JP2014104785A - Support device for steering column - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attain a structure which can smoothly displace a steering wheel 1 anteriorly at a secondary collision.SOLUTION: A steering column 4a is supported through a support bracket 38 by an engaging capsule 21b supported by and fixed to a vehicle body 15 using bolts or studs, thereby enabling forward displacement by impact load at a secondary collision. In an undersurface of the engaging capsule 21b, a reinforcement part 40 made thicker around a nut screwed to a striking head of the bolt or the stud is provided.

Description

  In the present invention, the steering column is displaced forward with respect to the vehicle body so as to enable the forward displacement of the steering wheel while absorbing the impact energy applied to the steering wheel from the driver's body in the event of a collision. The present invention relates to an improvement of a support device for a steering column for supporting (detachment).

  As shown in FIG. 6, the steering device for giving a steering angle to the steered wheels transmits the movement of the steering wheel 1 to the steering gear unit via the steering shaft 2 and gives the steered angles to the left and right steered wheels 3. I try to do it. In order to protect the driver, it is necessary for such a steering device to have a structure in which the steering wheel 1 is displaced forward while absorbing impact energy in the event of a collision. That is, in the case of a collision accident, a secondary collision in which the driver's body collides with the steering wheel occurs following a primary collision in which the automobile collides with another automobile or the like. In order to reduce the impact load applied to the driver's body during the secondary collision and to protect the driver, the steering column supporting the steering wheel is moved forward of the secondary collision with respect to the vehicle body. It has been conventionally known and widely practiced to be supported so as to be disengaged forward by an impact load on the surface, for example, as described in Patent Document 1.

  FIGS. 7 to 8 show a steering apparatus including a steering column support apparatus that has been widely known, although it is different from the structure described in Patent Document 1. The steering device includes a tilt / telescopic mechanism that can adjust the vertical position and the front / rear position of the steering wheel 1 in accordance with the physique and driving posture of the driver, and further includes an electric power steering device. The steering device has a steering shaft 2 in which a steering wheel 1 is fixed to a rear end portion (right end portion in FIG. 7. The front-rear direction is represented by the front-rear direction of the vehicle. The same applies to the entire specification and claims). A steering column 4 that rotatably supports the steering shaft 2, a steering force assisting device (assist device) 5 for applying an assisting torque to the steering shaft 2, and rotation of the steering shaft 2. And a steering gear unit 7 for displacing (pushing and pulling) the tie rods 6 and 6.

  Among these, the steering shaft 2 is configured by combining the inner shaft 8 and the outer shaft 9 so as to be able to transmit a rotational force and to allow relative displacement in the axial direction. The inner shaft 8 and the outer shaft 9 are displaced relative to each other in the axial direction so that the front and rear positions of the steering wheel 1 can be adjusted, and the entire length of the steering shaft 2 is shortened in the event of a collision.

  The steering column 4 is formed by externally fitting the front end side portion of the outer column 11 to the rear end side portion of the inner column 10 so as to allow relative displacement in the axial direction, and the front / rear position of the steering wheel 1 can be adjusted. In addition, in the event of a collision accident, the overall length is shortened together with the steering shaft 2. A front end portion (left end portion in FIG. 7) of the inner column 10 is coupled and fixed to a rear end surface of the gear housing 12 constituting the steering force assisting device 5. The inner shaft 8 is inserted into the gear housing 12, and the front end portion of the inner shaft 8 is coupled to the input shaft constituting the steering force assisting device 5. Further, the front end portion of the output shaft 13 which is connected to the input shaft via a torsion bar and also constitutes the steering force assisting device 5 is protruded from the front end surface of the gear housing 12.

  Of the inner and outer columns 10 and 11 constituting the steering column 4, the inner column 10 disposed on the front side is formed on a part of the vehicle body 15 by the lower bracket 14 via the gear housing 12. It is supported. Further, the lower bracket 14 has the gear housing around the tilt shaft 16 disposed in the width direction (in this specification and claims, “width direction” is the width direction of the vehicle body on which the steering device is installed). 12 is swingably supported.

  On the other hand, of the inner and outer columns 10 and 11 constituting the steering column 4, the outer column 11 arranged on the rear side is a support bracket described in the claims at the front end portion. The bracket 17 is supported by a part of the vehicle body 15. The upper bracket 17 is supported so as to be detached (dropped) forward when a strong impact directed forward is applied to the vehicle body 15.

