JP2006224887A - Steering device support structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent interference of a knee of a passenger with a steering shaft by moving the steering shaft in the axial direction as much as possible to restrict impact force to be applied to the passenger, and thereafter, letting the steering shaft go upward. <P>SOLUTION: This steering device support structure is provided with a first bracket 20 fixed to an inner panel member 6, a steering column 19, second brackets 21 and 22 fixed to the steering column 19, and a connecting means 23 and 24 for connecting the first bracket 20 to the second brackets 21 and 22. The connecting means 23 and 24 are structured so that the second brackets 21 and 22 can be relatively displaced in the axial direction of the steering shaft 9 in relation to the first bracket 20 in the collision and that the second brackets 21 and 22 are displaced upward with the described relative displacement, and structured so that upward displacement quantity is zero or small in the initial time of the relative displacement of the second brackets 21 and 22 and that upward displacement quantity is increased with the relative displacement. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a support structure for a steering device in which a steering shaft for transmitting a steering force of a steering wheel to a wheel is supported by a vehicle body via an instrument panel member.

  In general, the above-described steering shaft is provided so as to be inserted in the vicinity below the instrument panel member extending in the vehicle width direction, and the steering shaft is rotatably supported by a steering column.

  When the driver is seated on the driver's seat, the driver's (occupant's) knee is close to the steering shaft, and if the upper body of the occupant leans forward in the event of a vehicle collision, the occupant's upper body is released from the steering wheel. Although supported by the bag, a structure in which the driver's knee does not interfere with the steering shaft is required.

On the other hand, Patent Literature 1 discloses a steering lock device that suppresses the influence on an occupant to a predetermined value or less during a vehicle collision and ensures the safety of the occupant.
That is, a cylindrical casing main body that houses a key cylinder that is rotated by a key, a lock support portion that protrudes from the casing main body toward the steering shaft side and includes a cylindrical guide portion, and the lock described above A lock member provided along the guide portion in the support portion and movably provided in a locking position that engages with the steering shaft and a release position that releases the engagement in response to a key rotation operation is provided. The lock support portion is provided with a fixing portion for fixing the steering lock device to the vehicle body side, and breakage is induced by a predetermined impact force between the fixing portion and the connecting portion of the casing body and the lock support portion. A breakage inducing portion is provided, and the lock support portion is broken in the event of a vehicle collision, and the casing body is rotated upward about the lock support portion to To reduce the strain exerted on the knee, which is constituted so as to suppress the influence of the occupant below a predetermined value.

However, Patent Document 1 does not disclose anything about the configuration and technical idea for allowing the steering shaft itself to escape upward in the event of a collision.
Japanese Patent Laid-Open No. 2003-4080

  In view of this, the present invention provides a steering shaft as much as possible so that the steering wheel does not swing when the kinetic energy that the occupant's upper body turns forward at the time of a collision is large while ensuring the operability of the occupant with a simple configuration. Providing a support structure for a steering device that can suppress the impact force applied to the occupant by moving in the direction, and then prevent the occupant's knee from interfering with the steering shaft by allowing the steering shaft to escape upward Objective.

  A support structure for a steering device according to the present invention is a support structure for a steering device that includes a steering shaft that is supported by a vehicle body via an instrument panel member extending in the vehicle width direction and transmits a steering force of the steering wheel to the wheel. A first bracket fixed to the instrument panel member, a steering column for rotatably supporting the steering shaft, a second bracket fixed to the steering column, and a connecting means for connecting the first bracket and the second bracket; The connecting means is configured such that the second bracket can be displaced relative to the first bracket in the axial direction of the steering shaft in the event of a vehicle collision, and the second bracket can be displaced upward in accordance with the relative displacement. In addition, the initial relative displacement of the second bracket is changed upward. Amount zero or small, in which the displacement amount of upward along with said relative displacement is configured to be large.

  According to the above configuration, the connection means connects the first bracket and the second bracket during normal (non-collision) time, and relative displacement of the second bracket in the steering shaft axial direction is allowed during vehicle collision. However, in the second bracket, the upward displacement amount is zero or small at the initial stage of the relative displacement, and the upward displacement amount increases with the relative displacement.

