the vicinity of the center side reinforcing member of the steering support structure of FIG. 1 is seen from the rear side of a vehicle. It is an example of the enlarged perspective view of the center side reinforcing member used for the steering support structure of FIG. It is an example of the enlarged perspective view of the center side reinforcing member used for the steering support structure of FIG.

[Steering support structure]
The steering support structure of the present invention is a structure for supporting a steering device of a vehicle. In the present specification, the vehicle is used in a concept including not only a vehicle such as an automobile, a bus, a truck, a train (railroad vehicle), but also any vehicle (transport device) equipped with a steering device, and for example, the above-mentioned vehicle. It includes not only aircraft, ships, etc.

In the present specification, "collision performance" is a performance mainly based on the mechanical strength (particularly rigidity) of the steering support member, and is a performance (collision resistance performance) in which the steering support member is unlikely to be destroyed even by a collision from the front of the vehicle. That is.
"Steering vibration performance" prevents vibration input to the steering support structure from being conducted to the steering device in the vehicle, and reduces discomfort to the driver, passengers, and other occupants based on the vibration. It is performance. The steering device is a steering device, for example, a steering wheel in an automobile. The vibration is, for example, a running vibration input from the ground during running, an engine vibration input from the engine room when the engine is driven, a vibration input from the drive / braking system, and the like.

Hereinafter, the steering support structure of the present invention will be described with reference to the drawings. FIG. 1 is a schematic perspective view of a steering support structure according to an embodiment of the present invention. FIG. 2A is an example of an enlarged perspective view of the steering support structure of FIG. 1 on the driver's seat side. FIG. 2B is an example of an enlarged perspective view of the steering support structure when the steering support structure of FIG. 2A is cut in a PP cross section. 2C and 2D are examples of enlarged perspective views of the steering support structure of FIG. 1 on the driver's seat side. 3 and 4 are an enlarged front view and an enlarged rear view of the driver's seat side of the steering support structure of FIG. 1 when viewed from the rear side of the vehicle and the front side of the vehicle, respectively. 5A and 5B are schematic sketches of the steering support structure when the AA cross section and the BB cross section in FIG. 3 are viewed in the arrow directions, respectively. 6A and 6B are examples of perspective views of the upper member of the steering support member used in the steering support structure of FIG. 1. 6C and 6D are examples of perspective views of the lower member of the steering support member used in the steering support structure of FIG. FIG. 6E is a partially enlarged perspective view of the steering support member used in the steering support structure of FIG. 6F and 6G are partially enlarged perspective views of the lower member and the upper member of the steering support member used in the steering support structure of FIG. 1, respectively. FIG. 7A is an enlarged perspective view of the center stay used for the steering support structure of FIG. 7B and 7C are left side views and right side views of the center stay used for the steering support structure of FIG. 1 when viewed from the driver's seat side and the passenger seat side, respectively. FIG. 8 is an enlarged perspective view of the vicinity of the center-side reinforcing member of the steering support structure of FIG. FIG. 9 is an enlarged front view of the vicinity of the center-side reinforcing member of the steering support structure of FIG. 1 when viewed from the rear side of the vehicle. 10A and 10B are examples of enlarged perspective views of the center-side reinforcing member used in the steering support structure of FIG. 1.

In the figure, the arrow F indicates the front of the vehicle, and the arrow R indicates the rear of the vehicle. The arrow W indicates the vehicle width direction, the arrow Wd indicates the driver's seat side in which the steering support member is arranged in the vehicle width direction W, and the arrow Wp indicates the passenger seat side in the vehicle width direction W. The arrow Hr indicates the roof direction of the vehicle height, and the arrow Hf indicates the floor direction of the vehicle height. It should be noted that the various elements shown in the drawings are only schematically shown for the purpose of understanding the present invention, and the dimensional ratio, appearance, etc. may differ from the actual ones. Unless otherwise specified, the "vertical direction" used directly or indirectly in the present specification corresponds to the corresponding vertical direction when the steering support structure is applied to the vehicle. In these figures, common reference numerals shall indicate the same member, part, dimension or region unless otherwise specified.

The steering support structure 10 of the present invention includes the crosscar beam 1 and the steering support member 2, and may further include a center stay 3, a side bracket 4 and / or a reinforcing member 5.

(Cross car beam)
The cross car beam 1 is a member extending in the axial direction. The crosscar beam 1 preferably has a flat surface extending in the axial direction. This further improves the collision performance of the steering support structure. The cross-sectional view shape perpendicular to the axial direction of the cross car beam 1 is not particularly limited, and may be, for example, a circular shape, a semicircular shape, a fan shape, or a polygonal shape including a rectangular shape. May be good. The cross-sectional view shape of the cross car beam 1 is preferably rectangular from the viewpoint of further improving the collision performance and the steering vibration performance. The rectangular shape is used in the concept including the square shape and the rectangular shape, and the square shape is preferable from the above viewpoint. When the cross-sectional view of the cross car beam 1 is rectangular, the cross car beam 1 has a prismatic shape as a whole. The prismatic shape also includes the case where the cross car beam 1 has a rectangular shape as its cross-sectional view shape and is a hollow body described later.

When the cross car beam 1 has a rectangular shape as a cross-sectional view shape, the cross car beam 1 has a front surface, a rear surface, an upper surface, and a lower surface. The front surface, rear surface, upper surface, and lower surface of the cross car beam 1 are the surfaces facing the front (F), rear (R), roof direction (Hr), and floor direction (Hf) of the vehicle in the cross car beam 1, respectively. It means, for example, in FIG. 5A and the like, it is shown by 1a, 1b, 1c and 1d, respectively. The cross car beam 1 is usually arranged so that its axial direction is parallel to the vehicle width direction of the vehicle.

The cross car beam 1 is preferably a hollow body. This makes it possible to reduce the weight of the steering support structure. The material constituting the hollow body is not particularly limited, and may be, for example, a metal such as aluminum, iron, steel and an alloy thereof, a resin such as a polymer, or a fiber reinforced resin. You may. The material constituting the hollow body is preferably a fiber reinforced resin from the viewpoint of a balance between further weight reduction and further improvement of collision performance and steering vibration performance. In the present invention, the weight reduction is mainly achieved by the crosscar beam 1 being a fiber reinforced resin hollow body and the steering support member 2 being composed of a polymer material.

The fiber-reinforced resin hollow body is an impregnated body of a curable resin having a long shape as a whole. The fiber-reinforced resin hollow body is not particularly limited as long as it is a fiber layer containing reinforcing fibers and a hollow body containing a curable resin impregnated and cured in the fiber layer. The fibers in the fiber layer may be uniformly dispersed in the curable resin, but from the viewpoint of further improving the collision performance, the fiber layer preferably includes an axial fiber layer. The axial fiber layer is a fiber layer mainly containing reinforcing fibers oriented parallel to the axial direction (longitudinal direction) of the crosscar beam, and in the present invention, the reinforcing fibers are from the viewpoint of further improving the collision performance. A fiber layer consisting of only is preferable.

As the reinforcing fiber, any fiber conventionally used in the field of fiber reinforced plastic can be used, and examples thereof include glass fiber and carbon fiber. The preferred reinforcing fiber is glass fiber.

As the curable resin, any curable resin conventionally used for a fiber-reinforced resin hollow body can be used. Specific examples of the curable resin include thermosetting resins such as unsaturated polyester resin, epoxy resin, vinyl ester resin, and phenol resin resin.

The curable resin may contain additives such as so-called catalysts, mold release agents, pigments, low shrinkage agents, and silane coupling agents.

When the cross car beam 1 is a hollow body, the cross car beam 1 may have any thickness and may be appropriately determined according to the intended use. When the steering support structure is used in a vehicle, especially an automobile application, the crosscar beam 1 is usually 1 to 20 mm, particularly 1 to 10 mm, from the viewpoint of further weight reduction of the steering support structure and further improvement of collision performance. It preferably has a thickness of 1 to 3 mm. Thickness is the wall thickness.

The cross car beam 1 may have any outer peripheral length, and may be appropriately determined according to the intended use. When the steering support structure is used in a vehicle, especially an automobile application, the crosscar beam 1 has an outer peripheral length of, for example, 125 to 300 mm. The outer peripheral length of the cross car beam 1 is the outer peripheral length of the cross car beam 1 in a cross section perpendicular to the axial direction. When the cross car beam 1 has a rectangular cross-sectional view shape, the length of one side of the cross car beam 1 in the vertical cross-sectional shape is not particularly limited, and is, for example, 45 to 75 mm.

