JP2010089612A - Shock absorbing type steering column device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shock absorbing type steering column device reducing bottom abutment shock load in a secondary collision and more reducing shock applied to a body of a driver. <P>SOLUTION: This shock absorbing type steering column device 10 includes a fixed bracket 1 fixed to a vehicle body side and a skid bracket 2 slidable together with the fixed bracket 1 to absorb shock during the secondary collision by sliding of the fixed bracket 1 and the skid bracket 2. At least two or more sliding grooves 41a and 41b having different sliding resistance force are provided on sliding surfaces of the fixed bracket 1 and the skid bracket 2. In the process of stroke, the sliding resistance force is changed to be increased. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

At the time of a car collision, a so-called secondary collision in which the driver collides with the steering wheel due to inertia occurs following a so-called primary collision in which the car collides with other automobiles or buildings.
Therefore, in order to suppress the impact received by the driver during the secondary collision and to protect the life of the driver, a shock absorbing steering shaft and a shock absorbing steering column device are widely used (for example, patents). References 1-3).

As such an impact absorption type steering column device, for example, a steering column 101 as shown in FIGS. 16 and 17 is known (see, for example, Patent Document 1).
In the steering column 101, a steel plate upper bracket 106 is welded to the upper portion (right side in FIG. 16) of the column tube 102, and a steel plate coupler 114 is welded to the lower portion (left side in FIG. 16). It is produced by.

  The upper bracket 106 is fixed to a pair of left and right aluminum capsules 107 that are bolted to the vehicle body 103 via resin pins. Further, the coupler 114 is fixed to a lower bracket (support bracket) 108 made of a steel plate bolted to the vehicle body 103 via a bolt 112 and a washer 113 with a predetermined frictional force. A weld nut 118 to which the bolt 112 is screwed is fixed to the coupler 114.

As shown in FIG. 17, the lower bracket 108 is formed with a locking piece 109 facing downward, and the locking piece 109 is provided with a pair of left and right locking portions 110, 110.
On the other hand, the coupler 114 has through holes 117 at the front ends of both side walls, and steel movable pins 120 are inserted and joined to the through holes 117. A pair of holding pieces 115 are formed at the rear end of the coupler 114 toward the inside, and holding holes 116 are formed in the holding pieces 115 respectively.

  As shown in FIG. 17, the wire 121 mounted between the lower bracket 108 and the steering column 101 has a base 122 formed by bending a plastic steel wire (metal wire) into a U-shape at the center. , And a pair of left and right deforming portions 123 and 123 integrally coupled to the base portion 122.

  As shown in FIG. 16, the wire 121 extends forward from the locking piece 109, and then a folded portion 124 formed in the middle of the wire 121 is arranged around the front side of the movable pin 120. It is folded back toward the rear of 120, and the front end is assembled so as to pass through the holding hole 115.

Thus, when the driver collides with a steering wheel (not shown) due to a vehicle collision, a large impact load acts on the steering column 101 via the steering shaft 105.
Then, the upper bracket 106 and the aluminum capsule 107 are separated from each other, and the coupler 114, the bolt 112, and the washer 113 overcome the frictional force between the upper bracket 106 and the lower bracket 108, and come out from the U-shaped notch 111 to the front. Is separated from the vehicle body 103.

  When the steering column 101 separated from the vehicle body 103 moves obliquely forward (in the direction of the arrow in FIG. 16), the base portion 122 of the wire 121 is locked to the locking piece 109 of the lower bracket 108, so that the deforming portion 123. Are absorbed around the movable pin 120 and absorb impact energy by plastic deformation.

At this time, since the material of the wire 121 is a steel wire, it can be easily bent even if the moving direction of the steering column 101 is slightly deviated, and since the wire 121 is installed in the coupler 114, the steering When the column 101 moves away from the vehicle body 103, the deformation portion 123 can be prevented from rising and the ironing load can be stabilized.
As a result, the impact applied to the driver's body is alleviated and the driver is protected.

Japanese Patent Laid-Open No. 11-165543 Japanese Patent No. 3738200 Japanese Patent No. 3174266

  Here, in general, the impact load in the secondary collision is a function of the shock absorbing stroke. However, when the impact load is constant with respect to the stroke, it is generated at the end of the stroke as shown in FIG. There is a problem that the maximum value of the impact load (hereinafter referred to as a bottoming impact load) increases.