  Therefore, the steering shaft can be secured as much as possible so that the steering wheel can be prevented from shaking when the kinetic energy that the upper part of the occupant leans forward is large at the time of collision. The impact force applied to the occupant by being moved in the axial direction can be suppressed, and then the steering shaft can be released upward to prevent the occupant's knee from interfering with the steering shaft.

  In one embodiment of the present invention, the connecting means is formed in one of the first bracket and the second bracket, and has a guide groove that extends upward with respect to the axial direction of the steering shaft, and the guide And a connecting member that is slidably supported in the groove and connects both brackets. The guide groove has a tight portion on the rear side and a loose portion on the front side formed continuously.

  According to the above configuration, since the tight portion is formed on the rear side of the guide groove, the steering wheel can be prevented from shaking at the initial stage of the relative displacement, and the loose portion is formed on the front side of the guide groove. Even if the parts are deformed by the collision of the steering shaft, the steering shaft can be surely released upward by the loose portion.

  In one embodiment of the present invention, the groove portion is set to have a larger groove width toward the front side.

  According to the above configuration, even if the parts are deformed due to the collision of the vehicle, the width of the groove is increased, so that the steering shaft can be more reliably released upward.

  In one embodiment of the present invention, the tight portion is formed in parallel with the axial direction of the steering shaft, and the loose portion is formed such that the amount of upward displacement increases as the second bracket is relatively displaced. It is a thing.

  According to the above configuration, since the steering shaft moves straight forward along the tight portion parallel to the axial direction at the initial stage of the relative displacement at the time of the collision, the steering wheel shake is suppressed, and the occupant is more reliably secured. Thereafter, the steering shaft can be released upward through the second bracket by the loose portion, and the occupant's knee can be prevented from interfering with the steering shaft.

  In one embodiment of the present invention, the connecting means is formed in one of the first bracket and the second bracket, and has a guide groove that extends upward with respect to the axial direction of the steering shaft, and the guide A connecting member that is slidably supported in the groove and connects the brackets, and the guide groove is formed in a curved surface shape continuous from the rear side to the front side.

  According to the said structure, a connection member can be smoothly moved along the above-mentioned curved-shaped guide groove at the time of a collision.

  According to the present invention, the steering shaft can be moved in the axial direction as much as possible so that the steering wheel does not swing when the upper body of the occupant has a large forward turning kinetic energy at the time of collision while ensuring the operability of the occupant with a simple configuration. By moving to the position, the passenger is securely supported, and then the steering shaft is allowed to escape upward, so that it is possible to prevent the passenger's knee from interfering with the steering shaft.

  When the kinetic energy is large enough to cause the upper body of the occupant to move forward in the event of a vehicle collision, the steering shaft is moved in the axial direction as much as possible to prevent the steering wheel from swinging, and the occupant is securely supported. Equipped with a steering shaft that is supported by the vehicle body via an instrument panel member extending in the vehicle width direction and transmits the steering force of the steering wheel to the wheels, with the purpose of preventing the knee from interfering with the steering shaft by escaping A first bracket fixed to the instrument panel member, a steering column for rotatably supporting the steering shaft, a second bracket fixed to the steering column, and a connecting means for connecting the first bracket and the second bracket. The connecting means is such that the second bracket is connected to the first bracket at the time of a vehicle collision. The second bracket is configured to be displaced upward in accordance with the relative displacement in the axial direction of the steering shaft, and the initial amount of relative displacement of the second bracket is the upward displacement amount. This is realized by configuring so that the amount of upward displacement increases with the relative displacement.

An embodiment of the present invention will be described below in detail with reference to the drawings.
FIG. 1 is a right side view and FIG. 2 is a left side view of a main part, which is provided with a dash lower panel 3 that partitions the engine room 1 and the vehicle compartment 2 in the front-rear direction. At the lower end of the dash lower panel 3, a floor panel 4 that extends substantially horizontally toward the rear is connected.

  While the engine 5 is mounted in the engine room 1 described above, an instrument panel member 6 extending in the vehicle width direction is horizontally mounted between left and right hinge pillars (not shown) having a closed cross-sectional structure, and a steering device is mounted on the instrument panel member 6. 7 is supported.

  The steering device 7 includes a steering shaft 9 (see FIG. 2) that transmits the steering force of the steering wheel 8 to the wheels. The rotational force of the steering shaft 9 is an upper universal joint 10, a second shaft 11, and a lower universal joint. 12 to transmit to the steering gear unit 13 on the engine room 1 side.