The cross car beam 1 is preferably a pultruded body. The cross-sectional shape of the pultruded article is usually constant in its axial direction. When the cross car beam 1 is particularly a fiber-reinforced resin hollow body, the fiber-reinforced resin hollow body can be manufactured by the following pultrusion method. In the pultrusion method, for example, the reinforcing fibers constituting the axial fiber layer are impregnated with a curable resin, and the reinforcing fibers impregnated with the curable resin are drawn from one end side of a mold having a cross-sectional view shape of a hollow body. , The curable resin is sufficiently cured by heating in the mold. The obtained fiber-reinforced resin hollow body is continuously taken from the mold and post-processed by cutting it to a predetermined length with a cutting machine.

The cross car beam 1 has a plurality of fastening holes, and depending on the formation position thereof, fastening of the cross car beam 1 to the steering support member 2, the center stay 3, the side bracket 4 and / or the reinforcing member 5 can be achieved. ..

(Steering support member)
The steering support member 2 has a function of supporting the steering device while being supported by the cross car beam 1. The steering support member 2 usually receives a front-rear direction (FR direction) force from a so-called cowl (front part of the vehicle body) (not shown) at its front end portion 21. Therefore, the cross car beam is prevented from advancing in the event of a collision. From the viewpoint of further improving the steering vibration performance, it is preferable that the front end portion 21 of the steering support member 2 is fixed to the cowl or the cowl bracket connected to the cowl. The front end portion 21 of the steering support member 2 is an end portion of the steering support member 2 on the F side in the front direction of the vehicle. The cowl is usually a member extending in the vehicle width direction for improving collision performance, and is arranged at the rearmost part of the bonnet in, for example, an automobile. The fixation of the cowl to the steering support member may be achieved directly or indirectly via a rod-shaped cowl bracket.

As the steering support member 2, the upper and lower two-split type shown below are used. The use of the upper and lower two-piece steering support member 2 shown below not only improves the collision performance, but also improves the mechanical strength (particularly rigidity) in the input direction of the force from the cowl and the direction perpendicular to the input direction. ) Is improved. As a result, the conduction of vibration in the input direction and the vertical direction is prevented, so that the steering vibration performance is improved. The mechanism for improving the steering vibration performance based on the upper and lower two-split type steering support member 2 is different from the mechanism for improving the steering vibration performance based on the conversion of the torsional stress into the bending stress by the reinforcing member 5 described later.

As shown in FIGS. 2B, 5A, 5B, etc., the steering support member 2 includes an upper member 2a and a lower member 2b, and is arranged so as to sandwich the cross car beam 1 between these members. When the steering support member 2 sandwiches the cross car beam 1 between the upper member 2a and the lower member 2b, the steering support member 2 is the shaft of the cross car beam from the viewpoint of further improving the collision performance and the steering vibration performance. In a cross section perpendicular to the direction, it is preferable to have a division position (boundary) 200 between the upper member 2a and the lower member 2b on the front surface (1a) and the rear surface (1b) of the cross car beam 1 as shown in FIG. 5A. Specifically, in the vertical cross section, it is preferable that the dividing boundary line between the upper member 2a and the lower member 2b abuts on the front surface (1a) and the rear surface (1b), respectively. For example, a division position (boundary) 200 is provided so that each of the upper member 2a and the lower member 2b comes into contact with a part of both the front and rear surfaces (1a, 1b) of the cross car beam 1. In a more preferred embodiment, each of the upper member 2a and the lower member 2b is 20% or more (preferably 30% or more) of the "front surface 1a of the cross car beam 1" and the "rear surface 1b of the cross car beam 1". The division position (boundary) 200 is provided so as to make surface contact with 20% or more (preferably 30% or more). In the calculation of such an area ratio, the "front surface 1a of the cross car beam 1" is the area (total area) of the contact area between the upper member 2a and the lower member 2b on the front surface 1a of the cross car beam 1. be. The “rear surface 1b of the cross car beam 1” is the area (total area) of the contact region between the upper member 2a and the lower member 2b on the rear surface 1b of the cross car beam 1. As used herein, surface contact includes not only contact between two surfaces, but also contact with an adhesive intervening between them. The adhesive has the effect of suppressing misalignment and rattling of the surfaces due to vibration by firmly fixing the two surfaces. As the adhesive, an epoxy-based, urethane-based, acrylic-based, cyanoacrylate-based material or the like can be used. Further, since it is desirable to fill the voids on the two surfaces with an adhesive without gaps, it is preferable to use a paste-like material at room temperature. The Young's modulus of the cured adhesive product at 25 ° C. is preferably 10 to 30 MPa. Within this range, the cured product is tough and can prevent the adherends from slipping from each other.

From the viewpoint of further improving the collision performance and the steering vibration performance, the upper member 2a and the lower member 2b are in surface contact with each other and also with the cross car beam 1 as shown in FIGS. 6B and 6C. It is preferably configured. The upper member 2a and the lower member 2b preferably have the following steering support member rib structure as shown in FIGS. 6A to 6D from the viewpoint of further weight reduction and further improvement of collision performance and steering vibration performance. :
In each of the upper member 2a and the lower member 2b, a portion in contact with each other (22a to 24a and 22b to 24b) and a portion in contact with the cross car beam 1 (25a to 27a and 25b to 27b) are composed of face material portions. A steering wheel having outer edge ribs (201a and 201b) erected on the outer edge of the face material portion and inner ribs (202a, 203a, 202b, 203b) erected on the face material portion inside the outer edge rib. Support member rib structure (FIG. 6A, FIG. 6D, etc.).
As shown in these figures, the erection directions of the outer edge rib and the inner rib are the roof direction Hr in the upper member 2a and the floor direction Hf in the lower member 2b. In the present specification, the face material is a flat material unless otherwise specified.

In the steering support member rib structure, the plan view shape of each space defined by the rib may be a polygonal shape such as a quadrangular shape, a pentagonal shape, or a hexagonal shape. Therefore, such a rib structure includes a honeycomb structure in which the plan view shape of each space is a hexagonal shape. In the present specification, the plan view shape of the rib structure means the shape when the face material portion is placed still on the bottom surface and viewed from above.

In each of the upper member 2a and the lower member 2b, the inner rib preferably includes at least vertical ribs (202a, 202b) on the face material portion from the viewpoint of further improving the collision performance and the steering vibration performance, and more preferably. The vertical rib and the horizontal rib (203a, 203b) are included. The vertical rib is a rib extending along the direction perpendicular to the axial direction of the cross car beam 1 on the face material portion. The lateral rib is a rib extending along a direction parallel to the axial direction of the cross car beam 1 on the face material portion. The horizontal rib also has a function of preventing the vertical rib from falling sideways during manufacturing of the member. The heights of the vertical ribs and the horizontal ribs are uniform in the axial direction of the cross car beam 1 in FIGS. 6A and 6D, but the height of the horizontal ribs is not limited to this, and the height of the horizontal ribs is lower than the height of the vertical ribs. You may.

In each of the upper member 2a and the lower member 2b, the vertical rib and the horizontal rib independently have a fastening opening and / or a fastening notch for fastening the steering support member and the crosscar beam. You may be doing it. In particular, the lateral ribs typically have fastening openings (204a, 204b) and / or fastening notches (205b), as shown in FIGS. 6A and 6D. In the present invention, fastening is used in the concept of fixing two or more members together, and includes fastening in combination with an adhesive.

The thicknesses of the face material portion, the outer edge rib, and the inner rib of the steering support member 2 are not particularly limited, and may be appropriately determined according to the intended use. When the steering support structure is used in a vehicle, particularly an automobile, the thickness of the face material portion, the outer edge rib and the inner rib is independently, for example, 0.5 to 10 mm, preferably 0.5 to 0.5 mm. It is 3 mm.