  Accordingly, an object of the present invention is to solve the above-described problems, and to provide an impact-absorbing steering column device that reduces a bottom impact load in a secondary collision and further alleviates an impact applied to a driver's body. is there.

The above object of the present invention can be achieved by the following constitution.
(1) An impact that includes a first member that is fixed to the vehicle body side and a second member that is slidable with the first member, and that absorbs an impact during a secondary collision by sliding of the first and second members. An absorption-type steering column device,
Comprising at least two or more sliding portions having different sliding resistance forces on the sliding surfaces of the first and second members;
An impact-absorbing steering column device that changes so that the sliding resistance increases during the impact-absorbing stroke.
(2) The shock absorbing steering column apparatus according to (1), wherein the at least two or more sliding portions have different groove widths formed on the sliding surface.
(3) The shock absorbing steering column apparatus according to (1), wherein the at least two or more sliding portions have different rigidity.
(4) The shock absorbing steering column device according to (1), wherein the at least two or more sliding portions have different surface textures or surface shapes.

  According to the shock absorbing type steering column device of the present invention, since the sliding surfaces of the first and second members that slide relative to each other are provided with at least two or more sliding portions having different sliding resistance forces, the shock absorbing stroke partway. The impact load can be changed by this, and thereby the bottoming impact load can be reduced.

  Hereinafter, a tilt / telescopic steering column apparatus according to each embodiment of the present invention will be described with reference to the drawings.

<First Embodiment>
FIG. 1 is a perspective view of the steering column device according to the first embodiment, FIG. 2 is an exploded perspective view of the steering column device according to the first embodiment, and FIG. 3 is III-III in FIG. It is sectional drawing of a line.

  A steering column device 10 according to the first embodiment is configured with a fixed bracket 1, a skid bracket 2, and a column housing 3 that supports a steering shaft (not shown) as main components, and is tilted and fixed to a vehicle obliquely forward. The

  As shown in FIG. 3, the fixing bracket 1 is fixed to the vehicle body VB by bolts BT, and has a pair of arm portions 1a and 1a on the front side of the vehicle (the back side in FIG. 1). Further, a pair of inclined surfaces 1d and 1e inclined in the same direction are formed so as to be connected to the lower end surfaces 1b and 1c of the fixed bracket 1, respectively. A skid bracket 2 is attached below the fixed bracket 1 as described later.

  A plurality of sliding grooves 41 constituting an impact force absorbing mechanism 20 to be described later are formed on the lower surface 1g of the fixed bracket 1 in the left-right direction (vehicle width direction) along the longitudinal direction of the fixed bracket 1 (vehicle front-rear direction). Are formed at equal intervals.

  As shown in FIGS. 1 and 2, the skid bracket 2 has an inverted U-shaped cross-sectional shape in which support plates 2 b and 2 b are attached to both side edges of the top plate 2 a. Overhanging portions 2c and 2c extending in opposite directions are formed on the upper outer sides of the support plates 2b and 2b. Two overhang portions 2c are provided for one support plate 2b, have a substantially right triangle shape when viewed in the axial direction of the column housing 3 described later, and are superposed. The support plates 2b and 2b are respectively formed with elongated hole-shaped tilt holes 2d and 2d extending vertically.

  In addition, a plurality of sliding projections 43 constituting an impact force absorbing mechanism 20 described later are formed on the upper surface 2e of the skid bracket 2 corresponding to the sliding grooves 41 formed on the lower surface 1g of the fixed bracket 1. The lower surface 1g of the fixed bracket 1 and the upper surface 2e of the skid bracket 2 constitute a sliding surface 40, and the sliding projection 43 and the sliding groove 41 constitute a sliding portion.

  A cylindrical column housing 3 is arranged so as to be enclosed in the fixed bracket 1. An attachment portion 3a is formed on the vehicle housing front side of the column housing 3, and the attachment portion 3a is attached to the arm portions 1a and 1a of the fixing bracket 1 via bolts LBT and LBT. Further, an elongated telescopic hole 3 b extending in the axial direction is formed below the column housing 3. In the column housing 3, a steering shaft (not shown) to which a steering wheel (not shown) (not shown) is attached is rotatably supported by a bearing (not shown). The column housing 3 is configured to be freely contractible in the axial direction.

  In FIG. 2, a trapezoidal columnar fixing piece 7 as a pressing member is formed between a pair of tapered surfaces 7a and 7a that extend in the longitudinal direction and approach each other toward the upper side, and the tapered surfaces 7a and 7a. Bolt holes 7b and 7b are provided.

