JP2008213644A - Steering operation device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance design freedom while ensuring collision energy absorption performance in a canti-lever type steering wheel. <P>SOLUTION: A movement mechanism is provided, in which when secondary collision to the steering wheel 10 of a driver occurs, the steering wheel 10 is pushed and an arm 20 is swung to a front side of the vehicle to perform absorption of collision energy, and the steering wheel 10 is moved in a vehicle width outer direction so as to deny movement of the steering wheel 10 in a vehicle width inner direction by swinging of the arm 20. The movement mechanism is constituted by an arm fixing support member 40 having a lateral cross section shape becoming a crescent shape; and a vehicle body fixing member 50 abutted on a circular surface 42 of the arm fixing support member 40. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a steering operation device in which a steering operation is performed by a driver.

2. Description of the Related Art Conventionally, steer-by-wire steering devices are known in which a wheel is steered by an electric actuator in accordance with the operation of the operation unit without mechanical connection between the operation unit for steering the wheel and the wheel. In such a steer-by-wire type steering device, since it is not necessary to connect the steering handle and the rack shaft by the steering shaft, the degree of freedom in the steering handle support method is increased, and the end of the arm that is cantilevered on the vehicle body is steered. A handle can be provided. For example, in the steering apparatus proposed in Patent Document 1, an arm is extended outward from the center post provided in the center of the vehicle interior in the vehicle width direction, and a steering handle is provided at the tip of the arm. .
Japanese Patent Laid-Open No. 2003-11827

  Recently, an EA mechanism that absorbs collision energy when a driver collides with the steering wheel during a vehicle collision is provided. In such an EA mechanism, for example, the steering column is configured to be extendable and contractable by an inner column and an outer column, and in a normal state, the relative movement of both the columns is prevented by the frictional resistance of the resistor, and in the event of a collision, the collision energy is reduced by the resistor. It overcomes the frictional resistance and contracts the steering column to absorb the collision energy.

  When such an EA mechanism is provided on a cantilevered steering wheel, it is conceivable to swing the arm A forward of the vehicle around its support B as shown in FIG. However, when the arm A is swung, the steering handle H moves along an arcuate locus. For this reason, the position in the vehicle width direction of the steering wheel H that becomes a part for receiving the driver changes. Therefore, in the design of the cantilevered steering wheel, there are design restrictions on the swing angle and mounting angle of the arm A in order to ensure the collision energy absorption performance.

  An object of the present invention is to address the above-described problems, and is to improve the degree of freedom in design while ensuring collision energy absorption performance in a cantilevered steering wheel.

  In order to achieve the above object, a feature of the present invention is a steering apparatus including an arm having a base end portion supported by a vehicle body and extending in a vehicle width direction, and a steering handle provided at a distal end portion of the arm. When a secondary collision of the driver with the steering handle due to a vehicle collision occurs, the steering handle is pushed to support the arm so that the arm swings forward of the vehicle. In order to cancel the movement of the steering handle in the vehicle width direction, there is provided a moving mechanism for moving the steering handle toward the distal end side of the arm in the vehicle width direction.

  In the present invention having the above configuration, when the driver collides with the steering wheel due to a collision of the vehicle, the steering wheel is pushed forward, and the distal end of the arm moves relative to the front of the vehicle relative to the base end. And swings. Since the steering wheel operation part is a part that receives the driver, it is desirable to be positioned at the center of the driver, but if the swing center of the arm is fixed, the steering wheel operation part draws an arc locus. And move in the vehicle width direction from the center position of the driver. Therefore, in the present invention, the steering handle is moved to the tip end side of the arm in the vehicle width direction so that the movement mechanism cancels the movement of the steering handle in the vehicle width direction due to the swinging of the arm. In this case, the moving mechanism only needs to move the steering handle so as to suppress the movement in the vehicle width direction without completely canceling the movement of the steering handle in the vehicle width direction due to the swing of the arm. .

  Therefore, even if the swing angle of the arm is increased, the driver can be satisfactorily received by the steering handle portion, and there are less restrictions on the arm design and the degree of freedom in design can be increased. The collision of the driver with the steering wheel in the present invention includes not only the collision of the driver directly with the steering wheel but also the collision with the steering wheel through an impact mitigation device such as an airbag. is there. For this reason, it is possible to increase the degree of freedom of design such as the swing angle and mounting angle of the arm while maintaining the performance of an impact mitigation device such as an airbag.

  Another feature of the present invention is to prevent the arm from swinging normally, and to allow the arm to swing while absorbing the collision energy when the driver is subjected to the collision energy to the steering wheel. The energy absorption device is provided.

