JP2003118601A - Collapse structure of electric power steering control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a collapse structure of an electric power steering control device capable of sufficiently ensuring collapse stroke, preventing a steering shaft or the like from transforming on the way of a collapse process and absorbing the secondary shock efficiently and surely. SOLUTION: A bracket 40 supporting a steering column 10 on a vehicle body and having a sliding function is arranged between the upper tube 11 of the steering column 10 and an aluminum housing 12. An electric motor 20 and a controller 30 are arranged in parallel and almost at right angles to the axis of the steering column 10 on the steering column 10 in the lower side bracket 41 of the bracket 40 located on a lower side column 12. Accordingly, collapse stroke can be ensure and the lower side bracket in which the stress concentration occurs in a secondary collision can be reinforced. The bracket 40 itself has a collapse function absorbing and moderating the shock in the secondary collision.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric power steering system in which an electric motor and a controller are directly mounted on a steering column to prevent a so-called secondary collision, in which a driver collides with a steering wheel during a vehicle collision. The present invention relates to a collapse structure of an electric power steering device that can be effectively absorbed.

[0002]

The electric motor and the controller are directly mounted on the steering column (direct mounting).
In the electric power steering device,
It is known that the electric motor is arranged so as to extend in the width direction of the vehicle at a right angle to the axis of the steering column, while the housing of the controller is arranged below the steering column along the axis thereof. There is.

When a steering device is mounted on a vehicle body, it is necessary to secure a clearance between the steering device and peripheral parts and a collapse stroke for absorbing a shock at the time of a secondary collision. When mounting the controller and the controller directly to the steering column, place the electric motor and controller near the lower bracket that is far from the steering wheel among the brackets for mounting and fixing the steering column to the vehicle body. There is a need to.

However, in such an arrangement, the electric motor projects from the steering column in the width direction of the vehicle body, so that the electric motor and the controller and the lower bracket do not interfere with each other. The lower bracket should be designed to avoid the electric motor and controller. However, this design has a problem that the shape of the lower bracket becomes complicated, and it is difficult to secure a sufficient collapse stroke in the end.

Further, in the above-described collapse structure of the electric power steering apparatus, for example, at the time of a secondary collision, the capsule portion at the fixed point on the upper side is detached, and an impact load (steering shaft) input through the steering wheel is released. Of the steering shaft or steering column (jacket tube).
By moving toward the lower bracket (for example, by reducing the overall length of the steering shaft and the overall length of the upper side column, and moving the steering shaft and the upper side column toward the lower side column), It is known that it is configured to absorb a shock. In other words, there is known one having a collapse structure in which the impact generated by the secondary collision is supported by the steering shaft or the jacket tube.

However, even if the collapse stroke can be made long so as to sufficiently absorb the impact at the time of the secondary collision, all of the impact caused by the secondary collision is on the steering shaft (steering column). )
Not only acting in the axial direction, but sometimes acting to rotate the steering shaft with the lower side bracket as a fulcrum. Therefore, in the collapse structure described above, in which the shock is absorbed only by the steering shaft or the jacket tube, The steering shaft or jacket tube may be deformed in the process of absorbing the shock, so the steering shaft and the upper side column (jacket tube) will not move toward the lower side bracket midway, ensuring the driver's safety. There was a problem that it was not possible to exert the shock absorbing effect necessary for the. That is, there is also a problem that load variation occurs in the collapse stroke, resulting in lack of smoothness.

The present invention has been made in view of the above circumstances. In addition to ensuring a sufficient collapse stroke, there is no fear that the steering shaft or the like will be deformed during the collapse process, so that the steering shaft can be efficiently and reliably operated. An object of the present invention is to provide a collapse structure of an electric power steering device capable of absorbing a secondary shock.

[0008]

In the collapse structure of an electric power steering apparatus of the present invention for achieving the above object, a steering shaft equipped with an electric motor and a controller in a steering column and rotatably supported by the steering column. Alternatively, in the collapse structure of the electric power steering device in which the steering column has a collapse function, in a bracket that supports the steering column on the vehicle body side, in a parallel state and at a substantially right angle to the axis of the steering column. The electric motor and the controller are arranged on the steering column, the bracket has a sliding function, and is mounted on the steering column so as to guide the collapse process of the steering column or the steering shaft. And wherein the door.