  The steering device 7 includes an electric power steering unit 14, a winker lever 16 and a key cylinder 17 are disposed on the column cover portion 15, and a meter portion 18 is disposed close to the upper side of the column cover portion 15. Yes.

  Further, the above-described steering wheel 8 incorporates an airbag unit AB for deploying an airbag and protecting an occupant in the event of a vehicle collision.

  As shown in FIG. 2, the above-described steering shaft 9 is slanted in a front, rear, and rear height so that the lower part of the instrument panel member 6 can be inserted in the vehicle front-rear direction. It is supported by.

FIG. 3 is a cross-sectional view taken along the line AA in FIG. 2, and the support structure of the steering device is configured as shown in FIGS.
That is, a first bracket 20 having a portal section is fixed to the lower part of the instrument panel member 6, while an inner bracket 21 having a portal section is fixed to the steering column 19, and the outside of the inner bracket 21 and the first bracket 20 are fixed. An outer bracket 22 having a gate-shaped cross section is disposed between the inner bracket 21 and the inner bracket 21, and the inner bracket 21 and the outer bracket 22 constitute a second bracket.

  The inner bracket 21 and the outer bracket 22 described above are located on the rear side of the instrument panel member 6 in the first bracket 20, and a pair of left and right guide grooves 23 are formed in a portion corresponding to the outer bracket 22 of the first bracket 20. The outer bracket 22 positioned on the inner side of the bracket 20 and the first bracket 20 are connected to each other by a bolt 24 as a connecting member positioned at a rear side end portion in the guide groove 23, and the tip end portion of the bolt 24 is connected. A nut 25 is screwed into the nut. The bolt 24 is configured to be able to slide with respect to the guide groove 23 at the time of collision.

Here, the above-described bolt 24 extends in the vehicle width direction, and a collar 26 is attached to the outer peripheral portion of the bolt 24 between both side portions of the outer bracket 22.
In addition, a pair of left and right tilt grooves 27 extending in an arc shape in the vertical direction is formed in a portion corresponding to the inner bracket 21 of the outer bracket 22 described above, while a pair of left and right telescopes extending in the longitudinal direction of the vehicle are formed in the inner bracket 21. A groove 28 is formed.

  The inner bracket 21 located on the inner side of the outer bracket 22 and the outer bracket 22 are connected by bolts 29 located in the grooves 27 and 28, and a nut 30 is attached to the tip of the bolt 29. It is screwed. Further, a tilt / telescopic lever 31 is interposed between the outer side of one side piece of the outer bracket 22 and the inner side of the head of the bolt 29.

  On the other hand, a pair of left and right telescopic grooves 32 extending in the front-rear direction of the vehicle is formed on the front side of the instrument panel member 6 in the first bracket 20, and the front portion (front side) of the telescopic groove 32 is A guide groove 33 for extending the steering shaft 9 in the axial direction and upward when a vehicle crash occurs is extended.

  A column bracket 34 extending to the positions of the grooves 32 and 33 of the first bracket 20 is fixed to the steering column 19 described above, and the space between the first bracket 20 and the column bracket 34 is positioned in the groove 32 in the vehicle width direction. Are connected by a tilt fulcrum shaft 35 extending in the vertical direction. The tilt fulcrum shaft 35 is fixed to the column bracket 34 side.

  The bolt 29 inserted into the tilt groove 27 and the telescopic groove 28 is configured to be movable relative to any of the grooves 27 and 28 when the lever 31 is operated.

  That is, when the fastening force by the bolt 29 and the nut 30 is loosened from the normal state α shown in FIG. 2 and the steering column 19 is tilted about the tilt fulcrum shaft 35, the bolt 29 is grooved as shown by a solid line in FIG. 27, the steering shaft 9 can be tilted.

  Further, when the fastening force by the bolt 29 and the nut 30 is loosened from the normal state α shown in FIG. 2 and the steering column 19 is telescopically moved, the groove 28 of the inner bracket 21 is displaced along the bolt 29 as shown by a solid line in FIG. At the same time, the tilt fulcrum shaft 35 that moves integrally with the column bracket 34 is displaced along the groove 32 so that the steering shaft 9 can be adjusted in the front-rear direction.