  For this purpose, as shown in FIG. 8, mounting plate portions 19, 19 project to the side of the steering column 4 at the upper end portions of a pair of left and right support plate portions 18, 18 constituting the upper bracket 17. The mounting notches 20 and 20 are provided in the mounting plate portions 19 and 19 so as to open at the rear end edges of the mounting plate portions 19 and 19. The locking capsules 21 and 21 fixed to the vehicle body 15 are locked to the both locking notches 20 and 20 by bolts or studs (not shown). Each of the locking capsules 21 and 21 has engaging grooves 22 and 22 for engaging the left and right side edges of the locking notches 20 and 20 on the left and right side surfaces, respectively, and bolts (not shown) in the center. Alternatively, the through holes 23 for inserting the studs are respectively formed.

  In the event of a collision accident, a large impact load directed forward is applied to the steering column 4 from the driver's body via the steering wheel 1 and the steering shaft 2. The steering shaft 2 and the steering column 4 tend to reduce the overall length while absorbing impact energy. As a result, the upper bracket 17 tends to be displaced forward together with the steering column 4 (outer column 11), whereas both the locking capsules 21 and 21 remain in the same position together with the bolts. As a result, both the locking capsules 21 and 21 are allowed to come out rearward from the both locking notches 20 and 20, and the steering wheel 1 is allowed to be displaced forward.

  Further, the outer column 11 is supported by the upper bracket 17 so as to be movable in the front-rear direction and the vertical direction so that the front-rear position and the vertical position of the steering wheel 1 can be adjusted. For this purpose, a pair of sandwiched portions 24, 24 are formed on the lower surface of the front end portion of the outer column 11 so as to be separated from each other integrally with the outer column 11. Further, longitudinally long holes 25, 25 that are long in the front-rear direction are formed at positions where the both sandwiched portions 24, 24 are aligned with each other. Further, a portion of each of the support plate portions 18 and 18 that is aligned with each other and that is aligned with a portion of the front and rear direction long holes 25 and 25 in the front and rear direction is a vertically long slot that is long in the vertical direction 26 and 26 are formed. And in the state which clamped both said clamping parts 24 and 24 with a pair of support plate parts 18 and 18 which comprise the said upper bracket 17, both the said longitudinal direction long holes 25 and 25 and both the said vertical direction long holes An adjustment nut 28 is screwed into the other end of the adjustment bolt 27 inserted through one of the holes 26 and 26 from one side to the other side (right to left in FIG. 8). The adjustment nut 28 is rotatable by an adjustment lever 29.

  Therefore, if the adjusting nut 28 is rotated based on the operation of the adjusting lever 29 and the distance between the adjusting nut 28 and the head 30 of the adjusting bolt 27 is changed, the outer column 11 is connected to the upper bracket 17. The outer column 11 can be fixed to the inner column 10 or fixed by changing the distance between the sandwiched plate portions 24, 24. Can be canceled. In the state where the distance between the adjustment nut 28 and the head 30 is widened, the outer bolt 27 can be displaced inside the front and rear long holes 25 and 25 within the range (telescopic adjustment range). By moving the column 11 back and forth (relative displacement with respect to the inner column 10), the front and back position of the steering wheel 1 can be adjusted. Further, the steering column 4 is moved up and down within a range (tilt adjustment range) in which the adjustment bolt 27 can be displaced inside the two vertical holes 26 and 26 to adjust the vertical position of the steering wheel 1. Yes. At this time, the steering column 4 is oscillated and displaced in the vertical direction around the tilt shaft 16.

  Further, the front end portion of the output shaft 13 constituting the steering force assisting device 5 is connected to the rear end portion of the intermediate shaft 32 via a universal joint 31. Further, the input shaft 34 of the steering gear unit 7 is connected to the front end portion of the intermediate shaft 32 via another universal joint 33. The steering gear unit 7 includes a rack and a pinion (not shown), and the input shaft 34 is coupled to the pinion. The rack that meshes with the pinion has both tie rods 6 and 6 connected to both ends thereof, and by pushing and pulling both the tie rods 6 and 6 based on the axial displacement of the rack, the steering wheel A desired steering angle is given to 3 (see FIG. 6). Further, the steering force assisting device 5 applies an assist torque with a predetermined magnitude in a predetermined direction to the output shaft 13 via the worm speed reducer by the electric motor 35.