The front end portion 21 of the steering support member 2 is composed of a front end portion 21a of the upper member 2a and a front end portion 21b of the lower member 2b. Then, one front end portion of the front end portion 21a of the upper member 2a or the front end portion 21b of the lower member 2b covers the other front end portion and constitutes a bending extension portion 211 for being fixed to the cowl. The fact that one front end covers the other front end means that one front end is located in front of the other front end F and is in mutual contact with the other front end. The shape of the bent extension portion 211 is such that one front end portion covers the other front end portion. For example, the face material constituting the one front end portion is downward and forward with reference to the front direction F. It is a shape that extends while bending, or a shape that extends upward and forward while bending. When the bending extension portion 211 is fixed to the cowl, the bending extension portion 211 is a portion where the force from the cowl is input for the first time in the entire steering support member 2. When the front end portion of the steering support member is composed of only one of the front end portion of the upper member or the front end portion of the lower member, the collision performance and the steering vibration performance are deteriorated. Even if the front end of the steering support member is composed of the front end of the upper member and the front end of the lower member, if one front end does not cover the other front end, the collision performance and Steering vibration performance deteriorates.

The front end portion constituting the bending extension portion 211 may be the front end portion 21a of the upper member 2a as shown in FIGS. 6E, 6F and 6G, or may be the front end portion 21b of the lower member 2b. However, from the viewpoint of further improving the collision performance and the steering vibration performance, the front end portion 21a of the upper member 2a is more preferable. Hereinafter, among the upper member 2a and the lower member 2b, a member having a front end portion constituting the bending extension portion 211 (for example, 2a in the drawing) is referred to as a member X, and the other member (for example, 2b in the drawing). ) Is called a member Y. The front end portion 21 of the steering support member 2 is the vicinity of the end portion of the steering support member 2 in the forward direction F, and in a narrow sense, is a portion where the force from the cowl is input for the first time in front of the steering support member 2. .. The front end portion 21a of the upper member 2a is the vicinity of the end portion of the upper member 2a in the front direction F, and in a narrow sense, it is a face material portion in which the force from the cowl is input for the first time in the front portion of the upper member 2a. .. The front end portion 21b of the lower member 2b is the vicinity of the end portion of the lower member 2b in the front direction F, and in a narrow sense, the face material to which the force from the cowl is input for the first time in the front portion of the lower member 2b. It is a part.

As shown in FIGS. 6E, 6F and 6G, the front end portion (for example, 21a in the figure) constituting the bending extension portion 211 has a bulging portion 2111 that bulges toward the rear, and the other. The front end portion (for example, 21b in the drawing) preferably has a recess 2112 covering the side surface of the bulging portion 2111. The bulging portion 2111 is a portion where the thickness is locally thickened, and is usually positioned at the central portion in the vehicle width direction. The recess 2112 is a so-called notch portion that covers the side surface of the bulging portion 2111 with its own side surface (inner side surface). The shapes of the bulging portion 2111 and the concave portion 2112 have a quadrangular shape in FIGS. 6F and 6G, but are not particularly limited as long as they are complementary to each other, and are, for example, a circular shape, a semicircular shape, or the like. May be good. The bulging portion 2111 and the concave portion 2112 are fitted to each other. As a result, the rear surface (front surface or back surface in the rear direction) of the front end portion (for example, 21a in the figure) constituting the bending extension portion 211 and the front surface (front surface, 21b) of the other front end portion (for example, 21b in the figure). (Surfaces in the direction) are in surface contact with each other. As a result, both the upper member 2a and the lower member 2b function more effectively. Specifically, the force input from the cowl is applied not only to one front end portion (front end portion constituting the bending extension portion 211 (for example, 21a in the figure)) but also to the other front end portion (for example, 21b in the figure). ) But you can also receive it. Therefore, further improvement in collision performance is achieved. Along with this, the mechanical strength (particularly rigidity) in the input direction of the force input from the cowl and the direction perpendicular to the input direction is improved, and further improvement in steering vibration performance is achieved. The rear surface (rearward front surface or back surface) of the front end portion (for example, 21a in the drawing) constituting the bending extension portion 211 and the rear surface (rearward front surface or back surface) of the other front end portion (for example, 21b in the drawing). The back surface) may usually be flush with each other as shown in FIG. 6E.

Of the upper member 2a or the lower member 2b, the bulging height m1 of the bulging portion 2111 in the bent extending portion 211 of the member X usually corresponds to the thickness of the front end portion of the member Y as shown in FIG. 6E. .. The swelling height m1 is not particularly limited and may be appropriately determined according to the intended use. The bulge height m1 is, for example, 0.5 to 10 mm, preferably 0.5 to 3 mm when the steering support structure is used in a vehicle, particularly an automobile application. The thickness m2 of the non-bulging portion at the front end portion of the member X is not particularly limited, and may be appropriately determined according to the intended use. The thickness m2 is, for example, 1 to 10 mm, preferably 1 to 5 mm when the steering support structure is used in a vehicle, particularly an automobile. As is clear from the illustrated form, the bulging portion 2111 can also be referred to as a “raised portion” or the like.

The connection between the upper member 2a and the lower member 2b may be performed either before or after sandwiching the cross car beam 1. The connection may be achieved by fastening. As used herein, fastening may be achieved by one or more fasteners selected from the group consisting of all fasteners such as rivets, bolts, screws, pins, staples, straps, stitches, adhesives and the like. Preferred fasteners are rivets, bolts, screws or pins, which may be combined with adhesive. More preferred fasteners are rivets or bolts, which may be combined with an adhesive. When the connection between the upper member 2a and the lower member 2b is achieved by fastening with bolts, the fastening is usually achieved by co-fastening the two parts of the upper member 2a and the lower member 2b.

Of the upper member 2a or the lower member 2b, the member Y (for example, 2b in the figure) is the rear surface (rearward direction) of the bulging portion 2111 of the bending extending portion 211 at the front end portion, as shown in FIG. 6E. It is preferable to have a vertical rib (for example, 2020b in the figure) that supports the front surface or the back surface. The vertical rib is one of the above-mentioned vertical ribs (202a, 202b), and is a rib extending along the direction perpendicular to the axial direction (front-back direction) of the crosscar beam 1. As a result, the force input from the cowl can be more effectively received by both the upper member 2a and the lower member 2b, and the collision performance and the steering vibration performance are further improved. The vertical rib (for example, 2020b in the figure) may have a notch portion 2021b for bolt arrangement.

Fixation of the steering support member 2 to the cowl at the front end 21 may be achieved by any of the fasteners described above, preferably by bolts or rivets, more preferably by adjusting bolts and / or adjusting nuts. The bending extension portion 211 usually has a fastening hole 2114 for fixing the steering support member 2 and the cowl. A nut may be installed in the fastening hole 2114 by insert molding. A nut accommodating portion 2113 ribbed in a hexagonal shape may be provided on the front surface of the bent extending portion 211. At this time, the bolt is arranged so as to extend toward the cowl.

The steering support member 2 has a plurality of fastening holes, and depending on the forming position, the upper member and the lower member are fastened, the steering support member 2 is fastened to the crosscar beam 1 and / or the reinforcing member 5, and the steering support is supported. Fastening of member 2 to the cowl can be achieved. In particular, fastening of the steering support member 2 and the cross car beam 1 is usually achieved by co-fastening these two components. For fastening the steering support member 2 and the cross car beam 1, the upper member 2a and the lower member 2b are usually positioned at portions (face material portions) (26a and 26b) in contact with the upper surface and the lower surface of the cross car beam 1. Fastening holes (FIGS. 6B and 6C) are used.

The upper member 2a and the lower member 2b constituting the steering support member 2 are usually located at the front portion located in the front direction F and the rear portion located in the rear direction R, rather than the position where the cross car beam 1 is arranged. It has been concluded. In particular, when the steering support structure 10 includes the reinforcing member 5 described later, the steering support member 2 is such a mutual fastening portion of the front portion in the front-rear direction (FR direction) as shown in FIG. 2D. It is preferable that fastening with the reinforcing member 5 (side reinforcing member 5a and / or center side reinforcing member 5b) is achieved between K and the mutual fastening portion L at the rear portion. As a result, the collision performance and the steering vibration performance of the steering support structure 10 are further and sufficiently improved.

From the viewpoint of further weight reduction, the steering support member 2 preferably has a tapered shape in the vehicle width direction W from the rear end portion 29 to the front end portion 21 as shown in FIGS. 2A to 2D. .. Specifically, in the steering support member 2, the length in the vehicle width direction W is substantially constant from the rear end portion 29 to the vicinity of the front end portion 21, and in the vicinity of the front end portion 21, the length is continuously toward the front end portion 21. It is preferable to have a tapered shape that gradually decreases. The vicinity of the front end portion 21 is about 0.1 × L to 0.5 × from the front end portion 21 when the total length of the steering support member 2 is L (mm) in the front-rear direction (FR direction). The portion up to L, particularly the portion from the front end portion 21 to about 0.2 × L to 0.4 × L. The rear end portion 29 of the steering support member 2 is an end portion of the steering support member 2 on the R side in the rear direction of the vehicle. In the present specification, the tapered shape of the steering support member is a shape when viewed from the roof side in the height direction of the vehicle.