  According to the present invention, the energy absorbing device absorbs the collision energy by swinging the arm during the secondary collision. In this case, even if the swing angle of the arm is increased by the moving mechanism, the driver can be satisfactorily received by the steering handle portion, so that the absorption stroke for absorbing the collision energy can be increased. Therefore, the degree of freedom in designing the arm can be increased while ensuring good collision energy absorption performance by the cooperation of the energy absorbing device and the moving mechanism.

  Another feature of the present invention is that the moving mechanism has an arcuate surface having the center of the operating portion of the steering handle as the arcuate center and a diameter in the arm forming direction, or a cross-section “く” bulged in the same direction as the arcuate surface. An arm fixing member that forms the character-shaped surface and connects the arm in a direction opposite to the bulging direction of the arc-shaped surface or the character-shaped surface, and the arc surface of the arm-fixing member or the character And a vehicle body fixing member fixed to the vehicle body to form a flat support surface that abuts the U-shaped surface and supports the arm fixing member so as to be swingable. Moving the portion toward the tip of the arm in the vehicle width direction.

  The present invention includes a vehicle body fixing member that is fixed to the vehicle body, and an arm fixing member that abuts against a flat support surface of the vehicle body fixing member. The arm fixing member is provided with an arc surface having the center of the operation portion of the steering handle as the arc center and having a diameter in the arm forming direction, or a cross-section “<” shape swelled in the same direction as the arc surface. The flat support surface on which the vehicle body fixing member is formed comes into contact with the "<"-shaped surface. The base end portion of the arm is connected to the arm fixing member in a direction opposite to the bulging direction of the arc surface or the “<” shape. Therefore, the arm fixing member swings on the flat surface of the vehicle body fixing member by changing the contact position between the arcuate surface of the arm fixing member or the "<" shape surface and the flat support surface of the vehicle body fixing member. Accordingly, the arm also swings. The arm fixing member may be formed integrally with the base end portion of the arm.

  Under normal conditions, the arm does not swing. When the driver collides with the steering wheel due to the collision of the vehicle, the arm is pushed forward of the vehicle, and the energy absorbing device absorbs the collision energy while allowing the arm to swing. The swinging of the arm is performed by swinging the arm fixing member on the flat support surface of the vehicle body fixing member. In this case, since the arc fixing surface of the arm fixing member is formed with the center of the operating portion of the steering handle as the center of the arc, if the arc surface swings on the flat support surface of the vehicle body fixing member, steering is performed. The center of the operating portion of the steering wheel moves straight in the forward direction of the vehicle body without moving in the vehicle body width direction along an arcuate locus.

  Further, in the case of an arm fixing member formed with a cross-section "<" shape instead of an arcuate surface, when the arm is pushed forward by a secondary collision, the flat support surface of the vehicle body fixing member is accordingly accompanied. The surface of the arm fixing member that abuts with (the cross-section "<"-shaped surface) is switched from one to the other. Thereby, the base end part of the arm moves to the arm front end part side in the vehicle width direction. Accordingly, the movement in the vehicle width direction due to the swing of the arm of the steering handle can be canceled out by the movement of the base end portion of the arm, and the movement in the vehicle width direction of the operation portion center of the steering handle can be reduced. .

  As a result, in the present invention, the driver can be firmly received by the steering wheel by controlling the movement locus of the steering wheel with a simple configuration. Therefore, there are few design restrictions, such as a rocking angle of an arm, an attachment angle, etc., and favorable collision energy absorption performance can be secured.

  According to another aspect of the present invention, the energy absorbing device absorbs energy by applying a frictional resistance to the movement of the belt when the arm fixing member swings, and a belt connected to one end of the arm fixing member. It is in having a resistor.

  In the present invention, a belt is connected to one end of the arm fixing member, and a frictional resistance is given to the movement of the belt by the swing of the arm fixing member by the resistor. Therefore, when a swinging force is applied to the arm fixing member due to the secondary collision, the belt is allowed to move while absorbing the collision energy by the frictional resistance of the resistor. In this case, a sufficient energy absorption stroke can be ensured, high collision energy absorption performance can be obtained, and implementation thereof is facilitated.

  In another aspect of the present invention, the moving mechanism includes an arm swing support that supports the base end of the arm so as to swing on the vehicle body, a swing detection sensor that detects the swing of the arm, An actuator that moves the arm swing support to the tip end side of the arm in the vehicle width direction when arm swing is detected.