  The steering device having the conventional structure as described above relieves the impact caused by the secondary collision by reducing the total length of the steering shaft 2 and the steering column 4 at the time of the secondary collision. Specifically, at the same time as the total length of both the members 2 and 4 is shortened, the upper bracket 17 that supports the steering column 4 is disengaged forward from the engaging portion with the vehicle body 15, and the total length of the steering column 4 is reduced. Is allowed to shrink. Thereby, the impact applied to the body of the driver colliding with the steering wheel 1 is alleviated.

  In order to further enhance the protection of the driver at the time of the secondary collision with the shock absorbing steering device as described above, it is desired to improve the following points. That is, as shown in FIG. 7, the steering column 4 is installed so as to be inclined downward as it goes forward, and the upper bracket 17 is also parallel to the steering column 4 and downward as it goes forward. It is installed in an inclined state. For this reason, at the time of the secondary collision, both the mounting plate portions 19 and 19 are displaced obliquely forward and downward, and the both locking capsules 21 and 21 are pulled out from the both locking notches 20 and 20.

  On the other hand, the direction of the load applied to the steering wheel 1 from the driver's body at the time of the second collision is almost straight ahead (parallel to the road surface, the vehicle is horizontal) even if it slightly changes depending on the driver's physique and driving posture. If it is on the road, it will be in the horizontal direction). Therefore, the direction in which the locking notches 20 and 20 of the both mounting plate portions 19 and 19 come out of the both locking capsules 21 and 21 and the direction of the impact load applied to the upper bracket 17 at the time of the secondary collision. Deviation occurs between the two. This deviation becomes larger when the lower bracket 14 is displaced rearward along with the primary collision. As a result, a torsional force is applied to the engaging portion between the locking capsules 21 and 21 and the upper bracket 17. Both the locking capsules 21 and 21 are made of a material that is slippery with respect to a metal plate such as a steel plate constituting the mounting plate portions 19 and 19 such as a soft resin such as a synthetic resin or an aluminum alloy. Accordingly, when a force in the twisting direction is applied to the both locking capsules 21, 21, the locking capsules 21, 21 are damaged such as cracks, and the both locking capsules 21, 21 are locked. There is a possibility that separation from the notches 20 and 20 becomes unstable, and impact energy at the time of the secondary collision cannot be absorbed stably.

  On the other hand, it is conceivable to increase the rigidity of the locking capsule by simply increasing the thickness of the locking capsule to prevent the locking capsule from being damaged by the twisting force. However, as shown in FIG. 9, generally, an ignition case 36 containing a steering lock device or the like is supported and fixed near the rear end of the steering column 4a (outer column 11a). For this reason, when the thickness of the locking capsule 21a is simply increased, it is screwed onto the upper front end surface of the ignition case 36 and the head 37 or the stud 37 of the bolt 37 that supports and fixes the locking capsule 21a to the vehicle body 15. There is a possibility that the outer column 11a may be prevented from being displaced forward while reducing the overall length of the steering column 4a due to interference (collision) with the nut.

JP 2009-154817 A

  The present invention has been invented to realize a steering column support device capable of stably absorbing impact energy at the time of a secondary collision in view of the above-described circumstances.

The steering column support device of the present invention includes a steering column, a support bracket, a locking notch, and a locking capsule.
Of these, the steering column supports a steering shaft rotatably inside.
The support bracket supports the steering column and is displaced forward together with the steering column at the time of a secondary collision.
The locking notch is formed in the support bracket, and a rear end edge side of the support bracket is opened.
In addition, the locking capsule is supported and fixed on the vehicle body (including a vehicle body side bracket that is supported and fixed in a state where it is not displaced forward in the event of a secondary collision with respect to the vehicle body). While being engaged with the notch, both side portions of the lower end are positioned below the support bracket at both sides of the engagement notch.
Then, in a state where a part of the locking capsule is positioned inside the locking notch, the locking capsule and the support bracket are torn based on, for example, an impact load applied during the secondary collision. By coupling with a coupling member, the steering column is supported to the vehicle body so that it can be detached forward by an impact load applied during a secondary collision.