That is, a bracket having a sliding function is mounted on the steering column so as to guide the collapse process of the steering column or the steering shaft so that the steering shaft and the like are not deformed during the collapse process, and the bracket can be efficiently used. In addition, the secondary shock can be absorbed surely.

Further, the electric motor and the controller are arranged in parallel in the bracket on the steering column so as to be substantially perpendicular to the axis of the steering column to increase the supporting rigidity of the electric motor and the controller. , The collapse stroke can be secured.

When the bracket is arranged between the upper side column (movable side) located on the steering wheel side of the steering column and the lower side column (fixed side) accommodating the speed reduction mechanism of the electric motor, In addition to guiding the collapse process of the steering column or steering shaft, the collapse stroke can be secured and the bracket itself can have the collapse function.

In the case where the electric motor and the controller are arranged on the steering column in the lower bracket of the bracket located in the lower column in a parallel state and at a right angle to the axis of the steering column. In addition, it is possible to increase the support rigidity of the electric motor and the controller, to secure a collapse stroke, and to reinforce the stress concentration portion of the lower bracket where stress is concentrated at the time of a secondary collision.

The bracket is, for example, a lower side bracket, an upper side bracket integrally formed with the lower side bracket, and a first fixed to the upper side column.
The slide member may include a slide member and a second slide member slidably connected to the first slide member and fixed to the lower side column.

Further, a slit extending in the axial direction of the steering column is formed in one of the first slide member and the second slide member, and a slide pin slidably engaged with the slit is fixed in the other. You can

Further, the slide pin can be provided on the first slide member fixed to the upper side column, and the slit can be provided on the second slide member fixed to the lower side column.

Further, the tilt rotation shaft of the steering column is provided on the lower bracket, and the slide pin can be provided in the vicinity of the tilt rotation shaft or substantially above or below the tilt rotation shaft so as not to interfere with the tilt rotation shaft. .

[0017]

DETAILED DESCRIPTION OF THE INVENTION An embodiment of the present invention will be described below with reference to the accompanying drawings. FIG. 1 shows an embodiment of a supporting structure of the present invention. A perspective view of the entire electric power steering apparatus adopting the collapse structure of the embodiment, FIG. 2 is a side view of the same, and FIG. 3 is a plan view of the same. 4 is a perspective view of a state in which a part of the electric power steering of FIG. 1 is omitted and the lower side is looked down, FIG. 5 is a perspective view of a state of looking up the electric power steering from the upper side, and FIG. 6 is an electric power of FIG. FIG. 1 is a perspective view illustrating a state in which the steering is fixed to the dashboard, and FIG. 7 is a state in which a collapse is caused by a secondary collision.
FIG. 3 is a perspective view of the electric power steering device of FIG.

According to the collapse of the present embodiment, the bracket 40 having a sliding function is provided between the upper tube 11 which is the upper side column of the steering column 10 and the aluminum housing 12 which is the lower side column.
Are arranged. Further, the electric motor 20 and the controller 30 are mounted on the aluminum housing 12 in parallel with each other so as to face upward of the vehicle at a right angle to the axis of the steering column 10. Further, the electric motor 20 and the controller 30 are sandwiched between the left and right side walls 410 and 411 of the lower bracket 41 on the aluminum housing 12 of the bracket 40. The axis of the electric motor 20 and the axis extending in the length direction of the controller 30 are perpendicular to the plane including the axis of the steering column 10.

That is, in the collapse structure of this embodiment,
By disposing the bracket 40 having the slide mechanism 45 (first slide member 43, second slide member) between the upper tube 11 (movable side) and the aluminum housing 12 (fixed side), the steering column 10 and In addition to guiding the collapse process of the steering shaft 15, the collapse stroke is secured and the bracket 4
0 itself also has a function (collapse function) of absorbing the shock generated by the secondary collision, while the electric motor 20 and the controller 30 are arranged in parallel in the lower bracket 41 and on the axis of the steering column. By arranging them on the steering column 10 so that they are substantially perpendicular to each other, it is possible to reinforce the stress concentration portion of the lower bracket 41 where stress is concentrated at the time of a secondary collision.