  In addition, the above-described guide groove 23 is formed in an arc shape whose front side extends upward with respect to the axial direction of the steering shaft 9, and the guide groove 23 and the above-described guide groove 33 are formed in the same shape.

  The guide groove 23 and the above-described bolt 24 constitute connection means for connecting the first bracket 20 and the second bracket (see the outer bracket 22 and the inner bracket 21), and this connection means is the outer bracket 22 in the event of a vehicle collision. Is configured to be relatively displaceable in the axial direction of the steering shaft 9 with respect to the first bracket 20, and the outer bracket 22 is relatively displaced upward along with the relative displacement, and the second bracket, In other words, the amount of upward displacement is substantially zero or small at the initial stage of the relative displacement of the bolt 24, and the upward displacement amount gradually increases with the relative displacement.

  The detailed structure of the guide groove 23 shown in FIG. 2 is enlarged and shown in FIG. In FIG. 6, (PL) is a line parallel to the axis of the steering shaft 9.

  In the above-described guide groove 23, the relative displacement of the second bracket (see the outer bracket 22 and the inner bracket 21) relative to the first bracket 20, in other words, the relative displacement of the bolt 24 is restricted in a normal time (non-collision). A tongue piece 36 is integrally formed toward the guide groove 23 as a damaged projection that is damaged by the bolt 24 and allows the relative displacement described above when the vehicle collides.

  In the embodiment shown in FIG. 6, the tongue piece 36 described above is formed so as to support the bolt 24 under the normal state located at the rear side end in the guide groove 23 only from the upper side of the guide groove 23. Instead of this structure, a pair of upper and lower tongue pieces for supporting the bolt 24 from both upper and lower sides of the guide groove 23 may be provided.

  The guide groove 23 shown in FIG. 6 is formed in a curved surface shape that is continuous from the rear side to the front side, and the guide groove 23 of this embodiment is formed with the same groove width over its entire length, and the guide groove 23 in the front portion of the tongue piece 36 is formed. The groove 23 is curved so as to move away from the steering shaft 9 from the rear side to the front side of the groove 23. In the figure, arrow F indicates the front of the vehicle, and arrow R indicates the rear of the vehicle.

  The effect | action of the support structure of the steering device comprised in this way is explained in full detail below.

  When the vehicle collides front, the engine 5 moves backward, while the upper body of the occupant seated on the driver's seat moves forward, the airbag of the airbag unit AB built in the steering wheel 8 is deployed, and the upper body of the occupant is At this time, the steering shaft 9 is biased with a load of a predetermined level or more that moves the shaft 9 forward in the axial direction.

  Since this load is transmitted to the bolt 24 as a connecting member via the steering shaft 9, the steering column 19, the inner bracket 21, and the outer bracket 22, the tongue piece 36 is moved by the bolt 24 by the load transmitted to the bolt 24. The bolt 24 breaks and tries to move forward along the guide surface 23a below the guide groove 23, but the rear side of the guide groove 23 is substantially parallel to the axial center line of the steering shaft 9, so Initially, the amount of upward displacement of the bolt 24 is small, and the amount of upward displacement of the bolt 24 increases as the bolt 24 moves forward.

  For this reason, when the kinetic energy that the occupant's upper body turns forward immediately after breaking the tongue 36 at the time of the collision is still large (relative displacement initial stage), the steering shaft 9 is pivoted as much as possible to prevent the steering wheel 8 from shaking. The steering shaft 9 can be lifted upward as shown in FIG. 7 under the condition that the occupant is securely supported by the deployed airbag and is then supported by the airbag. Thus, it is possible to prevent the passenger's knee from interfering with the steering shaft 9.

  Since the tilt fulcrum shaft 35 is guided forward and upward along the guide groove 33 simultaneously with the above-described forward and upward movement of the bolt 24, the steering shaft 9 is shown in the normal state shown in FIG. 7, the vehicle is moved forward and upward as indicated by a solid line.