In particular, in the case of the steering column support device of the present invention, the locking capsule is supported and fixed to the vehicle body by a bolt or a stud inserted through a through hole provided in the central portion of the locking capsule. And, in the lower surface of the locking capsule, a portion including at least both sides in the width direction of the portion surrounding the nut screwed to the head of the bolt or the stud is provided with a reinforcing portion having a thickened portion. Provide.
When carrying out the present invention as described above, preferably, as in the invention described in claim 2, the upper half portion of the locking capsule is provided with a flange portion protruding forward from the lower half portion.
When the present invention as described above is implemented, the steering column is supported by the support bracket as in the conventional steering column support device as in the third aspect of the present invention. For this purpose, a saddle-like member can be arranged below the steering column. Specifically, the support bracket includes an attachment plate portion provided on the upper portion and a pair of support plate portions depending downward from the attachment plate portion. Then, the intermediate portion of the steering column is sandwiched between these two support plate portions, and further, a force in a direction to reduce the interval between the two support plate portions is applied by a hook-like member existing below the steering shaft. Thus, the steering column is supported.

  According to the steering column support device of the present invention configured as described above, a structure capable of stably absorbing impact energy at the time of a secondary collision can be realized. That is, in the case of the structure of the present invention, at least the width of the portion surrounding the nut screwed to the head of the bolt or the stud for supporting and fixing the locking capsule to the vehicle body on the lower surface of the locking capsule. Reinforcing portions in which the portions are thickened are provided on both sides in the direction. Thereby, the intensity | strength and rigidity of the said part can be made high, and it can prevent that damages, such as a crack, arise by the force of the twist direction added to the engaging part with a support bracket to the said latching capsule. Further, since the reinforcing portion is provided in a portion surrounding the nut screwed to the bolt head or the stud, even if the head or nut does not protrude from the lower surface of the locking capsule or protrudes temporarily. The amount of protrusion can be reduced. For this reason, by providing the reinforcing part, the gap (the amount of vertical displacement) between the ignition case supported on the intermediate part of the steering column and the head or nut becomes narrow, and these two members interfere with each other. Can be prevented. As a result, it is possible to stably disengage the locking capsule from the locking notch provided in the support bracket and to displace the steering column forward, and to stably absorb the impact energy at the time of the secondary collision.

The side view which shows the 1st example of embodiment of this invention. Similarly, a plan view (A) showing the locking capsule taken out, a side view (B) showing the state seen from below (A), and a bottom view (C) showing the state seen from below (B) And the rear view (D) which shows the state seen from the right side of (A). Similarly, XX sectional drawing of FIG. The figure similar to FIG. 2 which shows the 2nd example of embodiment of this invention. The figure similar to FIG. 2 which shows the 3rd example. 1 is a schematic perspective view showing an example of a steering device mounted on a vehicle. The schematic side view which shows an example of the steering device provided with the support apparatus for steering columns of the conventional structure. YY sectional view of FIG. The side view for demonstrating the problem of the conventional steering device.

[First example of embodiment]
1 to 3 show a first example of an embodiment of the present invention corresponding to claims 1 to 3. The feature of the present invention, including this example, is that the locking capsules 21b and 21b are smoothly separated from the locking notches 20a and 20a in the event of a secondary collision, and the impact energy is stably absorbed. The point is to make it possible.

  In the steering column 4b of this example, the front end side portion of the outer column 11b arranged on the rear side is fitted on the rear end side portion of the inner column 10a arranged on the front side so as to allow relative displacement in the axial direction. The steering shaft 2 having the steering wheel 1 fixed to the rear end thereof is rotatably supported on the inside thereof. The steering column 4b is shortened along with the steering shaft 2 in the event of a collision.

  The inner column 10a is supported by a lower bracket 14 on a part of the vehicle body 15 via a gear housing 12a so as to be swingable and displaceable about a tilt shaft 16. On the other hand, the outer column 11b is supported at its intermediate portion with respect to the vehicle body 15 by a support bracket 38, and the support bracket 38 is subjected to a strong impact directed forward on the vehicle body 15. In such a case, it is supported so as to be separated forward. For this purpose, a mounting plate portion 19a is provided at the upper end portion of the pair of left and right support plate portions 18a, 18a constituting the support bracket 38, with both end portions protruding to the side of the steering column 4b. The locking notches 20a and 20a are provided at two positions in the width direction of the plate portion 19a so as to open at the rear end edge of the mounting plate portion 19a. The locking capsules 21b and 21b are locked to the both locking notches 20a and 20a, respectively. Both the locking capsules 21b and 21b are supported and fixed to the vehicle body 15 by bolts or studs 37a and 37a inserted through through holes 39 and 39 provided in the respective central portions. The locking capsules 21b and 21b are respectively formed with engaging grooves 22 and 22 for engaging the left and right side edges of the locking notches 20a and 20a on the left and right sides, respectively. Yes. Accordingly, in a state where the both locking capsules 21b and 21b are engaged with the both locking notches 20a and 20a, both side portions of the lower ends of the both locking capsules 21b and 21b are positioned at both the locking notches 20a and 20a. Are located below the mounting plate 19a.