Therefore, not only the steering column 10 and the steering shaft 15 rotatably supported by the steering column 10 but also the bracket 40 is absorbed by the impact at the time of the secondary collision, so that the steering column 10 and the steering wheel during the collapse process are absorbed. It is possible to prevent deformation of the shaft 15 and perform ideal shock absorption.

Further, the electric motor 20 and the controller 30
Does not project from the steering column 10 in the width direction (horizontal direction) of the vehicle, and it is not necessary to pay attention to the interference (collision) between the lower bracket 41 and the electric motor 20 or the controller 30. This simplifies the design, and by doing so, it is possible to reinforce the stress concentration portion of the lower bracket 41 while ensuring the collapse stroke.

Further, the span between the left and right side walls 410, 411 of the lower bracket 41 can be minimized, which is advantageous in increasing the support rigidity of the lower bracket 41. Further, since the electric motor 20, the controller 30 and the like do not project from the steering column 10 in the width direction of the vehicle body, it is advantageous in taking a clearance with peripheral parts, and occupant protection performance at the time of collision can be improved. .

Furthermore, since the electric motor 20 and the controller 30 are mounted in parallel with each other and are mounted on the steering column 10 so as to face upward of the vehicle at substantially right angles to the axis of the steering column 10, the steering column 1
Weight balance of left and right of 0, steering column 1
Since the steering column 10 can be temporarily held in a posture close to the assembled state in the temporary holding in the process of assembling the vehicle to 0, the assembling workability is improved.

The steering column 10 is composed of an upper tube 11 which is an upper column located on the side of a steering wheel (not shown) and the above-mentioned aluminum housing 12. The upper tube 11 is moved to the aluminum housing 12 side by the impact at the time of a collision. It has a collapse structure that can be contracted by moving.

The steering shaft 15 described above is rotatably supported in the steering column 10 so as to be inserted therethrough. A steering wheel (not shown) is fixed to one end of the steering shaft 15 protruding from the upper tube 11, and the other end protruding from the aluminum housing 12 is connected to a transmission shaft 17 via a universal joint 16. The steering shaft 15 is
Although not shown, it has an inner shaft and an outer shaft, and has a collapse structure in which the joint portion of both shafts is destroyed by the impact at the time of a collision, and the length is contracted at the portion between the steering wheel and the aluminum housing 12.

The aluminum housing 12 has a cylindrical shape, and a bearing mechanism (not shown) is built in the aluminum housing 12, which rotatably supports the steering shaft 15 but prevents axial movement. Although not shown, a reduction mechanism is incorporated inside the aluminum housing 12 to reduce the rotational driving force of the electric motor 20 and transmit it to the steering shaft 15. Further, a sensor (not shown) for detecting the torque applied to the steering shaft 15 from the steering wheel is provided inside the aluminum housing 12. The output control of the electric motor 20 is performed based on the signal from the torque sensor and the system internal signal of the electric power steering device.

The steering column 10 includes a bracket 4
The steering wheel is attached to the vehicle body (dashboard) 50 (see FIG. 6) in such a manner that one end side where the steering wheel is attached is upward and the other end side connected to the transmission shaft 17 is downward. The bracket 40 includes the lower bracket 41 and the upper tube 1 described above.
1 and the upper side bracket 42 which is integrated with the lower side bracket 41 and the above-mentioned first slide member 43 for smoothing the impact mitigation at the time of a secondary collision.
And a slide mechanism 45 including the second slide member 44.

The lower side bracket 41 has the above-mentioned left and right side walls 410 and 411, and the upper side bracket 42.
And the left and right side walls 410 and 411 are connected to each other via the upper bracket 42, and are also connected to the second slide member 44.
Further, it is connected to the aluminum housing 12 via the second slide member 44. Further, the lower side bracket 41 has the flange 412 and the bead 413 on its own.
The cross-section modulus is increased by appropriately forming. Therefore, the electric motor 20 which is a heavy load
And has sufficient supporting rigidity to support the controller 30.