Here, the attachment aspect with respect to the fixed bracket 1 of the skid bracket 2 is demonstrated.
In FIG. 3, the left projecting portion 2c is fitted into a wedge-shaped space formed by the end lower surface 1b and the inclined surface 1d of the fixed bracket 1 with two thin friction plates 8 and 8 bent in an angle shape interposed. At this time, the space formed by the right overhanging portion 2c, the end lower surface 1c of the fixing bracket 1 and the inclined surface 1e has a trapezoidal shape when viewed in the direction of FIG. Therefore, in the state in which the two thin friction plates 8 and 8 bent in an angle shape are wound around the right overhanging portion 2c in FIG. One side of 7a contacts the lower surface of the overhang | projection part 2c via the friction plates 8 and 8, and the other of the taper surface 7a contacts the inclined surface 1e. In this state, the skid bracket 2 is attached to the fixed bracket 1 by inserting the bolts BT and BT into the bolt holes 7 b and 7 b and screwing them into the screw holes 1 f and 1 f of the fixed bracket 1. Thereafter, the lever shaft 4 that is rotationally driven by a lever (not shown) is inserted through the tilt hole 2 b, the telescopic hole 3 b, the tilt hole 2 b, and the cam member 5 and screwed into the nut 6.

  When the bolts BT and BT which are adjusting means are tightened, the fixing piece 7 approaches toward the fixing bracket 1, and the tapered surfaces 7a and 7a press the lower surface of the overhang portion 2c and the inclined surface 1e with a strong force. At this time, the fixing piece 7 is pushed in the horizontal direction by the reaction force from the inclined surface 1e, whereby the lower surface of the overhanging portion 2c is strongly pressed, and a high frictional force is generated between the two, and the fixing bracket 1 In contrast, the skid bracket 2 can be supported with high rigidity. Therefore, the driver can operate the steering wheel supported with high rigidity, and can obtain a good drive feeling.

  Next, the telescopic tilt adjustment mechanism of the steering column device 10 will be described. When the operator turns a lever (not shown) in the forward direction, the lever shaft 4 rotates integrally. When the lever shaft 4 rotates, the cam member 5 rotates simultaneously. When the cam member 5 rotates in the forward direction, the axial force of the lever shaft 4 is loosened, so that the surface pressure between the column housing 3 and the support plates 2b and 2b of the skid bracket 2 decreases, and both can move relative to each other. .

  In this state, the telescopic tilt adjustment can be performed by displacing the position of the lever shaft 4 relative to the tilt holes 2d, 2d and the telescopic hole 3b. At this time, the column housing 3 is tilted about the axes of the bolts LBT and LBT that connect the mounting portion 3a of the column housing 3 and the arms 1a and 1a of the fixed bracket 1.

Next, the shock absorbing mechanism of the steering column device of the present invention will be described.
The shock absorbing mechanism 20 includes a sliding groove 41 formed on the lower surface 1g of the fixed bracket 1 and a sliding protrusion 43 formed on the upper surface 2e of the skid bracket 2 disposed to face the lower surface 1g of the fixed bracket 1. Composed.

  The plurality of sliding grooves 41 have a narrow groove width at a substantially central portion in the longitudinal direction of the fixed bracket 1. FIG. 4 is a partial perspective view of the impact absorbing mechanism showing the lower surface 1g of the fixing bracket 1 facing upward in the drawing, and FIG. 5 is a schematic view of the sliding portion. As shown in FIGS. 4 and 5, when the groove width d1 in the rear groove portion 41a of the sliding groove 41 and the groove width d2 in the front groove portion 41b are set, d1> d2, and the skid bracket 2 is moved. The groove width decreases in the direction from rear to front.

  The sliding protrusion 43 formed on the upper surface 2e of the skid bracket 2 is set to be substantially equal to or slightly smaller than the groove width d1 of the rear groove 41a so that the sliding resistance acts on the side wall constituting the rear groove 41a. Has been.