  In the case of this example, a reinforcing portion 40 is provided on the lower surface of both the locking capsules 21b, 21b at the portion surrounding the nut 37 screwed into the head of the bolt 37a inserted through the through hole 39 or the stud 37a, The part is thick. In a state where the steering column support device is assembled, the head or nut sinks into a recess surrounded by the reinforcing portion 40. In addition, the upper half of the locking capsules 21b and 21b is provided with a flange 41 that projects forward from the lower half, and the locking capsules 21b and 21b are supported and fixed to the vehicle body 15. The upper surfaces of the locking capsules 21b and 21 including the upper surface of the flange portion 41 are in contact with the vehicle body 15.

  Further, the outer column 11b is supported to be displaceable in the vertical direction with respect to the support bracket 38 so that the vertical position of the steering wheel 1 can be adjusted. For this purpose, a supported bracket 42 is provided on the lower surface of the front end portion of the outer column 11b by expanding the front end portion of the outer column 11b downward. And through-holes 44 and 44 are respectively formed in the mutually aligned portions of the pair of left and right side wall portions 43 and 43 of the supported bracket 42. Also, vertically long holes 26a and 26a that are long in the vertical direction are formed in the support plate portions 18a and 18a of the support bracket 38, respectively. Then, the both side wall portions 43, 43 are sandwiched between the support plate portions 18a, 18a constituting the support bracket 38, and the both through holes 44, 44 and the two vertical direction through holes 26a, 26a are patented. The rod 45 which is a bowl-shaped member described in the claims is inserted. A nut 46 is screwed onto the tip of the rod 45 (the right end in FIG. 3), and then a portion of the rod 46 is caulked and deformed to prevent the nut 46 from loosening. On the other hand, between the head 47 of the rod 45 and one of the support plate portions 18a, 18a (the left side in FIG. 3) support plate portion 18a, the drive side cam 48 and the driven side cam. 49 is provided. Of these, the drive side cam 48 can be rotated by the adjusting lever 29a.

  When adjusting the vertical position of the steering wheel 1, the adjusting lever 29 a is rotated downward to reduce the axial dimension of the cam device 50, and the support plate portions 18 a and 18 a are connected to the both side walls. The force holding the parts 43 and 43 is released. In this state, the vertical position of the steering wheel 1 can be adjusted within a range in which the rod 45 can be displaced in the vertical holes 26a, 26a. After adjusting the steering wheel 1 to a desired position, the adjusting lever 29a is turned upward to increase the axial dimension of the cam device 50, and the both side wall portions are supported by the support plate portions 18a and 18a. 43, 43 is strongly suppressed. Thus, the steering wheel 1 is held at the adjusted position.

  In the case of this example as described above, during the secondary collision, the locking capsules 21b and 21b are detached from the locking notches 20a and 20a and the steering column 4b (outer column 11b) is displaced forward. It can be performed smoothly and the impact energy can be absorbed stably. That is, in the case of this example, by providing the reinforcing portions 40 and 40 on the lower surfaces of the both locking capsules 21b and 21b, the both locking capsules 21b and 21b are made thicker. Strength and rigidity are increased. For this reason, regardless of the force in the twisting direction applied to the engaging portion between the locking capsules 21b and 21b and the support bracket 38, it is possible to prevent these locking capsules 21b and 21b from being damaged such as cracks. As a result, both the locking capsules 21b and 21b can be smoothly detached from the locking notches 20a and 20a.