  In the present invention, the arm having the steering handle at the tip is provided on the arm swing support so as to be swingable. Normally, the arm is prevented from swinging, but when a secondary collision occurs, the arm is pushed forward and swings. By this swinging, the energy absorbing device starts absorbing the collision energy. At the same time, the swing of the arm is detected by the swing detection sensor. When the swing of the arm is detected, the actuator moves the arm swing support to the tip end side of the arm in the vehicle width direction. Thus, the movement in the vehicle width direction due to the swing of the arm of the steering handle can be canceled by the movement of the arm swing support.

  In another aspect of the present invention, the moving mechanism includes an arm swing support that supports the base end of the arm so as to swing on the vehicle body, a swing detection sensor that detects the swing of the arm, An actuator for extending the arm when swinging of the arm is detected.

  In the present invention, the arm having the steering handle at the tip is provided on the arm swing support so as to be swingable. Normally, the arm is prevented from swinging, but when a secondary collision occurs, the arm is pushed forward and swings. By this swinging, the energy absorbing device starts absorbing the collision energy. At the same time, the swing of the arm is detected by the swing detection sensor. The actuator extends the arm when the swing of the arm is detected. Thereby, the movement in the vehicle width direction due to the swing of the arm of the steering wheel can be canceled by the extension of the arm.

Hereinafter, embodiments according to the steering operation device of the present invention will be described. First, the steering operation device as the first embodiment will be described.
FIG. 1 is a schematic perspective view showing a state in which the steering operation device according to the first embodiment is mounted on a vehicle, FIG. 2 is a front view of the steering operation device, FIG. 3 is a plan view of the steering operation device, and FIG. It is a side view of an operating device.

  The steering operation device includes a steering handle 10 that is steered by a driver, an arm 20 that supports the steering handle 10, and a support that fixes the arm 20 to the vehicle body and swings the arm 20 forward of the vehicle in a secondary collision. Part 30. In this steering operation device, a support portion 30 is housed in a center console SC provided in the center in the vehicle width direction, and the arm 20 is directed outward in the vehicle width from an opening SCH formed on the side surface in the vehicle width direction of the center console SC. It is extended. The steering handle 10 is fixed to the tip portion 21 of the arm 20 (hereinafter referred to as the arm tip portion 21).

  The steering handle 10 has a bearing 11 fixed to the arm tip 21, a spoke 12 connected to the tip of a shaft (not shown) rotatably provided on the bearing 11 and extending in the radial direction, and is fixed to the spoke 12 and operated. And a ring-shaped rim 13 serving as a user's operation unit. A cover 14 is provided at a connecting portion between the spoke 12 and the shaft of the bearing portion 11. The cover 14 houses an airbag (not shown) that is deployed when the vehicle collides.

  The steering operation device according to the present embodiment is applied to a steer-by-wire type steering device. A steering angle sensor (not shown) for detecting a steering angle is provided in the bearing portion 11, and the steering control device includes a steering angle. A detection signal is output. Moreover, you may provide the electric actuator for steering reaction force generation in the bearing part 11 as needed.

  The support portion 30 is connected to the base end portion 22 (hereinafter referred to as the arm base end portion 22) of the arm 20 and is fixed to the vehicle body in contact with the arm fixing member 40 having a crescent cross section and the arm fixing member 40. A vehicle body fixing member 50 and an energy absorbing device 60 that fixes the arm fixing member 40 to the vehicle body fixing member 50 and allows the arm fixing member 40 to swing while absorbing collision energy at the time of a secondary collision.

  The arm fixing member 40 is a plate-like body having a crescent shape in plan view and extending in the vehicle front-rear direction. The arm fixing member 40 and the vehicle body fixing member 50 are in contact with the arm base end portion 22. A circular arc surface 42 which is a contact surface is formed so as to face the vehicle width direction. As shown in FIG. 5, the arc shape of the arc surface 42 has a radius in the formation direction of the arm 20 with the center of the operation portion of the steering handle 10, that is, the center O of the ring-shaped rim 13 as the arc center point. Thus, it has an arc shape that draws an arc in the longitudinal direction of the vehicle. The arm side connection surface 41 is a flat surface in the present embodiment, but may be any surface that can connect the arm 20 toward the vehicle width outer side direction, and any shape can be adopted. In the present embodiment, the arm 20 and the arm fixing member 40 are formed and connected as separate members, but an arc surface similar to the arm fixing member may be formed integrally with the arm base end portion 22.

  The arm 20 is a columnar body whose vertical width is equal to the vertical width of the arm fixing member 40, and a base end portion 22 of the arm 20 is connected to the arm side connection surface 41 of the arm fixing member 40. Further, a through hole 23 into which an engagement pin 61 described later is inserted is formed in the arm base end portion 22 in the vertical direction.