The material constituting the steering support member 2 is not particularly limited, and may be, for example, a metal such as aluminum, iron, steel and an alloy thereof, a resin such as a polymer, or a fiber reinforced resin. It may be. The material constituting the steering support member 2 is preferably a polymer material from the viewpoint of further weight reduction and further improvement of collision performance and steering vibration performance. The polymer material constituting the steering support member is not particularly limited, and for example, polyamide resin, polyacrylic resin, polyester resin, polycarbonate resin, polyolefin resin, polyphenylene sulfide resin, FRP (fiber reinforced plastic), FRTP. (Glass fiber reinforced thermoplastic) or the like may be used. FRTP is preferable. When the steering support member 2 is made of a polymer material, it can be manufactured, for example, by injection molding.

(Center stay)
The steering support structure usually has a center stay 3. The center stay 3 is a member having a function of supporting the cross car beam 1 from the floor panel (not shown) at the center thereof. The central portion means between both ends of the cross car beam 1, and is usually between the driver's seat and the passenger seat in the axial direction of the cross car beam 1. The center stay 3 usually has a fixing portion 30 for fixing the cross car beam 1 while covering it, and a main body portion 300 for supporting the fixing portion 30.

An example of the center stay 3 is shown below, but it is clear that the center stay 3 is not limited to the following center stay 3 as long as it has the above-mentioned functions.

The fixed portion 30 of the center stay 3 is usually composed of a face material portion surrounding at least a flat portion of the cross car beam 1, preferably three surfaces of the cross car beam 1, particularly three surfaces of the rear surface, the upper surface and the lower surface (FIG. In 5A, it is a face material portion that surrounds 1b, 1c, and 1d) in a U shape. As shown in FIGS. 5A, 7A, 7B and 7C, the fixing portion 30 surrounds the entire length of the upper surface 1c and the lower surface 1d in the front-rear direction, but does not necessarily have to surround the entire length, respectively. You may independently surround at least some of them. From the viewpoint of further improving the collision performance and the steering vibration performance, it is preferable that the fixing portion 30 surrounds the entire length of the upper surface 1c and the lower surface 1d in the front-rear direction. The front-rear direction is the front-rear direction (FR direction) of the vehicle. The fixing portion 30 usually comes into surface contact with the cross car beam on the inner surface side thereof. As a result, further improvement in collision performance and steering vibration performance is achieved.

The total thickness Cd (FIG. 9) including the fixed portion 30 in the center stay 3 is usually 0.2 × D or more, preferably 0. It is 2 × D to 3 × D, more preferably 0.4 × D to 2.5 × D.

The main body 300 of the center stay 3 may have a solid plate-like structure, but is shown in FIGS. 7A, 7B and 7C from the viewpoint of further weight reduction and further improvement of collision performance and steering vibration performance. As such, it is preferable to have the following center stay rib structure:
A center stay rib structure having a face material portion 31, an outer edge rib 301 erected on the outer edge of the face material portion, and an inner rib 302 erected on the face material portion inside the outer edge rib.

In the center stay rib structure, the plan view shape of each space defined by the rib may be a polygonal shape such as a quadrangular shape, a pentagonal shape, or a hexagonal shape. Therefore, such a rib structure includes a honeycomb structure in which the plan view shape of each space is a hexagonal shape.

From the viewpoint of further improving the collision performance and the steering vibration performance, the inner rib 302 preferably includes a rib extending along two directions orthogonal to each other on the face material portion 31. It is more preferable that the inner rib includes a vertical rib (302a) and a horizontal rib (302b) from the same viewpoint. The vertical rib is a rib extending along the roof-floor direction on the face material portion 31. The horizontal rib is a rib extending along the direction perpendicular to the roof-floor direction (Hr-Hf direction) on the face material portion 31. The heights of the vertical ribs and the horizontal ribs are usually uniform in FIGS. 7A, 7B and 7C, but the height of the horizontal ribs may be lower than the height of the vertical ribs.

The rib heights of the outer edge rib and the inner rib in the center stay 3 are usually 0.1 × D or more, preferably 0.1 × D or more, respectively, when the width of the rear surface 1b of the cross car beam 1 is D (mm). It may be 0.1 × D to 1 × D, and more preferably 0.2 × D to 0.5 × D.

The thicknesses of the face material portion, the outer edge rib and the inner rib in the center stay 3 are not particularly limited and may be appropriately determined according to the intended use. When the steering support structure is used in a vehicle, particularly an automobile, the thickness of the face material portion, the outer edge rib and the inner rib is independently, for example, 0.5 to 10 mm, preferably 0.5 to 0.5 mm. It is 3 mm.

In FIG. 1A and the like, the outer edge rib and the inner rib are erected from the face material portion 31 located on the driver's seat side toward the passenger seat side, but the present invention is not limited to this, and the face material portion positioned on the passenger seat side is not limited to this. It may be erected toward the driver's seat side. From the viewpoint of further improving the collision performance and the steering vibration performance, it is preferable that the outer edge rib and the inner rib are erected from the face material portion 31 positioned on the driver's seat side toward the passenger seat side.

Fastening of the center stay 3 and the crosscar beam 1 is usually achieved by co-fastening these two parts and / or co-fastening these two parts and the reinforcing member 5 described below. As shown in FIGS. 7A and 9, the center stay 3 has a fastening extension portion 32 and fastening holes C1 and C2 formed in the fastening effect portion 32, and the fastening extension portion 32 and the fastening extension portion 32 and the fastening hole C2. By using the fastening holes C1 and C2, the fastening between the center stay 3 and the cross car beam 1 may be achieved.

The center stay 3 has a plurality of fastening holes, and depending on the formation position thereof, fastening of the center stay 3 to the cross car beam 1 and / or the reinforcing member 5 can be achieved.
For example, as shown in FIGS. 7B, 7C, 8 and 9, the center stay 3 has a fastening hole R1 between the protrusions 35 described later in the face material portion 31, and the center in the fastening hole R1. Fastening the side reinforcing member 5b and the center stay 3
Tighten the two parts together with the center side reinforcing member 5b and the center stay 3 (2B').
May be achieved by.

From the viewpoint of further improving collision performance and steering vibration performance, the center stay 3 has a fixed portion 30 in the rearward direction (R direction) of the vehicle and a cross car as shown in FIGS. 7A to 7C, 8 and 9. It is preferable to have a protrusion 35 extending in the axial direction of the beam 1 (particularly in the vehicle width direction (W direction), particularly in the driver's seat side direction (Wd direction)). The protrusion 35 is a rib or pleat provided between the fixing portion 30 and the main body portion 300. The protrusion 35 has two main surfaces (side surfaces) and one or more end faces. The main surface (side surface) is a surface perpendicular to the thickness direction of the protruding portion. The end surface is a surface parallel to the thickness direction of the protruding portion. By fitting the protrusion 35 into the concave wall portion 55 of the center side reinforcing member 5b described later, it is possible to reduce the displacement due to the bending stress converted based on the reinforcing member 5, and as a result, the conducted vibration is generated. It is further and sufficiently reduced. Therefore, by fitting, the conduction of vibration to the occupant is further and sufficiently prevented, and the steering vibration performance is further and sufficiently improved.

The number of the protrusions 35 is not particularly limited, and is usually one or more, preferably two to six, and more preferably three to one for one center-side reinforcing member 5b in automobile applications. There are five. Two adjacent protrusions 35 may be connected by vertical ribs.

The length hp of the protrusion 35 in the R direction (FIG. 7B) is not particularly limited, and is usually 0.1 × D to 1 × D when the width of the rear surface 1b of the cross car beam 1 is D (mm). From the viewpoint of the balance between weight reduction and further improvement of steering vibration performance, it is preferably 0.2 × D to 0.6 × D, and more preferably 0.3 × D to 0.5 × D.

The length Cp (FIG. 9) of the protrusion 35 in the W direction is not particularly limited, and is usually 0.1 × D to 1 × D when the width of the rear surface 1b of the cross car beam 1 is D (mm). From the viewpoint of the balance between weight reduction and further improvement of steering vibration performance, it is preferably 0.2 × D to 0.5 × D, and more preferably 0.2 × D to 0.4 × D.