  According to the steering column apparatus 10 of the present invention configured as described above, an impact force is generated along the direction A shown in FIG. 1 from the steering wheel on which the driver's body has collided through the steering shaft during the secondary collision. When input, the column housing 3 is pushed to the front side of the vehicle with a strong force. According to the present embodiment, when the impact force at this time exceeds a predetermined value, the frictional force is overcome, so that the overhang portions 2c and 2c of the skid bracket 2 are end portions of the fixed bracket substantially parallel to the axis of the steering shaft. The sliding starts while being guided with respect to the lower surfaces 1c and 1b, the inclined surface 1d, and the one-side inclined surface 7a of the fixed piece 7. At this time, since the column housing 3 is contracted by the expansion / contraction mechanism, the movement of the skid bracket 2 is not hindered. The friction member 8, which is a means for adjusting the frictional force, is provided with a coating having a predetermined coefficient of friction on the surface, so that the skid bracket 2 can be stably slid. The overhanging portions 2 c and 2 c may be brought into direct contact with the end lower surfaces 1 c and 1 b and the inclined surface 1 d of the fixing bracket and the one-side inclined surface 7 a of the fixing piece 7 without providing the friction member 8.

  Further, since the fixing piece 7 is attached to the fixing bracket 1 using the bolts BT and BT, the impact force for starting the sliding of the skid bracket 2 is arbitrarily set by adjusting the tightening force of the bolts BT and BT. be able to.

  When the skid bracket 2 starts to slide, a sliding protrusion 43 formed on the upper surface 2e of the skid bracket 2 is formed on the lower surface 1g of the fixed bracket 1 on the sliding surface 40 between the fixed bracket 1 and the skid bracket 2. It moves in the sliding groove 41. Since the groove width of the sliding groove 41 is reduced in the middle of the moving direction of the sliding protrusion 43, the sliding resistance force in the front groove portion 41b is configured to be larger than the sliding resistance force in the rear groove portion 41a.

  As shown in FIG. 6, first, the sliding protrusion 43 moves in the rear side groove 41a while slidingly contacting the wall part of the rear side groove part 41a, and then forwards while sliding on the wall part of the front side groove part 41b. The impact energy is absorbed by the sliding resistance force of the rear side groove part 41a and the front side groove part 41b.

  FIG. 7 is a graph showing the shock absorption characteristics in the first embodiment. As the skid bracket 2 moves, the impact energy is absorbed by the rear groove portion 41a in the initial stage of the stroke, and then the impact energy of a larger impact energy is increased by the front groove portion 41b having a sliding resistance greater than that of the rear groove portion 41a. It is shown that the impact load is changed in two stages during the stroke by the rear side groove portion 41a and the front side groove portion 41b, and as a result, the bottoming impact load is reduced.

  As described above, in the first embodiment, since the sliding groove 41 including the rear groove 41a and the front groove 41b, which have different sliding resistances from the sliding protrusion 43, is provided, the conventional structure shown in FIGS. 16 and 17 is used. As compared with the shock absorbing steering column apparatus 101, the bottom impact shock load can be reduced. Further, by changing the distance between the rear groove portion 41a and the front groove portion 41b, the impact energy absorption stroke can be arbitrarily set.

  Further, in the region A surrounded by the dotted line in FIG. 5, the surface of the sliding groove 41 is softened with a resin coating or the like, so that the skid bracket 2 can begin to slide smoothly during the secondary collision.

FIG. 8 shows a schematic diagram of impact energy absorbing means as a modification of the shock absorbing steering column device of the first embodiment.
In the present modification, the sliding groove 51 is formed of a rear side groove part 51a, an intermediate groove part 51b, and a front side groove part 51c in the moving direction of the sliding protrusion 43. When the respective groove widths are d3, d4, and d5, d3>d4> d5 is established, and the groove width is reduced from the rear side to the front side. Therefore, the sliding resistance in the sliding groove 51 increases in order from the rear side groove part 51a to the intermediate groove part 51b and the front side groove part 51c.

  FIG. 9 is a graph showing the shock absorption characteristics in this modification. As the skid bracket 2 moves, the impact energy is absorbed by the rear groove 51a at the initial stage of the stroke, and then the impact energy is absorbed by the intermediate groove 51b having a larger sliding resistance than the rear groove 51a. Further, a larger impact elbow is absorbed by the front groove 51c having a sliding resistance greater than that of the intermediate groove 51b. The rear groove 51a, intermediate groove 51b, and front groove 51c change the impact load in three stages in the middle of the stroke as shown in FIG. 9, and as a result, the bottoming impact load is reduced. ing.

  In this modification, three sliding portions having different groove widths are provided. However, four or more sliding portions may be provided, and the groove width is changed as a method of varying the sliding resistance force. Not limited to this, the rigidity of the groove may be changed, the surface texture such as the surface roughness may be changed, or the surface shape may be changed.