  The vehicle body fixing member 50 is a plate-like body fixed to the vehicle body in the center console SC, and has a flat support surface 51 that abuts on the arc surface 42 of the arm fixing member 40 and supports the arm fixing member 40 so as to be swingable. Have. The flat support surface 51 is provided with a pair of upper and lower connecting pieces 52a and 52b protruding outward in the vehicle width direction. The connecting pieces 52a and 52b are for connecting the arm 20 via the arm fixing member 40, and have through-holes 53 formed in the vertical direction. The vertical width of the vehicle body fixing member 50 is larger than the width of the arm fixing member 40 by the vertical width of the pair of connecting pieces 52a and 52b. Therefore, a space for the arm fixing member 40 is secured between the connecting pieces 52a and 52b facing each other.

  The arm fixing member 40 is fitted between the facing connecting pieces 52a and 52b in a state where the arm base end portion 22 is connected. Then, the through hole 53 formed in the connecting pieces 52a and 52b and the through hole 23 formed in the arm 20 face each other on the same axis, and the engagement pin 61 is inserted into the through holes 23 and 53 to prevent the through holes 53 and 52b from coming off. To do. At this time, the end of the arm fixing member 40 on the vehicle rear side contacts the vehicle body fixing member 50. That is, the vehicle rear side end portion of the arc surface 42 of the arm fixing member 40 abuts on the flat support surface 51 of the vehicle body fixing member 50. Accordingly, the vehicle front side of the arc surface 42 of the arm fixing member 40 is separated from the flat support surface 51 of the vehicle body fixing member 50 in the vehicle width outward direction.

  Since the arm 20 is connected to the connecting pieces 52 a and 52 b of the vehicle body fixing member 50 via the engaging pin 61, the swinging motion is restricted by the engaging pin 61. Thus, the arm 20 is provided to extend toward the vehicle width outer side with the base end portion 22 connected to the vehicle rear side of the arm fixing member 40.

  The energy absorbing device 60 fixes the arm fixing member 40 to the vehicle body fixing member 50 in this state, and allows the arm fixing member 40 to swing while absorbing the collision energy at the time of a secondary collision. A pin 61, a front fixing belt 62, and a belt reel unit 70 are provided. The front fixing belt 62 has a belt shape, one end is connected and fixed to the front end of the arm fixing member 40 on the front side of the vehicle, and the other end is connected and fixed to the front end of the vehicle body fixing member 50 on the front side of the vehicle.

  The belt reel unit 70 is obtained by winding a belt-like belt 72 around a bobbin 71 and is fixed to a back surface 54 (an opposite surface of the flat support surface 51) of the vehicle body fixing member 50. Hereinafter, the back surface 54 is referred to as a belt reel mounting surface 54. The bobbin 71 is pivotally supported on the opposed surfaces of the U-shaped support frame 73. The support frame 73 is provided with a belt outlet portion 74. The belt outlet portion 74 is provided with a pinching portion 75 that presses the front and back surfaces of the belt 72 and applies a braking force by frictional resistance to the force with which the belt 72 is pulled out. The belt reel unit 70 is fixed to the belt reel mounting surface 54 of the vehicle body fixing member 50 in a state where the belt 72 is exposed from the clamping portion 75 by a predetermined length.

  As this clamping part 75, for example, as shown in FIG. 6 (A), the front and back surfaces of the belt 72 may be clamped by two clamping bodies 76a and 76b, or as shown in FIG. 6 (B). In addition, the belt 72 is meandered in an S shape using the fixed guides 77a and 77b so that the belt 72 is sandwiched between the guides 77a and 77b and the pressure member 77c. It can be arbitrarily configured. Further, a one-way mechanism may be provided so that a large frictional resistance acts only in the pulling direction so that the belt 72 can be freely rewound. For example, as shown in FIG. 6C, a one-way clamping unit can be configured by the swing cam 78a and the fixed plate 78b.

  The vehicle body fixing member 50 is formed with a belt insertion slit hole 55 for pulling out the leading end side of the belt 72 to the arm fixing member 40 side. The front end portion of the belt 72 exposed from the belt outlet portion 74 of the belt reel unit 70 is inserted into the belt insertion slit hole 55 and connected and fixed to the front end of the arm fixing member 40 on the vehicle rear side. Hereinafter, this belt 72 is referred to as a reel belt 72.