  In particular, in the case of the present example, the rod 45 serving as an input portion to the support bracket 38 of the impact load applied at the time of a secondary collision, as in a general steering column support device that has been conventionally implemented, It is provided below the steering column 4b. The impact load transmitted from the steering wheel 1 to the steering column 4b (outer column 11b) through the steering shaft 2 (outer shaft 9) during the secondary collision is the side wall of the supported bracket 42 provided at the front end of the outer column 11b. Based on the frictional engagement of the abutting portions between the outer side surfaces of the portions 43 and 43 and the inner side surfaces of the support plate portions 18a and 18a, the through holes 44 and 44 of the side wall portions 43 and 43 are further provided. Based on the abutment between the inserted rod 45 and the two vertically elongated holes 26a, 26a, the signal is input to the support bracket 38. That is, at the time of a secondary collision, the support plate portions 18a and 18a are pushed forward based on the frictional engagement, and the rod 45 strongly pushes the front inner edges of the vertical slots 26a and 26a. . As a result, the support bracket 38 has the friction engagement portion or the rod 45 as a force point (input portion), and the engagement portion between the support bracket 38 and the locking capsules 21a and 21a as a fulcrum. At 1, a clockwise moment is shocked. In the case of this example, the distance between the rod 45 and the engaging portion between the locking capsules 21b and 21b and the support bracket 38 is longer than when the rod is provided on the upper side of the steering column. Therefore, the force in the twisting direction applied to the engaging portion is increased. For this reason, the damage prevention effect of both the locking capsules 21b and 21b by providing the reinforcing portion 40 can be obtained more remarkably.

  Further, in the case of this example, the reinforcing portions 40 and 40 as described above are provided in the lower surface of the locking capsule 21b around the head of the bolt 37a or the nut screwed to the stud 37a. Yes. These heads or nuts do not protrude from the lower surface of the locking capsule 21b in a state where the heads or nuts sink into the recesses surrounded by the reinforcing portions 40, 40. For this reason, by providing both the reinforcing portions 40, 40, it is possible to prevent the gap between the ignition case 36 supported and fixed to the portion near the rear end of the outer column 11b and the head or nut from becoming narrow. Therefore, it is possible to prevent the ignition case 36 and the nut screwed to the head of the bolt 37a or the stud 37a from interfering with each other during a secondary collision, and the outer column 11b can be smoothly displaced forward. It is done. As a result, it is possible to stably absorb the impact energy during the secondary collision.

  In the case of this example, a hook 41 protruding forward from the lower half is provided in the upper half of the locking capsules 21b, 21b, and the locking capsules 21b including both the hooks 40 are provided. 21b are in contact with the vehicle body 15. For this reason, in the secondary collision, the stress caused by the twisting force applied to both the locking capsules 21b and 21b is dispersed, and this also causes damage such as cracks in the both locking capsules 21b and 21b. Can be prevented.

[Second Example of Embodiment]
FIG. 4 shows a second example of an embodiment of the present invention corresponding to claims 1 and 3. In the case of this example, in the lower surface of the locking capsule 21c, the portion surrounding the nut (see FIGS. 1 and 3) screwed to the head of the bolt 37a or the stud 37a has a twisting direction force during the secondary collision. Reinforcing portions 40a and 40a are provided only on both side portions in the width direction that are easily concentrated. Further, the collar portion 41 as shown in the first example of the embodiment described above is omitted.
Since the structure and operation of the other parts are the same as in the case of the first example of the embodiment described above, the description and illustration of the duplicated parts are omitted.

[Third example of embodiment]
FIG. 4 shows a third example of an embodiment of the present invention corresponding to claims 1 to 3. In the case of this example, an inclined surface portion 51 that is inclined downward as it goes forward is provided on the rear end surface of the locking capsule 21d. As a result, the steering wheel 1 (see FIG. 1) can be smoothly displaced forward to alleviate the impact load applied to the driver's body that has collided with the steering wheel 1, thereby enhancing the protection of the driver in the event of a collision accident. Can be planned. That is, when a force larger than the force by which the support plate portions 18a and 18a restrain the side wall portions 43 and 43 (see FIG. 3) acts on the rod 45 from the outer column 11b (see FIG. 1), the outer column 11b Along with the forward change, an impact load directed forward is applied to the support bracket 38. As a result, the locking capsule 21d comes out of the notches 20b and 20b, and the supporting force of the outer column 11b with respect to the vehicle body 15 is lost. Then, the outer column 11b is displaced forward while being displaced upward. Further, such upward displacement is caused by the fact that the rod 45 is formed on the support plate portions 18a and 18a before the engagement of the locking capsule 21d and the locking notches 20b and 20b is released. It is also caused by rising along the vertical holes 26a, 26a. In any case, when the outer column 11b is displaced forward with the upper column 11b displaced upward, the upper front end surface of the ignition case 36 (see FIG. 1) supported and fixed to the rear end of the outer column 11b, and the locking There is a possibility of interference (collision) with the rear end surface of the capsule 21d. Particularly in the case of this example, since the thick reinforcing portion 40b is provided on the lower surface of the locking capsule 21d, the interference is likely to occur.