The thickness of the protrusion 35 is not particularly limited and may be appropriately determined according to the intended use. The thickness of the protrusion 35 is usually 0.5 to 5 mm when the steering support structure is used in a vehicle, particularly an automobile, and is preferable from the viewpoint of a balance between weight reduction and further improvement in steering vibration performance. Is 1 to 4 mm.

The material constituting the center stay 3 is not particularly limited, and for example, the same material as the material constituting the steering support member 2 can be exemplified. The material constituting the center stay 3 is preferably a polymer material from the viewpoint of further weight reduction and further improvement of collision performance and steering vibration performance. The polymer material constituting the center stay 3 is not particularly limited, and for example, the same material as the polymer material constituting the steering support member 2 can be exemplified. FRTP is preferable. When the center stay 3 is composed of a polymer material, it can be manufactured, for example, by injection molding.

(Side bracket)
The steering support structure 10 usually has a side bracket 4. The side bracket 4 is a fixing member for fixing the cross car beam 1 to the housing while supporting the cross car beam 1 at both ends thereof. As shown in FIGS. 2A, 2B, 2C and 2D, the side bracket 4 surrounds the outer periphery of the end portion of the cross car beam 1 and is attached to achieve the fastening between the cross car beam 1 and the side bracket 4. A portion 41 and a flange portion 42 for fixing the side bracket 4 to the housing are included.

Fastening of the side bracket 4 to the crosscar beam 1 is usually achieved by co-fastening these two parts and / or co-fastening these two parts with the reinforcing member 5 described below. Since the side bracket 4 has a fastening extension portion, the fastening of the side bracket 4 and the cross car beam 1 may be achieved by using the fastening extension portion.

The side bracket 4 has a plurality of fastening holes, and depending on the formation position thereof, fastening of the side bracket 4 to the crosscar beam 1 and / or the reinforcing member 5 can be achieved.

The material constituting the side bracket 4 is not particularly limited, and for example, the same material as the material constituting the steering support member 2 can be exemplified. The material constituting the side bracket 4 is preferably a polymer material from the viewpoint of further weight reduction and further improvement of collision performance and steering vibration performance. The polymer material constituting the side bracket 4 is not particularly limited, and for example, the same material as the polymer material constituting the steering support member 2 can be exemplified. FRTP is preferable. When the side bracket 4 is made of a polymer material, it can be manufactured, for example, by injection molding.

(Reinforcing member)
The steering support structure 10 may or may not have the reinforcing member 5. Even if the steering support structure 10 does not have the reinforcing member 5, the effect of improving the collision performance and the steering vibration performance based on the "unique structure of the steering support member" can be obtained, but the steering support structure 10 is the reinforcing member. By having 5, the effect of improving the steering vibration performance based on "conversion of torsional stress to flexure stress by the reinforcing member" can be obtained.

The reinforcing member 5 is a member that is fastened to the steering support member 2 while covering the flat surface portion of the cross car beam 1. Regarding the effect of improving the steering vibration performance by the reinforcing member 5, the reinforcing member 5 has a function of changing the deformation mode for the deformation of the cross car beam 1 due to the force input to the steering support structure 10. Specifically, the reinforcing member 5 is a deformation mode conversion member that changes the deformation mode of the cross car beam caused by the force input to the steering support structure 10 from the "twist deformation mode" to the "deflection deformation mode", and as a result. , The torsional stress input to the steering support structure 10 is converted into the bending stress. More specifically, when the reinforcing member 5 is used, the steering support structure 10 is less likely to be twisted and deformed by a force input based on vibration or the like, and the steering support structure 10 (particularly a portion reinforced by the reinforcing member 5) is less likely to be twisted and deformed. ) Will bend and deform as a whole. Therefore, the conduction of vibrations such as running vibrations during running and engine vibrations during engine driving input to the steering support structure 10 to the occupant is prevented, and the steering vibration performance is improved.

The arrangement of the flat surface portion of the cross car beam 1 covered by the reinforcing member 5 is not particularly limited. For example, when the cross car beam 1 has a rectangular shape as a cross-sectional view, the front surface 1a, the rear surface 1b, as shown in FIG. 5A, It may be one or more faces selected from the group consisting of the upper surface 1c and the lower surface 1d. The arrangement of the flat surface portion of the cross car beam 1 covered by the reinforcing member 5 is preferably at least the rear surface 1b of the cross car beam 1 as shown in FIG. 1 and the like from the viewpoint of further improving the collision performance and the steering vibration performance. From the viewpoint of this and further weight reduction, it is more preferable that only the rear surface 1b is used.

In FIG. 1 and the like, the reinforcing member 5 covers a flat surface portion located on the steering support member 5 side (driver's seat side Wd) with respect to the center stay 3 in the cross car beam 1, but the flat surface portion is not limited to this. Instead of or in addition to the flat portion, the flat portion located on the passenger seat side Wp may be covered. The reinforcing member 5 preferably covers a flat surface portion located at least on the driver's seat side Wd rather than the center stay 3 from the viewpoint of further improving the steering vibration performance, and from the viewpoint of this viewpoint and further weight reduction, the center stay It is preferable to cover only the flat surface portion located on the driver's seat side Wd rather than 3.

The reinforcing member 5 may have a solid plate-like structure, and from the viewpoint of further weight reduction and further improvement of collision performance and steering vibration performance, FIGS. 2A, 2B, 2C, 2D, 3 and As shown in FIG. 10A, it is preferable to have the following reinforcing member rib structure:
A reinforcing member rib structure having a face material portion 50, an outer edge rib 501 erected on the outer edge of the face material portion, and an inner rib 502 erected on the face material portion inside the outer edge rib.
The reinforcing member 5 does not necessarily have the face material portion 50, but it is preferable to have the face material portion 50 from the viewpoint of further improving the steering vibration performance.

In the reinforcing member rib structure, the plan view shape of each space defined by the rib may be a polygonal shape such as a quadrangular shape, a pentagonal shape, or a hexagonal shape. Therefore, such a rib structure includes a honeycomb structure in which the plan view shape of each space is a hexagonal shape.

The inner rib 502 includes at least a vertical rib (502a), and more preferably includes a vertical rib (502a) and a horizontal rib (502b) from the viewpoint of further improving collision performance and steering vibration performance.

The vertical rib (502a) is a rib extending along the direction perpendicular to the axial direction of the cross car beam 1 on the face material portion 50. The longitudinal ribs impart resistance to the flexure stress converted from the torsional stress to the steering support structure 10. In particular, when the steering support structure 10 has the reinforcing member 5 on the flat surface portion of the rear surface of the cross car beam, the vertical ribs are in the vertical direction (roof-floor direction (Hr-Hf direction)) and the front-rear direction (forward-) due to the bending stress. It is possible to reduce the displacement in the rear direction (FR direction). Therefore, the steering vibration performance is remarkably improved due to the presence of the vertical ribs, and for example, remarkably excellent steering vibration performance can be obtained as compared with the case where the reinforcing member 5 has a solid plate-like structure.

The lateral rib (502b) is a rib extending along the direction parallel to the axial direction of the cross car beam 1 on the face material portion 50. The lateral ribs also impart resistance to the flexure stress converted from the torsional stress to the steering support structure 10. In particular, when the steering support structure 10 has the reinforcing member 5 on the flat surface portion of the rear surface of the cross car beam, the lateral ribs reduce the displacement in the front-rear direction (front-rear direction (FR direction)) due to the bending stress. Can be done. Therefore, the steering vibration performance is further improved by the presence of the lateral ribs.

The heights of the vertical ribs and the horizontal ribs are usually uniform in FIGS. 2A, 2B, 2C, 2D and 3, but are not limited to this, and the height of the horizontal ribs is higher than the height of the vertical ribs. May be low.

The rib height h1 (FIG. 10A) of the outer edge rib and the inner rib in the reinforcing member 5 is usually 0.1 × D or more independently when the width of the rear surface 1b of the cross car beam 1 is D (mm). It is preferably 0.1 × D to 1 × D, and more preferably 0.2 × D to 0.5 × D.

The thicknesses of the face material portion, the outer edge rib, and the inner rib in the reinforcing member 5 are not particularly limited, and may be appropriately determined according to the intended use. When the steering support structure is used in a vehicle, particularly an automobile, the thickness of the face material portion, the outer edge rib and the inner rib is independently, for example, 0.5 to 10 mm, preferably 0.5 to 0.5 mm. It is 3 mm.