  The front fixing belt 62 and the reel belt 72 are provided with tension so that there is no slack in the state where the arm 20 is connected and fixed to the connecting pieces 52a and 52b of the vehicle body fixing member 50 by the engaging pins 61. Therefore, the arm 20 erected from the arm fixing member 40 in the vehicle width outward direction is stably fixed to the vehicle body fixing member 50 by the engagement pin 61, the front fixing belt 62, and the belt reel unit 70.

Next, the operation of this steering operation device will be described.
In the steering operation device, as described above, the arm 20 extends from the center console SC in the vehicle width outward direction, and the steering handle 10 is fixed to the arm tip portion 21. The driver turns the rim 13 of the steering handle 10 to perform a steering operation. At this time, the steering angle is detected by a steering angle sensor provided in the bearing portion 11, and the detection signal is output to the steering control device. The steering control device drives and controls a steered actuator (for example, an electric motor) based on the input steering angle signal to steer the steered wheels to a target rudder angle.

  When the vehicle collides, the driver moves to the front side of the vehicle due to the inertia and secondarily collides with the rim 13 of the steering handle 10. In this case, since the airbag is deployed at the same time, the driver collides with the steering handle 10 via the airbag. When the steering handle 10 is pushed forward by the driver, a rotational moment is applied to the arm 20. At this time, a force is applied to the arm fixing member 40 so that the arc surface 42 abuts on the flat support surface 51 of the vehicle body fixing member 50 and swings. Therefore, a large load is applied to the engagement pin 61 and the reel belt 72 that fix the arm 20 to the vehicle body fixing member 50.

  The engaging pin 61 is set in advance so as to be sheared when receiving a load assumed at the time of a secondary collision. Therefore, the engagement pin 61 is sheared by the secondary collision. As a result, the movement restriction of the arm fixing member 40 by the engagement pin 61 is released, and the remaining part is only restriction by the belt reel unit 70. The belt reel unit 70 is a resistance body due to the pulling frictional force of the reel belt 72 against the force with which the arm fixing member 40 tries to swing on the flat support surface 51 of the vehicle body fixing member 50. When a tensile load assumed at the time of collision is received, the magnitude of the frictional resistance is set in advance so that the tensile load acting on the reel belt 72 exceeds the frictional resistance.

  Therefore, at the time of the secondary collision, as shown in FIG. 5, the arm belt 40 is pulled out from the belt reel unit 70 against the frictional resistance, and the arm fixing member 40 is placed on the flat support surface 51 of the vehicle body fixing member 50. Swing. At this time, the arm 20 also swings forward of the vehicle. Thus, when the arm 20 swings forward of the vehicle, the driver absorbs the collision energy with which the driver collides with the steering handle 10 by the frictional resistance of the reel belt 72. When the reel belt 72 is pulled out for a predetermined length, the belt reel unit 70 is not pulled out further by a stopper (not shown). Therefore, the pull-out length of the reel belt 72 is the collision energy absorption stroke. At this time, the front fixing belt 62 bends as the arm fixing member 40 swings, and therefore does not hinder the arm fixing member 40 from swinging.

  Since the rim 13 of the steering handle 10 is a portion that receives the driver, it is desirable that the rim 13 is positioned at the center of the driver. However, if the swing center of the arm 20 is fixed, the center of the rim 13 of the steering handle 10 is fixed. The vehicle moves while drawing an arc locus and deviates in the vehicle width direction from the center position of the driver. Therefore, in the present embodiment, an arc surface 42 is formed on the arm fixing member 40 that fixes the arm 20, and the arm fixing member 40 is rocked on the flat support surface 51 of the vehicle body fixing member 50 using the arc surface 42. I try to move it. In this case, as shown in FIG. 5, the arc shape of the arc surface 42 is an arc having a diameter in the formation direction of the arm 20 with the center O of the rim 13 as the arc center point and an arc in the vehicle front-rear direction with a radius R It has a shape. Therefore, when the arm 20 swings, the straight line connecting the center O of the rim 13 and the contact point P between the arcuate surface 42 and the flat support surface 51 always moves in parallel to the front of the vehicle. The movement locus of O is a straight line toward the front of the vehicle.

  In this example, as the arm fixing member 40 swings (the arm 20 swings), the position of the arm base end portion 22 is moved outward in the vehicle width direction (arm tip portion 21 side in the vehicle width direction). Therefore, it can be said that the position of the center O of the rim 13 is not shifted in the vehicle width direction. That is, at the initial position before the secondary collision, the arm base end portion 22 is kept close to the vehicle body fixing member 50, and when the secondary collision is swung, the arm 20 is swung toward the inside of the steering wheel 10 in the vehicle width direction. The arm base end portion 22 is moved outward in the vehicle width direction by swinging the arm fixing member 40 so as to cancel the movement. Therefore, in the present embodiment, the arm fixing member 40 and the vehicle body fixing member 50 constitute the moving mechanism of the present invention.