In the case of this example, since the inclined surface portion 51 is provided on the rear end surface of the locking capsule 21d, when the upper front end surface of the ignition case 36 and the rear end surface of the locking capsule 21d collide, The column 11 b is displaced forward and downward along the inclined surface portion 51. At this time, the displacement direction of the outer column 11a is gradually changed according to the shape of the inclined surface portion 51 (the displacement direction of the outer column 11a approaches the horizontal direction). As a result, the impact load applied to the body of the driver who collided with the steering wheel 1 can be reduced, and the driver can be fully protected in the event of a collision. Further, in order to prevent interference between the locking capsule 21d and the ignition case 36, it is not necessary to restrict the positional relationship between these members 21d, 36 (separate in the vertical direction), and the steering column support The degree of freedom in device design can be improved.
Since the structure and operation of the other parts are the same as in the case of the first example of the embodiment described above, the description and illustration of the overlapping parts are omitted.

The structure of the present invention is not limited to the structure in which the support bracket is supported with respect to the vehicle body at two positions in the width direction as in each example of the above-described embodiment, but is supported with respect to the vehicle body at only one position in the width direction central portion. It can be applied to the structure to be used.
The present invention is not limited to a steering column support device having a tilt mechanism for adjusting the vertical position of the steering wheel as shown in FIG. 1, but only a telescopic mechanism for adjusting the front-rear position. Alternatively, a steering column support device including both of these mechanisms, and further, a steering wheel position fixing type steering column support device that does not include both of these mechanisms may be used.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering shaft 3 Steering wheel 4, 4a, 4b Steering column 5 Steering force auxiliary device 6 Tie rod 7 Steering gear unit 8 Inner shaft 9 Outer shaft 10, 10a Inner column 11, 11a, 11b Outer column 12, 12a Gear housing DESCRIPTION OF SYMBOLS 13 Output shaft 14 Lower bracket 15 Car body 16 Tilt shaft 17 Upper bracket 18, 18a Support plate part 19, 19a Mounting plate part 20, 20a Locking notch 21, 21a-21d Locking capsule 22 Engaging groove 23 Through-hole 24 Covered Holding portion 25 Longitudinal hole 26, 26a Vertical hole 27 Adjustment bolt 28 Adjustment nut 29, 29a Adjustment lever 30 Head 31 Universal joint 32 Intermediate shaft 33 Universal joint 34 Input shaft 35 Electric motor 36 Igni Case 37, 37a Bolt or stud 38 Support bracket 39 Through hole 40, 40a, 40b Reinforcement part 41 Hook part 42 Supported bracket 43 Side wall part 44 Through hole 45 Rod 46 Nut 47 Head part 48 Drive side cam 49 Drive side cam 50 Cam device 51 Inclined surface

Claims (3)

A steering column for rotatably supporting the steering shaft inside,
A support bracket that supports the steering column and is displaced forward together with the steering column in a secondary collision;
A locking notch formed on the support bracket and opened on the rear edge side of the support bracket;
A locking capsule in which both ends are locked to the locking notch while being supported and fixed to the vehicle body, and both lower end side portions are positioned below the supporting bracket at both sides of the locking notch. With
By combining the locking capsule and the support bracket with a part of the locking capsule positioned inside the locking notch, the steering column is added to the vehicle body during a secondary collision. In a support device for a steering column that is supported by an impact load so that it can be detached forward,
The locking capsule is supported and fixed to the vehicle body by a bolt or a stud inserted through a through hole provided in a central portion of the locking capsule. A support device for a steering column, wherein a reinforcing portion having a thickened portion is provided at a portion including at least both sides in the width direction of a portion or a portion surrounding a nut screwed to the stud.   The steering column support device according to claim 1, wherein a hook portion protruding forward from the lower half portion is provided in the upper half portion of the locking capsule.   The support bracket has a mounting plate portion provided at an upper portion and a pair of support plate portions hanging downward from the mounting plate portion, and sandwiching an intermediate portion of the steering column by the both support plate portions. The steering column is supported by applying a force in a direction to reduce a distance between the two support plate portions by a flange-like member existing below the steering shaft. The steering column support device according to any one of the above.

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