  Next, an impact absorption type steering column apparatus according to a second embodiment of the present invention will be described.

  FIG. 10 is a cross-sectional view of the steering column device according to the second embodiment.

  In the present embodiment, as shown in FIG. 10, the steering shaft 11 includes a cylindrical upper shaft 11a that is rotatably supported on the steering column 12 by a bearing 13 and a bearing 14, and the cylindrical upper shaft. The intermediate shaft 11b is slidable by spline fitting or the like with respect to 11a. Therefore, at the time of telescopic sliding, the steering column 12 and the upper shaft 11a can move together with the bearings 13 and 14 in the axial direction.

  A part of the steering column 12 is housed in a column housing 15 fixed to the vehicle body side by a support bracket (not shown), and a cylindrical shape is formed between the inner peripheral surface of the column housing 15 and the outer peripheral surface of the steering column 12. An iron bush 16 is fitted.

  Specifically, a cylindrical iron bush 16 is fitted into the inner peripheral surface of the column housing 15, and the bush 16 has a flange 16 a that is folded back by caulking or the like at the end of the column housing 15. ing. Further, in the present embodiment, the impact absorbing mechanism 20 is configured by a slidable steering column 12 and a bush 16, and a sliding surface 80 is configured by the outer peripheral surface 12 a of the steering column 12 and the inner peripheral surface 16 b of the bush 16. The flange portion 16 a is engaged with the end edge of the column housing 15, thereby preventing the bush 16 from being caught.

  In this embodiment, as shown in FIG. 11, two sliding portions having different friction coefficients are provided on the outer peripheral surface 12a of the steering column 12, and the friction coefficient of the front sliding portion 81a is μ1, and the rear side When the friction coefficient of the sliding portion 81b is μ2, the configuration is such that μ1 <μ2.

  Hereinafter, the operation of the shock absorbing steering column apparatus 10A of the second embodiment will be described. When the driver has a secondary collision with the steering wheel due to the collision of the vehicle, a large impact load acts on the steering column 12 via the steering shaft 11, and the steering column 12 moves relative to the bush 16.

  At this time, on the sliding surface 80, the front side sliding portion 81a of the outer peripheral surface 12a of the steering column 12 first slides on the inner peripheral surface 16b of the bush 16, and then the front side sliding portion 81a causes friction. The rear sliding portion 81b having a large coefficient also slides on the inner peripheral surface 16b of the bush 16, and the impact energy is absorbed by the sliding resistance force of the front sliding portion 81a and the rear sliding portion 81b.

  FIG. 12 is a graph showing shock absorption characteristics in the shock absorption type steering column apparatus of the second embodiment. As the steering column 12 moves, the impact energy is absorbed by the front side sliding portion 81a at the initial stage of the stroke, and subsequently, the rear side sliding portion 81b having a sliding resistance larger than that of the front side sliding portion 81a. The larger impact energy is absorbed, and the impact load changes in two stages in the middle of the stroke due to the front side sliding portion 81a and the rear side sliding portion 81b, and as a result, the bottoming impact load is reduced. It is shown.

  As described above, in the second embodiment, the front side sliding portion 81a and the rear side sliding portion 81b having different sliding resistances are provided by changing the friction coefficient of the outer peripheral surface 12a of the steering column 12, so that FIG. As compared with the conventional shock-absorbing steering column apparatus 101 shown in FIG. 17, the bottom impact load can be reduced. Further, by changing the lengths of the front side sliding part 81a and the rear side sliding part 81b, the impact energy absorption stroke can be arbitrarily set. In addition, you may form the sliding part from which sliding resistance differs by changing the friction coefficient of the internal peripheral surface 16b of the bush 16. FIG.

FIG. 13 is a schematic diagram of impact energy absorbing means as a first modification of the impact absorbing steering column apparatus of the second embodiment.
In this modification, the sliding part is formed of a front side sliding part 82a, an intermediate sliding part 82b, and a rear side sliding part 82c. When the respective friction coefficients are μ3, μ4, and μ5, the friction coefficients increase so that μ3 <μ4 <μ5. Accordingly, the sliding resistance in the sliding portion 82 increases from the front sliding portion 82a to the intermediate sliding portion 82b and the rear sliding portion 82c.