When the reinforcing member 5 has a reinforcing member rib structure, the reinforcing member 5 is usually arranged so that the face material portion 50 (particularly the back surface thereof) is in surface contact with the flat surface portion of the cross car beam 1.

The reinforcing member 5 may be fastened to at least the steering support member 2, and is preferably fastened to at least one of the side bracket 4 or the center stay 3 and the steering support member 2 from the viewpoint of further improving the steering vibration performance. There is. By fastening the reinforcing member 5 to the side bracket 4 and the steering support member 2, the connection between the side bracket 4 and the steering support member 2 is achieved. By fastening the reinforcing member 5 to the center stay 3 and the steering support member 2, the connection between the center stay 3 and the steering support member 2 is achieved. The connection between the side bracket 4 and the steering support member 2 by the reinforcing member and / or the connection between the center stay 3 and the steering support member 2 by the reinforcing member achieves a more sufficient conversion of the torsional stress into the bending stress and the steering. The support structure 10 is more difficult to twist and deform, and the steering vibration performance is further improved sufficiently. In the present invention, connection is used in the concept of connecting and interlocking two or more members.

The reinforcing member 5 is more preferably fastened to at least one of the side bracket 4 or the center stay 3, the cross car beam 1 and the steering support member 2 from the viewpoint of further improving the steering vibration performance. From the same viewpoint, the reinforcing member 5 is more preferably fastened to the side bracket 4, the center stay 3, the cross car beam 1 and the steering support member 2.

As described in detail in the description of the center side reinforcing member 5b described later, the reinforcing member 5 has an extending portion toward the upper surface and the lower surface of the cross car beam 1, and a U-shaped surrounding portion is formed. May be good. As will be described in FIG. 10B with respect to the reinforcing member 5b described later, an extending portion 57 is formed on the reinforcing member 5 (5b) toward the upper surface and the lower surface of the cross car beam 1, thereby forming a U-shape on the back surface side. A siege is formed. The cross-sectional view shape is U-shaped. The cross-sectional view shape is a shape in a cross-sectional view perpendicular to the axial direction of the cross car beam 1. The U-shaped surrounding portion usually comes into surface contact with the cross car beam 1 on the inner surface side thereof. As a result, the torsional deformation of the steering support structure is further and sufficiently prevented, and the steering vibration performance is further and sufficiently improved.

The reinforcing member 5 may include one or more reinforcing members. The reinforcing member 5 includes, for example, the side reinforcing member 5a and the center side reinforcing member 5b in FIG. 1 and the like, but from the viewpoint of further improving the steering vibration performance, at least the side side reinforcing member 5a or the center side reinforcing member 5b. Including one. The side side reinforcing member 5a is a reinforcing member 5 that covers the flat surface portion of the cross car beam 1 located between the side bracket 4 and the steering support member 2. The center side reinforcing member 5b is a reinforcing member 5 that covers the flat surface portion of the cross car beam 1 located between the center stay 3 and the steering support member 2.

From the viewpoint of further improving the steering vibration performance, the reinforcing member 5 preferably includes at least the side side reinforcing member 5a, and more preferably includes both the side side reinforcing member 5a and the center side reinforcing member 5b.

The side side reinforcing member 5a is fastened to at least the steering support member 2, and is preferably fastened to at least the side bracket and the steering support member from the viewpoint of further improving the steering vibration performance, and more preferably the side bracket and the cross. It is fastened to the car beam and steering support member.

The side side reinforcing member 5a has a plurality of fastening holes, and the side side reinforcing member 5a and each member may be fastened via the plurality of fastening holes.

As shown in FIGS. 2A and 2D, the side reinforcing member 5a has a fastening edge portion 51a formed along the surface of the steering support member 2 on the steering support member 2 side, and the fastening edge portion 51a. May have fastening holes P1 and P2.

As described in detail in the description of the center side reinforcing member 5b described later, the side side reinforcing member 5a has an extending portion toward the upper surface and the lower surface of the cross car beam 1, and a U-shaped surrounding portion is formed. You may be. As will be described in FIG. 10B with respect to the reinforcing member 5b described later, an extending portion 57 is formed on the reinforcing member 5 (5b) toward the upper surface and the lower surface of the cross car beam 1, thereby forming a U-shape on the back surface side. A siege is formed. The cross-sectional view shape is U-shaped. The cross-sectional view shape is a shape in a cross-sectional view perpendicular to the axial direction of the cross car beam 1. The U-shaped surrounding portion usually comes into surface contact with the cross car beam 1 on the inner surface side thereof. As a result, the torsional deformation of the steering support structure is further and sufficiently prevented, and the steering vibration performance is further and sufficiently improved.

As shown in FIGS. 2A to 2D, the side reinforcing member 5a has fastening edges 52a and 53a in the extending portion, and the fastening edge 52a, as shown in FIGS. 2A to 2D, from the viewpoint of further improving the steering vibration performance. The fastening holes M1 to M4 may be provided in 53a. The fastening holes M1 to M4 can be used for fastening the side reinforcing member 5a to each member.

As shown in FIGS. 2A and 2D, the side reinforcing member 5a has fastening holes P3 to P8 in the face material portion 50, and the fastening holes P3 to P8 are used to connect the side reinforcing member 5a and each member. It may be used for fastening.

The side reinforcing member 5a can be fastened to each member depending on the formation positions of the plurality of fastening holes. The number of fastenings achieved between the side reinforcing member 5a and each member is preferably one or more, and preferably two or more depending on the dimensions of the side reinforcing member 5a.

For example, as shown in FIGS. 2A and 2D, in the fastening holes P1 and P2, the side reinforcing member 5a and the steering support member 2 are fastened together.
Tighten the two parts together, the side reinforcing member 5a and the steering support member 2 (1A).
Achieved by. By fastening the fastening edge portion 51a and both the upper member 2a and the lower member 2b using such fastening holes P1 and P2, the side reinforcing member and the steering support member are fastened together (two parts). 1A) may be achieved. The number of fastenings achieved between the side reinforcing member 5a and the steering support member 2 is usually one or more, preferably two or more, and more preferably two to four, especially in automotive applications.

Further, for example, as shown in FIGS. 2A, 2C, 2D and 3, in the fastening holes M1, M2, P3 and P4, the side reinforcing member 5a and the side bracket 4 are fastened together.
Tighten the side reinforcing member 5a, the side bracket 4, and the cross car beam 1 together (1B).
Achieved by. The three parts are fastened together (1B) by the side bracket side ends (fastening holes P3, P4) in the face material portion 50 of the side reinforcing member 5a and the fastening edge portion 52a (fastening hole) in the extension portion 57 thereof. It is achieved at the overlap portion between M1 and M2), the mounting portion 41 of the side bracket 4 (the fastening hole in the mounting portion), and the cross car beam 1. The number of fastenings achieved between the side reinforcing member 5a and the side bracket 4 is usually one or more, preferably two or more, and more preferably four to six, especially in automotive applications.

Further, for example, as shown in FIGS. 2A and 3, in the fastening holes M1 to M4 and P3 to P8, the side reinforcing member 5a and the cross car beam 1 are fastened together.
3 parts co-tightening (1B) (fastening holes M1, M2, P3, P4) of the side reinforcing member 5a, the side bracket 4, and the cross car beam 1; and 2 of the side reinforcing member 5a and the cross car beam 1. Parts co-tightening (1C) (fastening holes M3, M4, P5 to P8)
Achieved by. The number of fastenings achieved between the side reinforcing member 5a and the crosscar beam 1 is usually one or more, preferably two or more, and more preferably six to twelve, especially in automotive applications.

Fastening of the side reinforcing member 5a and the cross car beam 1 does not necessarily have to be achieved by both three-part co-fastening (1B) and two-part co-fastening (1C), as described above. It may be achieved by co-tightening at least one of the co-tightening. From the viewpoint of further improving the steering vibration performance, the fastening of the side reinforcing member 5a and the cross car beam 1 is preferably achieved by both three-part co-fastening (1B) and two-part co-fastening (1C). ..

The center side reinforcing member 5b is fastened to at least the steering support member 2, and is preferably fastened to at least the center stay and the steering support member from the viewpoint of further improving the steering vibration performance, and more preferably the center stay and the cross. It is fastened to the car beam and steering support member.

The center-side reinforcing member 5b has a plurality of fastening holes, and the center-side reinforcing member 5b and each member may be fastened via the plurality of fastening holes.