  As described above, according to the steering operation device of the present embodiment, during the secondary collision, the center 20 of the rim 13 of the steering handle 10 is shifted in the vehicle width direction while the arm 20 is swung to absorb the collision energy. In this way, the driver can be received reliably. As a result, even with a cantilevered steering wheel, the swing angle of the arm 20 can be increased while ensuring the collision energy absorption performance, so the degree of freedom in arm design can be increased. Moreover, since it can implement by simple structure which forms the circular arc surface 42 in the arm fixing member 40, and rocks | arms the arm 20, an increase in cost can be suppressed. Further, since the collision energy is absorbed by using the frictional resistance when the reel belt 72 is pulled out, a sufficient energy absorption stroke can be ensured, high collision energy absorption performance can be obtained, and the implementation thereof is easy.

  As mentioned above, although the steering operation apparatus of this embodiment was demonstrated, this invention is not limited to the said embodiment, A various change is possible unless it deviates from the objective of this invention.

  For example, in the present embodiment, the collision energy is absorbed by the belt reel unit 70, but a resistor such as a damper may be provided instead. In this case, the engagement pin 61 is sheared at the time of the secondary collision, and then the damper is operated (extends or compresses) to swing the arm 20 while absorbing the collision energy.

  In this embodiment, the arm fixing member 40 having the arc surface 42 is used to cancel the movement of the steering handle in the vehicle width direction due to the swinging of the arm 20, but as shown in FIG. Instead of the circular arc surface, an arm fixing member 40 ′ having a bent surface with a cross-sectional shape of “<” can be used. The example shown in FIG. 7 is a modification in which the arm fixing member 40 of the first embodiment is changed to an arm fixing member 40 ', and the other configuration is the same as that of the first embodiment.

  In this modification, the arm fixing member 40 ′ is normally fixed by bringing the surface 42 a on the vehicle rear side of the “<”-shaped surface 42 ′ into contact with the flat support surface 51 of the vehicle body fixing member 50. At the time of the secondary collision, it swings to bring the surface 42 b of the “<”-shaped surface 42 ′ into contact with the flat support surface 51 of the vehicle body fixing member 50. At this time, since the arm base end portion 22 moves in the vehicle width outward direction with respect to the vehicle body fixing member 50, the movement of the steering handle 10 in the vehicle width inward direction due to the swing of the arm 20 can be canceled.

  In the previous embodiment, the swing of the arm fixing member 40 is used to cancel the movement of the steering handle 10 toward the inside of the vehicle width, but the arm 20 is moved using the actuator at the time of a secondary collision. You may make it move to a vehicle width outer side direction. FIG. 8 shows a schematic configuration of the steering operation device of the second embodiment as an example. In the figure, the same components as those of the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

  In the steering operation device of the second embodiment, as shown in FIG. 8, an arm swing support member 100 that supports the arm 20 so as to be swingable, and the arm swing support member 100 is slid in the vehicle width direction. A vehicle body fixing member 110 that is supported and fixed to the vehicle body, and an actuator 120 that slides the arm swing support member 100 outward in the vehicle width at the time of a secondary collision are provided.

  Furthermore, an energy absorbing device 130 that prevents the arm 20 from swinging with respect to the arm swing support member 100 and that allows the arm 20 to swing during a secondary collision and absorbs collision energy is provided. The energy absorbing device 130 prevents the arm 20 from swinging in a normal state, breaks in a secondary collision and allows the arm 20 to swing, and provides a braking force against the arm swing. And a resistor 132 for giving.

As the blocking member 131, a pin or the like that is sheared by the swinging force of the arm can be used as in the first embodiment. Further, the resistance of the resistor 132 may be given by the belt system employed in the first embodiment, using a sliding friction such as a metal plate, using a deformation of the metal plate, or a braking force by a damper. Various configurations such as those utilizing the above can be adopted. Further, the friction resistance against the rotational movement of the connecting shaft portion 101 that connects the arm base end portion 22 to the arm swing support member 100 may be set.
The blocking member 131 may not be provided as long as the resistor 132 can prevent the arm from swinging at normal times.

  Further, in the steering operation device of the second embodiment, a swing detection sensor 140 that detects that the arm 20 starts swinging against the braking of the energy absorbing device 130 is provided. For example, a limit switch whose contact is turned on by swinging the arm 20 can be used. Further, the shearing of the blocking member 131 may be detected as a change in electrical resistance. Moreover, the collision sensor which act | operates an airbag can also be used.