  As described above, the steering device support structure of the embodiment shown in FIGS. 1 to 7 is supported by the vehicle body via the instrument panel member 6 extending in the vehicle width direction, and transmits the steering force of the steering wheel 8 to the wheels. A support structure for a steering apparatus including a shaft 9, a first bracket 20 fixed to the instrument panel member 6, a steering column 19 that rotatably supports the steering shaft 9, and a steering column 19 fixed to the steering column 19. A second bracket (see the outer bracket 22 and the inner bracket 21) and connecting means (see the guide groove 23 and the bolt 24) for connecting the first bracket 20 and the second bracket (the brackets 21 and 22), The connecting means is such that the second bracket (each bracket 21, 22) is The second bracket (the brackets 21 and 22) can be displaced relative to the bracket 20 in the axial direction of the steering shaft 9, and the second bracket (the brackets 21 and 22) can be displaced upward along with the relative displacement. In the initial stage of the relative displacement of each bracket 21, 22, the upward displacement amount is small, and the upward displacement amount increases with the relative displacement.

  According to this configuration, the connecting means (see the guide groove 23 and the bolt 24) connects the first bracket 20 and the second bracket (the brackets 21 and 22) during normal operation (when the vehicle does not collide). In the event of a collision, the second bracket is allowed to move forward in the axial direction of the steering shaft. However, the second bracket has a small amount of upward displacement at the beginning of the relative displacement, and the second bracket moves upward with the relative displacement. The amount of displacement becomes larger.

  For this reason, the steering operation of the occupant can be secured with a simple configuration, and the steering shaft 9 can be prevented from swinging when the kinetic energy that the occupant's upper body turns forward at the time of collision is large. The impact force applied to the occupant can be suppressed by the airbag that is moved in the axial direction, and then the steering shaft 9 is released upward while the occupant is supported by the airbag. Interference with the steering shaft can be prevented.

  The connecting means includes a guide groove 23 formed on one of the first bracket 20 and the second bracket (the brackets 21 and 22) and extending upward in the front direction with respect to the axial direction of the steering shaft 9. A connecting member (see bolt 24) that is slidably supported in the guide groove 23 and connects the first and second brackets, the guide groove 23 having a curved surface shape that continues from the rear side to the front side. It is formed.

  According to this configuration, the connecting member (bolt 24) can be smoothly moved along the curved guide groove 23 at the time of collision.

  FIG. 8 shows another embodiment of the guide groove structure. In this embodiment shown in FIG. 8, the guide groove is arranged so that the bolt 24 is displaced upward in accordance with the relative displacement of the bolt 24 in the axial direction of the steering shaft. 23 is formed in a circular arc shape, and the amount of upward displacement of the bolt 24 is small at the initial stage of relative displacement, and the amount of upward displacement increases with the relative displacement.

  The arcuate guide groove 23 is formed with a rear-side tight part 23T and a front-side loose part 23L. The loose part 23L gradually increases in width toward the front side. It is comprised so that. Here, the above-described tight portion 23T allows the bolt 24 to move forward and guides the bolt 24 so that the bolt 24 is not displaced in the vertical direction.

  The aforementioned guide groove 33 is formed in substantially the same shape as the guide groove 23 of FIG.

  In this embodiment shown in FIG. 8, the connecting means is formed on one of the first bracket 20 and the second bracket (see the brackets 21 and 22), and with respect to the axial direction of the steering shaft 9. And a guide member 23 that extends upward on the front side and a connecting member (see bolt 24) that is slidably supported in the guide groove 23 and connects the first and second brackets. The rear side tight part 23T and the front side loose part 23L are continuously formed.

  According to this configuration, since the tight portion 23T is formed on the rear side of the guide groove 23, the steering wheel 8 can be prevented from shaking at the initial stage of the relative displacement, and the loose portion 23L is provided on the front side of the guide groove 23. Since it is formed, even if the parts are deformed due to the collision of the vehicle, the steering shaft 9 can be surely released upward by the loose portion 23L.

  Further, the loose portion 23L has a groove width set larger as it goes to the front side.

  According to this configuration, even if parts are deformed due to a vehicle collision, the groove width is made larger toward the front side, so that the steering shaft 9 can be more reliably released upward.

  In this embodiment shown in FIG. 8 as well, the other configurations, operations, and effects are almost the same as those of the previous embodiment. Therefore, in FIG. Description is omitted.

  FIG. 9 shows still another embodiment of the guide groove structure. In this embodiment shown in FIG. 9, the guide is so arranged that the bolt 24 is displaced upward in accordance with the relative displacement of the bolt 24 in the axial direction of the steering shaft. The groove 23 is formed in a substantially circular arc shape, and the amount of upward displacement of the bolt 24 is zero at the beginning of relative displacement, and the amount of upward displacement increases with relative displacement. .