Tilt rotation shafts 60 are provided at positions near the lower ends of the left and right side walls 410 and 411, respectively, and the steering column 10 is tilted with respect to the vehicle body (dashboard) 50 through these tilt rotation shafts 60.
It is attached so that adjustments can be made. As shown in FIGS. 2 and 5, at the lower position of the front end of the upper bracket 42 on the steering wheel (not shown) side, the free swing of the steering column 10 around the tilt rotation shaft 60 is prevented. A lock mechanism 65 is provided. When the lock lever 65a of the lock mechanism 65 is operated in one direction (see the alternate long and short dash line in FIG. 2) to release the lock mechanism 65, the steering column 10 moves the tilt rotation shaft 60.
After being set to a predetermined tilt angle, the lock lever 65a is operated in the other direction so as to return to the original position (see the solid line in FIG. 2).
When is operated, the swing of the steering column 10 with the tilt rotation shaft 60 as a fulcrum can be locked.

Mounting pieces 414, 415 are provided at the upper ends of the left and right side walls 410, 411 and extend substantially horizontally to the outside.
These attachment pieces 414, 415 are provided with U-shaped grooves 414a, 415a opened at one end. As shown in FIG. 6, the vehicle body 50 is provided in the grooves 414a and 415a.
Two stud bolts 52 fixed to the cross member 51 of
And a nut 53 is screwed into the end of the stud bolt 52 that penetrates the grooves 414a and 415a.
Lower side bracket 41 is cross member 51 (vehicle body 50)
Attached to.

At the front end (on the steering wheel side) of the upper bracket 42, two upright pieces 421 are provided at appropriate intervals in the width direction. Further, the two through holes 42 are provided on the front end side of the upper bracket 42.
2 are provided at appropriate intervals in the width direction.
Further, two mounting pieces 423 (see FIGS. 3 and 6) having mounting grooves 423a are provided on the back surface of the upper bracket 42 at the position where these through holes 422 are provided. As shown in FIG. 6, the base ends 54a of the two stud bolts 54 fixed to the cross member 51 of the vehicle body 50 are respectively engaged with the holes 421a provided in the upright pieces 421,
Further, the stud bolt 54 is passed through the through hole 422 and the mounting groove 423a, and the nut 55 is screwed onto the end portion of the stud bolt 54 penetrating the mounting groove 423a, so that the upper bracket 42 causes the cross member 51 (vehicle body 50).
Attached to.

A resin column cover (not shown) including an upper column cover and a lower column cover is attached to the steering column 10. When the resin column cover is attached, the column cover is temporarily held. In order to bring the state, as shown in FIGS. 5 and 6, the first slide member 43 is provided with a column cover temporary holding mechanism. That is,
The first slide member 43 is provided with a flat portion 431, and the flat portion 431 is provided with a pair of temporary holding holes 431a. The flat portion 431 is provided on the column cover temporary holding base 70 (see FIG. 6). The contact piece 72 abuts, and the pair of temporary holding holes 431a is removably engaged with the pair of temporary holding hooks 71 provided on the column cover temporary holding base 70.

When assembling the steering column 10 to the vehicle body via the bracket 40, as described above,
Since the left and right side walls 410, 411 are connected to each other via the upper bracket 42, the left and right side walls 410, 411 do not move relative to each other about the tilt rotation shaft 60 (relative rotation), and Side wall 41
There is no need to attach a rotation stopper that temporarily blocks the rotation of the tilt rotation shaft 60 of 0 and 411, and the assembling work is performed smoothly.

The above-mentioned slide mechanism 45 for smoothing the impact at the time of the secondary collision is provided between the upper tube 11 and the lower bracket 41 (the aluminum housing 12 which is the lower column). The first member, which is one member of the slide mechanism 45,
On the upper tube 11 side, the slide member 43 surrounds the left and right sides of the upper tube 11 and the steering shaft 15 (upper tube 11
And the steering shaft 15), one end of which is fixed to the upper tube 11 by, for example, welding, and slide pins 432 are attached to both left and right sides of the other end.