  Further, as the actuator 120, for example, as shown in FIG. 8, a gas cylinder device 120 that is operated by nitrogen gas generated by the inflator 121 may be used. The gas cylinder device 120 includes a cylinder main body 122, a piston 123 slidably provided in the cylinder main body 122, an operating rod 124 connected to the piston 123, and an inflator 121 for supplying nitrogen gas to the cylinder chamber. The operating rod 124 is connected to the back surface of the arm swing support member 100 and the cylinder body 122 is fixed to the vehicle body fixing member 110.

  The inflator 121 is ignited by the output signal of the swing detection sensor 140 that detects the swing of the arm 20 to instantaneously generate nitrogen gas and supply it to the cylinder body 122. Therefore, when the arm 20 swings due to the secondary collision, the piston 123 moves forward in the cylinder body 122 and extends the operating rod 124. As a result, the arm swinging support member 100 is moved outward in the vehicle width direction. This moving distance is set to be approximately the same as the distance that the position of the steering handle 10 (the position of the center O of the rim 13) moves in the vehicle width inward direction when the arm 20 swings by a predetermined angle.

  Accordingly, also in the second embodiment, the arm 20 is swung to absorb the collision energy, and the center O of the rim 13 of the steering handle 10 is not shifted in the vehicle width direction, so that the driver is reliably received. be able to. As a result, even with a cantilevered steering wheel, the degree of freedom in arm design can be increased while ensuring collision energy absorption performance.

  Next, a steering operation device according to a third embodiment will be described. FIG. 9 shows a schematic configuration of the steering operation device of the third embodiment. In the figure, the same components as those in the first embodiment and the second embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The steering operation device according to the third embodiment includes an extendable arm 150. The arm 150 includes a rectangular cylindrical inner arm 151 that connects the steering handle 10 and a rectangular cylindrical outer arm 152 that is slidable with respect to the inner arm 151. The outer arm 152 is swingably provided on an arm swing support member 160 fixed to the vehicle body. Further, the steering operation device prevents the arm 20 from swinging with respect to the arm swing support member 160, and allows the arm swing during the secondary collision and absorbs the collision energy, and the arm 150 has energy. The absorber 130 includes a swing detection sensor 140 that detects the start of swinging against braking. As the energy absorbing device 130 and the swing detection sensor 140, those similar to those of the second embodiment can be used.

  Further, in the third embodiment, an actuator 120 that extends the arm 150 is provided. As the actuator 120, for example, the gas cylinder device 120 used in the second embodiment can be used. In this case, the cylinder body 122 is fixed to the outer peripheral surface of the outer arm 152, and the operating rod 124 is extended in parallel with the arm 150 toward the arm tip side. Then, the connecting piece 153 provided on the outer peripheral surface of the inner arm 151 is connected to the tip of the operating rod 124. Accordingly, in the arm 150, the relative positional relationship between the inner arm 151 and the outer arm 152 is determined according to the position of the operating rod 124, and by extending the operating rod 124, the position of the tip portion moves in the vehicle width outward direction. .

  In the third embodiment, when the arm 150 swings due to the secondary collision, the inflator 121 is ignited by the output signal of the swing detection sensor 140 to instantaneously generate nitrogen gas and supply it into the cylinder body 122. Therefore, the piston 123 moves forward in the cylinder body 122 and extends the rod 124. As a result, the inner arm 151 moves relative to the outer arm 152 in the vehicle width outward direction. This moving distance is set to be approximately the same as the distance by which the position of the steering handle 10 (the position of the center O of the rim 13) moves in the vehicle width inward direction when the arm 150 swings by a predetermined angle.

  Accordingly, also in the third embodiment, the arm 150 is swung to absorb the collision energy, and the center O of the rim of the steering handle 10 is not displaced in the vehicle width direction, so that the driver can be reliably received. Can do. As a result, even with a cantilevered steering wheel, the degree of freedom in arm design can be increased while ensuring collision energy absorption performance.

  In the second embodiment and the third embodiment described above, the position of the steering handle 10 is moved by detecting the swing of the arm 20 (150) by the swing detection sensor 140 and operating the inflator 121. However, a swing angle detection sensor for detecting the swing angle of the arm is provided, and the position of the steering handle 10 is moved by drivingly controlling an actuator comprising a motor feed screw mechanism based on the detected swing angle. Also good.