  Further, the above-described substantially arc-shaped guide groove 23 is formed with a rear-side tight portion 23T and a front-side loose portion 23L continuously, and the groove width increases toward the front side. It is formed to be large.

  In addition, the above-described tight portion 23T is configured to be parallel to the axial direction of the steering shaft 9, that is, to be completely parallel to the parallel line PL shown in the figure. The tight portion 23T is formed as a parallel portion, and the groove width gradually increases. The large loose portion 23L is the front portion. The aforementioned guide groove 33 is formed in substantially the same shape as the guide groove 23 of FIG.

  In the embodiment shown in FIG. 9, the tight portion 23T is formed completely parallel to the axial direction of the steering shaft 9, and the loose portion 23L is relatively displaced by the second bracket (see the brackets 21 and 22). It is formed so that the upward displacement amount increases.

  According to this configuration, the steering shaft 9 moves straight forward along the tight portion 23T (that is, the parallel portion) completely parallel to the axial direction at the initial stage of the relative displacement at the time of the collision. And the occupant can be more reliably supported via the airbag, and then the steering shaft 9 via the second bracket (see the outer bracket 22 and the inner bracket 21) by the loose portion 23L (that is, the front portion). Can be prevented from interfering with the steering shaft 9.

  In this embodiment shown in FIG. 9 as well, the other configurations, operations, and effects are almost the same as those of the previous embodiment. Therefore, in FIG. Description is omitted.

  FIG. 10 shows still another embodiment of the guide groove structure. In this embodiment shown in FIG. 10, the bolt 24 is elongated so that the bolt 24 is displaced upward in accordance with the relative displacement of the bolt 24 in the axial direction of the steering shaft. The triangular guide groove 23 is formed, and the amount of upward displacement of the bolt 24 is small at the initial stage of relative displacement, and the amount of upward displacement increases with the relative displacement.

  Therefore, the lower linear guide surface 23 a of the guide groove 23 is formed so that the rear side is close to the steering shaft 9 and the front side is away from the steering shaft 9.

  In addition, the above-described elongated triangular guide groove 23 has a rear-side tight portion 23T and a front-side loose portion 23L formed continuously, and the loose portion 23L has a groove width that increases toward the front side. It is formed to be large.

  Further, a pair of upper and lower tongue pieces 36, 36 are integrally formed in the guide groove 23 so as to support the bolt 24 in the normal state located at the rear end in the guide groove 23 from both the upper and lower sides of the guide groove 23. Forming. Here, either one of the upper and lower tongue pieces 36, 36 is bent outwardly or thinned to make the support rigidity of the bolt 24 by the upper and lower tongue pieces 36, 36 different from each other, so The tongue piece 36 may be configured to be broken or bent first. The aforementioned guide groove 33 is formed in substantially the same shape as the guide groove 23 of FIG.

  As described above, in the embodiment shown in FIG. 10, the guide groove 23 is formed with the rear side tight part 23T and the front side loose part 23L continuously. The tight portion 23T can prevent the steering wheel 8 from swinging, and since the loose portion 23L is formed on the front side of the guide groove 23, the loose portion 23L can steer even if the parts are deformed due to a vehicle collision. The shaft 9 can surely escape upward.

  Further, since the loose portion 23L is set to have a larger groove width as it goes to the front side, the steering shaft 9 can be more reliably released upward even if parts are deformed due to a vehicle collision. it can.

  In this embodiment shown in FIG. 10 as well, the other configurations, operations, and effects are almost the same as those of the previous embodiment. Therefore, in FIG. Description is omitted.

  FIG. 11 shows still another embodiment of the guide groove structure. In this embodiment shown in FIG. 11, the rear tight portion 23T of the guide groove 23 is formed longer than the previous embodiment shown in FIG. It is a thing.

  That is, also in this embodiment shown in FIG. 11, the guide groove 23 is formed so that the bolt 24 is displaced upward in accordance with the relative displacement of the bolt 24 in the axial direction of the steering shaft. In the initial stage of the displacement, the amount of upward displacement is small, and the amount of upward displacement increases with relative displacement. Therefore, the linear guide surface 23a below the guide groove 23 is The rear side is close to the steering shaft 9, and the front side is formed to move away from the steering shaft 9.