The second slide member 44, which is the other member constituting the slide mechanism 45, surrounds the aluminum housing 12 so that the lower bracket 41 is provided.
The left and right side walls 410, 411 are fixed to the left and right side walls 410, 411, and slits 441 are formed so as to extend in the axial direction of the steering column 10 from one end to the other end of the left and right side surfaces thereof. Slide pin 432 into this slit 441
Are slidably engaged. The length of the slit 441 is
Steering column 10 (steering shaft 15)
It is set to the same length as the collapse stroke of.

When the slide pin 432 slides to the end of the slit 441, that is, to the slide limit position, the slide pin 432 slides and passes almost directly below the tilt rotation shaft 60 and does not interfere with the tilt rotation shaft 60.

The first slide member 43 and the second slide member 44 are arranged so that the first slide member 43 is located outside and the second slide member 44 is located inside, and the first slide member 43 is located in a normal state. The other end of 43 overlaps one end of the second slide member 44.

The second slide member 44 has a structure shown in FIG.
As shown in FIG. 5 and the like, an annular portion 442 for holding and fixing the aluminum housing 12 is integrally provided, and the aluminum housing 1 is provided in the annular portion 442.
2 is inserted and fixed through fixing means such as bolts and nuts. The left and right sidewalls 410 of the lower bracket 41,
411 is fixed to the aluminum housing 12 via the annular portion 442 rather than directly.

When the impact at the time of the secondary collision is applied to the steering shaft 15 from the steering wheel, the impact is transmitted from the steering shaft 15 to the steering column 10, the steering shaft 15 contracts, and the upper tube 11 of the steering column 10 is made of aluminum. The steering column 10 contracts by moving toward the housing 12 side, and the impact is applied to the steering column 1.
It is transmitted from 0 to the slide mechanism 45. Accordingly, the first slide member 43 causes the slide pin 432 and the slit 441 to move.
Slides on the second slide member 44 while being guided by. That is, the impact at the time of the secondary collision is the steering shaft 15, the steering column 10, and the slide mechanism 4.
5 is absorbed and relaxed.

The steering shaft 1 is driven by the impact of the secondary collision transmitted through the steering wheel.
5. Not only axial load but also bending moment acts on the steering column 10. However, in the process of the first slide member 43 sliding on the second slide member 44, the slide pin 432 moves toward the tilt rotation shaft 60 side and approaches, and moves to the position directly below the tilt rotation shaft 60. , Steering column 1
The bending moment acting on 0 can be released in the direction of increasing (increasing) the tilt angle about the tilt rotation shaft 60 as a fulcrum, so that the deformation of the steering shaft 15 and the steering column 10 due to the bending moment can be prevented. .

In FIG. 7, the slide pin 432 has the slit 4
41 shows a collapsed state in which the slider 41 has moved to the slide limit position. According to the figure, the steering shaft 15,
The steering column 10 contracts and the first slide member 43
Is overlapped on the second slide member 44, but the lower side bracket 41 and the upper side bracket 42 are not deformed, and the steering shaft 15 and the steering column 10 are only contracted and are not deformed such as bent. The slide pin 432 passes through the position directly below the tilt rotation shaft 60 and moves to the slide limit position of the slit 441.

In the above embodiment, the slide pin 432 is provided on the first slide member 43 and the slit 441 is provided on the second slide member 44. However, the slit 441 is provided on the first slide member 43, and the second slide member 43 is provided with the slit 441. Slide member 44
Alternatively, the slide pin 432 may be provided.

Further, the slide pin 432 may be provided in the vicinity of the tilt rotation shaft 60 or at a position substantially above or below the tilt rotation shaft 60 so as not to interfere with the tilt rotation shaft 60. As a result, at the time of a secondary impact applied from the steering wheel to the steering shaft 15 and the steering column 10, the steering shaft 1
5. The force (bending moment) for bending the steering column 10 can be released in the direction of increasing (raising) the tilt angle with the tilt rotation shaft 60 as a fulcrum.