  For example, in the second and third embodiments, a swing angle detection sensor is provided instead of the swing detection sensor 140, and a motor feed screw mechanism including an electric motor and a feed screw mechanism is provided as the actuator 120. In the second embodiment, the sliding movement amount of the arm swing support member 100 in the vehicle width direction is controlled based on the detected swing angle. In the third embodiment, the extension amount of the arm 150 is controlled based on the detected swing angle. In this case, a control circuit is provided for controlling the rotation of the electric motor based on the detected swing angle. According to this, the center position of the steering handle 10 can be accurately arranged so as not to shift in the vehicle width direction.

1 is a schematic perspective view illustrating a state in which a steering operation device according to a first embodiment is mounted on a vehicle. It is a front view of the steering operation device concerning a 1st embodiment. It is a top view of the steering operation device concerning a 1st embodiment. It is a side view of the steering operation device concerning a 1st embodiment. It is a top view for operation explanation of a steering operation device concerning a 1st embodiment. It is principle explanatory drawing of the pinching part of the steering operation apparatus which concerns on 1st Embodiment. It is a top view for operation | movement explanation of the arm fixing member of the steering operation apparatus concerning a modification. FIG. 10 is a plan view also used for explaining the operation of the steering operation device according to the second embodiment. It is a top view which shared operation | movement description of the steering operation apparatus concerning 3rd Embodiment. It is operation | movement explanatory drawing of the steering operation apparatus for demonstrating a subject.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Steering handle, 11 ... Bearing part, 12 ... Spoke, 13 ... Rim, 20 ... Arm, 21 ... Arm tip part, 22 ... Arm base end part, 30 ... Support part, 40, 40 '... Arm fixing member, 41 ... arm side connecting surface, 42 ... arc surface, 42 '... "" -shaped surface, 50 ... body fixing member, 51 ... flat support surface, 60 ... energy absorbing device, 61 ... engaging pin, 62 ... forward fixing Belt 70, belt reel unit 71, bobbin, 72 reel belt, 73 support frame, 74 belt outlet, 75 pinching portion, 76a, 76b pinching body, 77a, 77b guide, 77c Pinching body, 77a, 77b ... fixed guide, 78b ... fixed plate, 78a ... swing cam, 100 ... arm swing support member, 110 ... body fixing member, 120 ... gas cylinder device (actuator), 130 ... energy -Absorber 131 ... Blocking member 132 ... Resistor 140 ... Swing detection sensor 150 ... Arm 151 ... Inner arm 152 ... Outer arm 160 ... Arm rocking support member O ... Center P ... Contact R ... radius, SC ... center console.

Claims (6)

In a steering apparatus including an arm supported in a vehicle width direction with a base end portion supported by a vehicle body, and a steering handle provided at a distal end portion of the arm,
When a secondary collision of the driver with the steering handle due to a vehicle collision occurs, the steering handle is pushed to support the arm so that the arm swings forward of the vehicle. A steering operation device comprising: a moving mechanism for moving the steering handle toward the distal end side of the arm in the vehicle width direction so as to cancel the movement of the steering handle in the vehicle width direction.   It is provided with an energy absorbing device that prevents the arm from swinging in a normal state and allows the arm to swing while absorbing the collision energy when the driver collides with the steering handle. The steering operation device according to claim 1, wherein The moving mechanism is
A circular arc surface having a diameter in the direction of formation of the arm with the center of the operation portion of the steering handle as the center of the arc, or a cross-section “<” shape that swells in the same direction as the arc surface is formed. An arm fixing member that couples the arms in a direction opposite to the direction of the bulge of the ""
A vehicle body fixing member that is fixed to the vehicle body by forming a flat support surface that abuts against the arcuate surface or the "<" shape of the arm fixing member so as to support the arm fixing member in a swingable manner. The steering operation device according to claim 2, wherein the base end portion of the arm is moved toward the tip end portion side of the arm in the vehicle width direction by swinging the fixing member.   The energy absorbing device includes a belt connected to one end of the arm fixing member, and a resistor that absorbs energy by applying a frictional resistance to the movement of the belt when the arm fixing member swings. The steering operation device according to claim 3, wherein The moving mechanism is
An arm swing support that supports the base end of the arm so as to swing on the vehicle body;
A swing detection sensor for detecting the swing of the arm;
The steering operation according to claim 2, further comprising: an actuator that moves the arm swing support to the tip end side of the arm in the vehicle width direction when swing of the arm is detected. apparatus. The moving mechanism is
An arm swing support that supports the base end of the arm so as to swing on the vehicle body;
A swing detection sensor for detecting the swing of the arm;
The steering operation device according to claim 2, further comprising an actuator that extends the arm when swinging of the arm is detected.

Images