  Further, the above-mentioned guide groove 23 is formed with a rear-side tight portion 23T and a front-side loose portion 23L continuously, and the groove portion 23L increases in width toward the front side. It is formed. The aforementioned guide groove 33 is formed in substantially the same shape as the guide groove 23 of FIG.

  Thus, also in the embodiment shown in FIG. 11, the guide groove 23 is formed with the rear side tight part 23T and the front side loose part 23L continuously. As in the above-described embodiment, in the initial stage of the relative displacement, the tight portion 23T can prevent the steering wheel 8 from swinging, and the loose portion 23L is formed on the front side of the guide groove 23. Even if the deformation occurs, the steering shaft 9 can surely escape upward by the loose portion 23L.

  Further, since the loose portion 23L is set to have a larger groove width as it goes to the front side, the steering shaft 9 can be more reliably released upward even if parts are deformed due to a vehicle collision. it can.

  In this embodiment shown in FIG. 11 as well, the other configurations, operations, and effects are almost the same as those of the previous embodiment. Therefore, in FIG. Description is omitted.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The second bracket of the present invention corresponds to the inner bracket 21 and the outer bracket 22 of the embodiment,
Similarly,
The connecting means corresponds to the guide groove 23 and the connecting member,
The connecting member corresponds to the bolt 24,
The present invention is not limited only to the configuration of the above-described embodiment.

  For example, the ratio of the length of the tight part 23T and the loose part 23L shown in FIGS. 8 to 11 may be set to an arbitrary ratio in addition to the illustrated embodiment.

Schematic right side view showing the support structure of the steering device of the present invention Left side view showing support structure of steering device 2 is a cross-sectional view taken along line AA in FIG. Explanatory drawing showing the tilting operation of the steering shaft Explanatory drawing showing the telescopic operation of the steering shaft Enlarged side view showing guide groove structure Explanatory drawing showing the escape operation of the steering shaft at the time of collision An enlarged side view showing another embodiment of the guide groove structure An enlarged side view showing still another embodiment of the guide groove structure An enlarged side view showing still another embodiment of the guide groove structure An enlarged side view showing still another embodiment of the guide groove structure

Explanation of symbols

6 ... Instrument panel member 8 ... Steering wheel 9 ... Steering shaft 19 ... Steering shaft 20 ... First bracket 21 ... Inner bracket 22 ... Outer bracket 23 ... Guide groove 23T ... Tight part 23L ... Loose part 24 ... Bolt (connection member)

Claims (5)

A support structure for a steering device including a steering shaft that is supported by a vehicle body via an instrument panel member extending in a vehicle width direction and transmits a steering force of a steering wheel to the wheel,
A first bracket fixed to the instrument panel member;
A steering column that rotatably supports the steering shaft;
A second bracket fixed to the steering column;
Connecting means for connecting the first bracket and the second bracket;
The connecting means is configured such that the second bracket can be displaced relative to the first bracket in the axial direction of the steering shaft when the vehicle collides, and the second bracket is displaced upward in accordance with the relative displacement. The structure for supporting a steering device is configured such that the amount of upward displacement is zero or small at the initial stage of relative displacement of the second bracket, and the amount of upward displacement increases with the relative displacement. The connecting means is formed on one of the first bracket and the second bracket, and has a guide groove that extends upward in the axial direction of the steering shaft, and is slidably supported by the guide groove. A connecting member for connecting the bracket,
The steering device support structure according to claim 1, wherein a rear tight portion and a front loose portion are continuously formed in the guide groove. The support structure for a steering apparatus according to claim 2, wherein the loose portion is set to have a larger groove width toward the front side. The tight part is formed parallel to the axial direction of the steering shaft,
The support structure for a steering apparatus according to claim 2 or 3, wherein the loose portion is formed such that the amount of upward displacement increases as the second bracket is relatively displaced. The connecting means is formed on one of the first bracket and the second bracket, and has a guide groove that extends upward in the axial direction of the steering shaft, and is slidably supported by the guide groove. A connecting member for connecting the bracket,
2. The support structure for a steering apparatus according to claim 1, wherein the guide groove is formed in a curved surface shape that is continuous from the rear side to the front side.

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