Further, the electric motor 20 and the controller 30
Is sandwiched between the left and right side walls 410, 411 of the lower side 41, but there is no direct fixed relationship between them, and also between the left and right side walls 410, 411 and the aluminum housing 12, there is a space between them. Although the case where there is no direct fixed relationship is shown, the present invention is not limited to this, and the left and right sidewalls 41
0 and 411 may be directly fixed to the housing of the electric motor 20 or the controller 30 or the aluminum housing 12, whereby the left and right side walls 410 and 411 are fixed.
The support rigidity of the (lower bracket 41) can be increased.

The slit 4 is formed on the first slide member 43.
41 is provided, and the slide pin 43 is provided on the second slide member
Two may be provided.

[0046]

As described above, according to the present invention, the bracket having the sliding function is mounted on the steering column so as to guide the collapse process of the steering column or the steering shaft. Therefore, there is no fear that the steering shaft or the like will be deformed, and the secondary shock can be efficiently and surely absorbed. Further, since the electric motor and the controller are arranged in parallel in the bracket on the steering column so as to be substantially perpendicular to the axis of the steering column, while supporting rigidity of the electric motor and the controller is increased, It is possible to secure a collapse stroke.

The bracket is arranged between the upper side tube (movable side) and the aluminum housing (fixed side), while the electric motor and the controller are arranged in parallel in the lower side bracket and the axis of the steering column. In the case of arranging on the steering column so as to be substantially perpendicular to, the bracket itself should have a function (collapse function) of absorbing the shock generated by the secondary collision while ensuring the collapse stroke. In addition, it is possible to reinforce the stress concentration portion of the lower bracket where stress is concentrated during the secondary collision.

That is, there is no fear that the steering shaft or the like will be deformed during the collapse process, and it is possible to absorb the secondary shock efficiently and surely, and the electric motor or the like can be moved from the steering column in the width direction of the vehicle body. Almost no protrusion is made to eliminate interference (collision) between the lower side bracket and the electric motor, etc., and the lower side bracket design is simplified. This ensures a sufficient collapse stroke and stress concentration in the lower side bracket. The part can be reinforced.

Further, the bracket includes a lower side bracket, an upper side bracket integrally formed with the lower side bracket, a first slide member fixed to the upper side column, and a slidable body with the first slide member. When the second slide member is connected and fixed to the lower column, the lower bracket and the upper bracket are integrated so that the lower bracket and the upper bracket form an electric motor. And the controller can be enclosed to increase the rigidity of the support for the electric motor and controller, and in the collapsing process of the steering column or steering shaft, it guides this securely and secures the collapsing stroke so that the bracket itself It is necessary to have a sufficient collapse function. That.

A slit extending in the axial direction of the steering column is formed in either one of the first slide member and the second slide member, and a slide pin slidably engaged with the slit is fixed in the other. In this case, the slit and the slide pin can guide the collapse process of the steering shaft or the steering column, assist the collapse process, and provide the bracket with the collapse function.

When the slide pin is provided on the first slide member fixed to the upper side column and the slit is provided on the second slide member fixed to the lower side column, the slide pin is moved during the collapse process. As it approaches the tilt rotation axis, the force that tries to rotate the steering shaft and steering column among the impact load that acts on the steering shaft via the steering wheel due to the secondary collision can be released during the collapse process. It is possible to prevent the deformation of the steering shaft and the steering column.

Further, when the slide pin is arranged in the vicinity of the tilt rotation axis or at a position substantially directly above or substantially below the tilt rotation axis so as not to interfere with the tilt rotation axis, the tilt rotation axis serves as a fulcrum in the rotation direction. You can escape.

Further, when the electric motor and the controller are sandwiched by the lower bracket, the mounting rigidity between the left and right side walls of the lower bracket can be minimized to enhance the supporting rigidity.

Further, no twisting force acts on the steering column, and the lower side bracket for supporting the steering column is advantageous only for supporting the vertical load and for enhancing the supporting rigidity.

[Brief description of drawings]

FIG. 1 shows an embodiment of a support structure of the present invention, and is a perspective view of an entire electric power steering apparatus adopting the support structure of the embodiment.