As shown in FIGS. 2B, 10A and 10B, the center-side reinforcing member 5b has a fastening edge portion 51b formed along the surface of the steering support member 2 on the steering support member 2 side for fastening. The edge portion 51b may have fastening holes Q1 and Q2.

As shown in FIG. 10B, the center-side reinforcing member 5b has an extending portion 57 toward the upper surface and the lower surface of the cross car beam 1, whereby even if a U-shaped surrounding portion is formed on the back surface side. good. The U-shaped surrounding portion covers not only a flat portion corresponding to the rear surface of the cross car beam 1 but also a part of the upper surface and a part of the lower surface of the cross car beam 1. The U-shaped surrounding portion usually comes into surface contact with the cross car beam 1 on the inner surface side thereof. As a result, the torsional deformation of the steering support structure is further and sufficiently prevented, and the steering vibration performance is further and sufficiently improved.

As shown in FIGS. 2A to 2D, the center-side reinforcing member 5b has fastening edges 52b and 53b in the extending portion, and the fastening edge 52b, as shown in FIGS. 2A to 2D, from the viewpoint of further improving the steering vibration performance. The fastening holes N1 to N4 may be provided in 53b. The fastening holes N1 to N4 can be used for fastening the center-side reinforcing member 5b to each member.

As shown in FIGS. 2D and 10A, the center-side reinforcing member 5b has a fastening edge portion 54b formed along the surface of the center stay 3 on the center stay 3 side, and is fastened to the fastening edge portion 54b. It may have a hole Q7.

As shown in FIG. 10B, the center-side reinforcing member 5b has fastening holes Q3 to Q6 in the face material portion 50, and the fastening holes Q3 to Q6 are used to fasten the center-side reinforcing member 5b to each member. You may use it.

The center-side reinforcing member 5b can be fastened to each member depending on the formation positions of a plurality of fastening holes. The number of fastenings achieved between the center-side reinforcing member 5b and each member is preferably one or more, and preferably two or more depending on the dimensions of the center-side reinforcing member 5b.

For example, as shown in FIGS. 2B, 10A and 10B, in the fastening holes Q1 and Q2, the center side reinforcing member 5b and the steering support member 2 are fastened together.
Tighten the two parts together, the center side reinforcing member 5b and the steering support member 2 (2A).
Achieved by. By fastening the fastening edge portion 51b and both the upper member 2a and the lower member 2b using such fastening holes Q1 and Q2, the center side reinforcing member and the steering support member are fastened together (two parts). 2A) may be achieved. The number of fastenings achieved between the center-side reinforcing member 5b and the steering support member 2 is usually one or more, preferably two or more, and more preferably two to four, especially in automobile applications.

Further, for example, as shown in FIGS. 2A, 2C, 2D, 3, 10A and 10B, in the fastening holes N1, N2, Q5, Q6 and Q7, the center side reinforcing member 5b and the center stay 3 are used. Conclusion,
3 parts co-tightening (2B) (fastening holes N1, N2, Q5, Q6) of center side reinforcing member 5b, center stay 3 and cross car beam 1; and 2 parts of center side reinforcing member 5b and center stay 3. Co-tightening (2B') (fastening hole Q7)
Achieved by. The three parts are tightened together (2B) by the center stay side ends (fastening holes Q5 and Q6) in the face material portion 50 of the center side reinforcing member 5b and the fixing portion 30 of the center stay 3 (for fastening in the fixed portion). It is achieved at the overlap between the hole) and the crosscar beam 1. The number of fastenings achieved between the center-side reinforcing member 5b and the center stay 3 is usually one or more, preferably two or more, and more preferably four to six, especially in automotive applications.

Fastening of the center-side reinforcing member 5b and the center stay 3 does not necessarily have to be achieved by both three-part co-fastening (2B) and two-part co-fastening (2B'), as described above. It may be achieved by co-tightening at least one of the co-tightening. The fastening of the center side reinforcing member 5b and the center stay 3 is preferably achieved by both three-part co-tightening (2B) and two-part co-fastening (2B') from the viewpoint of further improving the steering vibration performance. ..

Further, for example, as shown in FIGS. 2A, 2C, 2D, 3, 10A and 10B, in the fastening holes N1 to N4 and Q3 to Q6, the center side reinforcing member 5b and the cross car beam 1 are used. Conclusion,
3 parts co-tightening (2B) (fastening holes N1, N2, Q5, Q6) of the center side reinforcing member 5b, the center stay 3 and the cross car beam 1; and 2 of the center side reinforcing member 5b and the cross car beam 1. Parts co-tightening (2C) (fastening ho N3, N4, Q3, Q4)
Achieved by. The number of fastenings achieved between the center-side reinforcing member 5b and the crosscar beam 1 is usually one or more, preferably two or more, and more preferably six to twelve, especially in automotive applications.

As described above, the fastening of the center-side reinforcing member 5b and the cross car beam 1 does not necessarily have to be achieved by both the three-part co-fastening (2B) and the two-part co-fastening (2C). It may be achieved by co-tightening at least one of the co-tightening. From the viewpoint of further improving the steering vibration performance, the fastening of the center side reinforcing member 5b and the cross car beam 1 is preferably achieved by both three-part co-fastening (2B) and two-part co-fastening (2C). ..

When the center stay 3 has the protruding portion 35, the center side reinforcing member 5b preferably has a concave wall portion 55 covering the two main surfaces (side surfaces) of the protruding portion 35 at the end portion on the center stay 3 side. .. By fitting the protruding portion 35 of the center stay 3 into the concave wall portion 55, not only the steering support structure 10 is more difficult to twist and deform, but also the displacement of the bending deformation is reduced, and the vibration is further increased. Since it is difficult to conduct the steering vibration performance, the steering vibration performance is further improved.

The concave wall portion 55 is provided so as to cover the two main surfaces (side surfaces) and one end surface of the protrusion 35 in FIG. 10A and the like, that is, faces the two main surfaces (side surfaces) of the protrusion 35. It is composed of wall surface portions 55a and 55b and a wall surface portion 55c facing the end faces of the projecting portions 35. The concave wall portion 55 is not limited to this, and may be composed of only the wall surface portions 55a and 55b. From the viewpoint of further improving the steering vibration performance, the concave wall portion 55 is preferably composed of the wall surface portions 55a, 55b and 55c.

The wall surface portions 55a and 55b of the concave wall portion 55 usually extend along the direction parallel to the axial direction of the cross car beam 1 corresponding to the two main surfaces (side surfaces) of the protruding portion 35. Therefore, the concave wall portion 55 can impart resistance to the bending stress converted from the torsional stress to the steering support structure 10 like the lateral rib (502b) of the reinforcing member 5 described above. In particular, when the steering support structure 10 has the reinforcing member 5 on the flat surface portion of the rear surface of the cross car beam, the concave wall portion 55 reduces the displacement in the front-rear direction (front-rear direction (FR direction)) due to the bending stress. can do. Therefore, the steering vibration performance is further improved by the presence of the concave wall portion 55.

The gap between the concave wall portion 55 and the protruding portion 35 may be filled with an adhesive.

The number of concave wall portions 55 in the center-side reinforcing member 5b is not particularly limited, and may be a number corresponding to the number of protruding portions 35 with respect to the above-mentioned one center-side reinforcing member in automobile applications.

The height hc in the R direction (FIG. 10A) of the concave wall portion 55 is usually 0.01 × D to 0.4 × D when the width of the rear surface 1b of the cross car beam 1 is D (mm). From the viewpoint of the balance between weight reduction and further improvement of steering vibration performance, it is preferably 0.02 × D to 0.3 × D, and more preferably 0.05 × D to 0.2 × D. The higher the height hc, the further the steering vibration performance is improved based on "reduction of deflection deformation displacement due to fitting of the center stay and the reinforcing member".

The length Cc (FIG. 10A) of the concave wall portion 55 in the W direction is not particularly limited, and is usually 0.1 × D to 1 × D when the width of the rear surface 1b of the cross car beam 1 is D (mm). From the viewpoint of the balance between weight reduction and further improvement of steering vibration performance, it is preferably 0.1 × D to 0.5 × D, and more preferably 0.2 × D to 0.4 × D. ..

The thickness of the wall surface portion constituting the concave wall portion 55 is not particularly limited, and may be appropriately determined according to the intended use. The thickness of the wall surface portion is usually 0.5 to 5 mm when the steering support structure is used in a vehicle, particularly an automobile, and is preferable from the viewpoint of a balance between weight reduction and further improvement in steering vibration performance. It is 1 to 4 mm.