  FIG. 14 is a graph showing shock absorption characteristics in the present modification. As the steering column 12 moves, the impact energy is absorbed by the lower sliding portion 82a at the initial stage of the stroke, and subsequently, larger by the intermediate sliding portion 82b having a higher sliding resistance than the lower sliding portion 82a. The impact energy is absorbed, and a larger impact elbow is absorbed by the rear sliding portion 82c having a sliding resistance greater than that of the intermediate sliding portion 82b. Due to the lower sliding portion 82a, the intermediate sliding portion 82b, and the rear sliding portion 82c, as shown in FIG. 14, the impact load changes in three stages during the stroke, and as a result, the bottoming impact load is reduced. Has been shown to do.

  In this modification, three sliding parts having different friction coefficients are provided. However, four or more sliding parts may be provided, and the friction coefficient may be changed as a method of varying the sliding resistance force. Not limited to this, the rigidity of the groove may be changed, the surface texture such as the surface roughness may be changed, or the surface shape may be changed.

  In FIG. 15, as a second modification of the shock absorbing steering column device 10 </ b> A of the second embodiment, instead of the rear side sliding portion 81 b, plastic deformation is caused by sliding on the upper side of the outer peripheral surface 12 a of the steering column 12. The plastic deformation portion 81b ′ having the uneven shape to be formed may be formed. Also, other shapes such as splines and knurled eye transfer can be adopted.

  The shock absorption type steering column device of the present invention is not limited to the configuration of the shock absorption type steering column device 10 or 10A in each of the above embodiments, but can take various forms based on the spirit of the present invention. Needless to say.

It is a perspective view of the shock absorption type steering column apparatus of a 1st embodiment of the present invention. It is a disassembled perspective view of the shock absorption type steering column apparatus in FIG. It is the III-III sectional view taken on the line of FIG. FIG. 2 is a partial perspective view of an impact absorbing mechanism showing a lower surface of a fixed bracket of the impact absorbing steering column device in FIG. It is a schematic diagram of the sliding part which comprises the shock absorption type steering column apparatus of FIG. It is explanatory drawing explaining the impact absorption by the impact absorption type steering column apparatus of FIG. 1, (a) is a state in which a sliding protrusion exists in a back side groove part, (b) is a state in which a sliding protrusion exists in a front side groove part. is there. It is a graph which shows the shock absorption characteristic of the shock absorption type steering column apparatus of FIG. It is a schematic diagram of the sliding part of the modification of 1st Embodiment. It is a graph which shows the shock absorption characteristic of the shock absorption type steering column apparatus of FIG. It is sectional drawing of the shock absorption type steering column apparatus of 2nd Embodiment of this invention. It is a schematic diagram of the sliding part which comprises the shock absorption type steering column apparatus of FIG. It is a graph which shows the shock absorption characteristic of the shock absorption type steering column apparatus of FIG. It is a schematic diagram of the sliding part of the 1st modification of 2nd Embodiment. It is a graph which shows the shock absorption characteristic of the shock absorption type steering column apparatus of FIG. It is a schematic diagram of the sliding part of the 2nd modification of 2nd Embodiment. 1 is a side view of an impact absorption type steering column device described in Patent Document 1. FIG. It is a principal part disassembled perspective view of the impact energy absorption means in FIG. It is a graph which shows the shock absorption characteristic of the shock absorption type steering column apparatus of FIG.

Explanation of symbols

1 Fixing bracket (first member)
2 Skid bracket (second member)
3 Column housing 10, 10A Shock absorbing steering column device 12 Steering column (second member)
16 Bush (first member)
20 Shock absorbing mechanism 40, 80 Sliding surface 41, 51 Sliding groove 43 Sliding protrusion

Claims (4)

A shock-absorbing steering system comprising a first member fixed to the vehicle body side and a second member slidable with the first member and absorbing a shock during a secondary collision by sliding of the first and second members. A column device,
Comprising at least two or more sliding portions having different sliding resistance forces on the sliding surfaces of the first and second members;
An impact-absorbing steering column device that changes so that the sliding resistance increases during the impact-absorbing stroke.   2. The shock absorbing steering column apparatus according to claim 1, wherein the at least two sliding portions have different groove widths formed on a sliding surface.   The shock absorbing steering column apparatus according to claim 1, wherein the at least two or more sliding portions have different rigidity.   The shock absorbing steering column apparatus according to claim 1, wherein the at least two sliding portions have different surface textures or surface shapes.

Images