FIG. 2 is a side view of the same.

FIG. 3 is a plan view of the same.

FIG. 4 is a perspective view of the electric power steering shown in FIG. 1 with a part thereof omitted and looking down from a lower side.

FIG. 5 is a perspective view of a state where the electric power steering is looked up from the upper side.

FIG. 6 is a perspective view illustrating a fixed state of the electric power steering of FIG. 1 to a dashboard.

FIG. 7 is a perspective view of the electric power steering device of FIG. 1 in a state of being collapsed due to a secondary collision.

[Explanation of symbols]

10 Steering column 11
Upper tube 12 Aluminum housing 20
Electric motor 30 Controller 40
Bracket 41 Lower side bracket 42
Upper side brackets 410, 411 Left and right side walls 43
First slide member 44 Second slide member 432
Slide pin 441 slit

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Naoki Norimatsu             Nissan, Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan             Inside the automobile corporation (72) Inventor Naoyuki Sekiguchi             Nissan, Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan             Inside the automobile corporation (72) Inventor Omori Regular             Nissan, Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan             Inside the automobile corporation (72) Inventor Yuichi Fukuyama             Nissan, Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Nissan             Inside the automobile corporation (72) Inventor Hirotaka Umeda             69-1, Chuo 5-chome, Komaki City, Aichi Prefecture F term (reference) 3D030 DD17 DD18 DD22 DD24 DE06                       DE22 DE54                 3D033 CA02 CA31

Claims (9)

[Claims] 1. A collapse structure of an electric power steering apparatus comprising a steering column equipped with an electric motor and a controller, and a steering shaft rotatably supported by the steering column or a steering column having a collapse function. In the bracket that supports the column on the vehicle body side, the electric motor and the controller are arranged on the steering column in a parallel state and at substantially right angles to the axis of the steering column, and the bracket has a sliding function. A collapse structure for an electric power steering apparatus, characterized in that it is mounted on the steering column so as to guide the collapse process of the steering column or the steering shaft. 2. The collapse structure of the electric power steering apparatus according to claim 1, wherein the bracket is a lower side for accommodating an upper side column located on a steering wheel side of the steering column and a speed reduction mechanism of the electric motor. Between the columns,
The collapse structure of the electric power steering device, which is characterized by being arranged. 3. The collapse structure of the electric power steering apparatus according to claim 2, wherein the electric motor and the controller are arranged in parallel in the lower bracket of the bracket positioned in the lower column. A collapse structure for an electric power steering device, wherein the collapse structure is arranged on the steering column so as to be substantially perpendicular to the axis of the steering column. 4. The collapse structure of the electric power steering apparatus according to claim 3, wherein the bracket includes the lower side bracket, an upper side bracket integrally formed with the lower side bracket, and the upper side column. An electric power steering device, comprising: a first slide member fixed to the first slide member; and a second slide member slidably connected to the first slide member and fixed to the lower side column. Collapse structure 5. The collapse structure of the electric power steering device according to claim 4, wherein a slit extending in the axial direction of the steering column is formed in either one of the first slide member and the second slide member. On the other hand, the collapse structure of the electric power steering device is characterized in that a slide pin slidably engaged with the slit is fixed. 6. The collapse structure of the electric power steering apparatus according to claim 5, wherein the slide pin is provided in the first slide member, and the slit is provided in the second slide member. The collapsible structure of the electric power steering system. 7. The collapse structure of the electric power steering apparatus according to claim 4, wherein the lower side bracket is provided with a tilt rotation shaft of the steering column, and the lower side bracket is The collapse structure of the electric power steering device, wherein the collapse structure is fixed to the lower side column via the second slide member. 8. The collapse structure of the electric power steering apparatus according to claim 7, wherein the slide pin is substantially directly above the tilt rotation axis so as not to interfere with the tilt rotation axis or near the tilt rotation axis. A collapse structure of an electric power steering device, characterized in that the collapse structure is arranged at a position or substantially right below. 9. The collapse structure of the electric power steering device according to claim 3, wherein the electric motor and the controller are arranged between left and right side walls of the lower bracket. The collapse structure of the electric power steering device.