In the present embodiment, the fastening of the center side reinforcing member 5b and the center stay 3 is also achieved by fitting the protruding portion 35 into the concave wall portion 55. However, in the present invention, it is not always necessary that the fastening by fitting the protruding portion 35 into the concave wall portion 55 is achieved, and even if the fastening by the fitting is not achieved, the effect of the present invention is obtained. Is clearly obtained.

In this embodiment, the side side reinforcing member 5a and the center side reinforcing member 5b are used as separate members from each other, but in another embodiment, the side side reinforcing member 5a and the center side reinforcing member 5b are used. May be used as one integrated member. In this case, for example, the side reinforcing member 5a and the center side reinforcing member 5b may be joined by a face material to form an integrated auxiliary member. In the steering support structure using such an integrated auxiliary member, the face material portion for connecting the side side reinforcing member 5a and the center side reinforcing member 5b is located between the cross car beam 1 and the steering support member 2. It has the same arrangement and structure as the steering support structure shown in FIG. 1 except that it is arranged.

In another preferred embodiment, when the fastening of the reinforcing member 5 (5a, 5b) and each member is achieved by a bolt, the fastening is crossed in the axial direction of the bolt from the viewpoint of further improving the steering vibration performance. It is preferable to carry out so as to be parallel to the axial direction of the car beam 1. From this point of view, it is preferable to achieve the following conclusions in the present invention:
The fastening of the reinforcing member 5a and the steering support member 2 is achieved by bolts at least in the fastening holes P1 and P2 of the fastening edge portion 51a (FIG. 2A); and / or-the reinforcing member 5b and the steering support member 2 Fastening is achieved by bolts at least in the fastening holes Q1 and Q2 of the fastening edge 51b (FIGS. 2B and 10A).

Although the axial direction of the bolt and the axial direction of the crosscar beam 1 are not exactly parallel, it is more preferred from the same point of view to further achieve the following fastenings:
-The fastening between the reinforcing member 5b and the center stay 3 is achieved by bolting at least in the fastening hole Q7 of the fastening edge portion 54b (FIG. 10A).

The material constituting the reinforcing member 5 is not particularly limited, and for example, the same material as the material constituting the steering support member 2 can be exemplified. The material constituting the reinforcing member 5 is preferably a polymer material from the viewpoint of further weight reduction and further improvement of collision performance and steering vibration performance. The polymer material constituting the reinforcing member 5 is not particularly limited, and for example, the same material as the polymer material constituting the steering support member 2 can be exemplified. FRTP is preferable. When the reinforcing member 5 is made of a polymer material, it can be manufactured, for example, by injection molding.

The steering support structure of the present invention is a structure for supporting a steering device of a vehicle. In the present specification, a vehicle is used in a concept including not only a vehicle such as an automobile, a bus, a truck, a train (railroad vehicle), but also any vehicle (transport device) equipped with a steering device, and the above-mentioned vehicle, for example, the above-mentioned vehicle. Includes aircraft, ships, etc.

1: Cross car beam 1a: Front surface 1b: Rear surface 1c: Upper surface 1d: Lower surface 2: Steering support member 2a: Upper member 2b: Lower member 3: Center stay 4: Side bracket 5: Reinforcing member 5a: Side side reinforcing member 5b : Center side reinforcing member 10: Steering support structure 21: Front end of steering support member 29: Rear end of steering support member 30: Center stay fixing part 31: Face material part 35: Projection part 50: Face material part 51a : 51b: 52a: 52b: 53a: 53b: Fastening edge 57: Extension 55: Concave wall 55a: 55b: 55c: Wall surface 300: Center stay body

Claims (21)

A steering support structure including a cross car beam extending in the axial direction; and a steering support member that supports the steering device while being supported by the cross car beam.
The steering support member includes an upper member and a lower member.
Of the front end portion of the upper member or the front end portion of the lower member, one front end portion covers the other front end portion and constitutes a bending extension portion for being fixed to the cowl.
The front end portion constituting the bent extension portion has a bulging portion that bulges toward the rear direction.
The other front end is a steering support structure having a recess covering the side surface of the bulge. The bulge and the recess are fitted to each other and
The steering support structure according to claim 1, wherein the rear surface of the front end portion constituting the bending extension portion and the front surface of the other front end portion are in surface contact with each other. Of the upper member or the lower member, the other member different from the member having the front end portion constituting the bending extension portion has a vertical rib that supports the rear surface of the bulging portion of the bending extension portion. Have and
The steering support structure according to claim 1 or 2, wherein the vertical rib is a rib extending along the front-rear direction. The upper member and the lower member
The portion in contact with each other and the portion in contact with the cross car beam are composed of a face material portion, and an outer edge rib erected on the outer edge of the face material portion and standing on the face material portion inside the outer edge rib. The steering support structure according to any one of claims 1 to 3, which has a rib structure having an inner rib provided. The inner ribs are vertical ribs extending along the direction perpendicular to the axial direction of the cross car beam on the face material portion, and parallel to the axial direction of the cross car beam on the face material portion. The steering support structure of claim 4, comprising lateral ribs extending along the direction. The steering support structure according to claim 5, wherein the lateral rib has a fastening opening and / or a fastening notch. The steering support structure according to any one of claims 1 to 6, wherein the steering support member has a tapered shape in the vehicle width direction from the rear end portion to the front end portion in the front-rear direction. The steering support structure according to any one of claims 1 to 7, wherein the upper member and the lower member are made of a polymer material. A steering support structure including a cross car beam extending in the axial direction; and a steering support member that supports the steering device while being supported by the cross car beam.
The steering support member includes an upper member and a lower member.
Of the front end portion of the upper member or the front end portion of the lower member, one front end portion covers the other front end portion and constitutes a bending extension portion for being fixed to the cowl.
The upper member and the lower member
The portion in contact with each other and the portion in contact with the cross car beam are composed of a face material portion, and an outer edge rib erected on the outer edge of the face material portion and standing on the face material portion inside the outer edge rib. A steering support structure having a rib structure with an inner rib provided. The inner ribs are vertical ribs extending along the direction perpendicular to the axial direction of the cross car beam on the face material portion, and parallel to the axial direction of the cross car beam on the face material portion. The steering support structure of claim 9, comprising lateral ribs extending along the direction. The steering support structure according to claim 10, wherein the lateral rib has a fastening opening and / or a fastening notch. The steering support structure according to any one of claims 9 to 11, wherein the steering support member has a tapered shape in the vehicle width direction from the rear end portion to the front end portion in the front-rear direction. The steering support structure according to any one of claims 9 to 12, wherein the upper member and the lower member are made of a polymer material. Axial crosscar beam; and
A steering support member that supports the steering device while being supported by the cross car beam.
Is a steering support structure that includes
The steering support member includes an upper member and a lower member.
Of the front end portion of the upper member or the front end portion of the lower member, one front end portion covers the other front end portion and constitutes a bending extension portion for being fixed to the cowl.
The steering support member has a tapered shape in the vehicle width direction from the rear end portion to the front end portion in the front-rear direction.
A steering support structure in which the upper member and the lower member are made of a polymer material. A steering support structure including a cross car beam extending in the axial direction; and a steering support member that supports the steering device while being supported by the cross car beam.
The steering support member includes an upper member and a lower member.
Of the front end portion of the upper member or the front end portion of the lower member, one front end portion covers the other front end portion and constitutes a bending extension portion for being fixed to the cowl.
A steering support structure in which the upper member and the lower member are made of a polymer material. Any of claims 1 to 15 , wherein the steering support member has a division position between the upper member and the lower member on the front surface and the rear surface of the cross car beam in a cross section perpendicular to the axial direction of the cross car beam. The steering support structure described in the car. The upper member and the lower member are in surface contact with each other and also in surface contact with the cross car beam, and sandwich the cross car beam between them, according to any one of claims 1 to 16 . The steering support structure described. The steering support structure according to any one of claims 1 to 17 , wherein the steering support member is fixed to the cowl at the front end portion. The steering support structure according to any one of claims 1 to 18 , wherein the cross car beam has a prismatic shape. The steering support structure according to any one of claims 1 to 19 , wherein the cross car beam is a fiber-reinforced resin hollow body. The steering support structure according to any one of claims 1 to 20 , wherein the cross car beam is a pultruded body.

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