JP2017074884A - Lock capsule for steering column support device and steering column support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a structure which can further stably absorb an impact load at a secondary collision.SOLUTION: A reinforcement part 43 is arranged at a width end of a rear end face of one lock capsule 21a which is arranged outside a width direction of one support plate part 18a which is high in rigidity with respect to the width direction out of a pair of support plate parts 18a, 18b. A block part arranged at a rear part of the reinforcement part 43 blocks a lock groove formed at a width internal side face so as not to be opened at a rear end face.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a locking capsule for supporting a steering column with respect to a vehicle body via a support bracket so that the steering column can be detached forward by an impact load applied during a secondary collision, and a steering column incorporating the locking capsule. The present invention relates to an improvement of a support device.

  As shown in FIG. 10, 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 alleviate the impact on the driver's body during the secondary collision and protect the driver, the steering column supporting the steering wheel is moved forward with respect to the vehicle body due to the secondary collision. It has been conventionally known and widely practiced to be detachably supported forward by an impact load of, for example, as described in Patent Document 1.

  FIGS. 11 to 12 show a steering apparatus that is different from the structure described in Patent Document 1, but includes a steering column support apparatus that has been widely known. 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. 11. The front-rear direction is represented by the front-rear direction of the vehicle. The same applies throughout the present 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. 11) of the inner column 10 is coupled and fixed to a rear end surface of the gear housing 12 that constitutes 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. 12, mounting plate portions 19, 19 project to the side of the steering column 4 at the upper end portions of the 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). The locking capsules 21 and 21 have locking grooves 22 and 22 for engaging both side portions in the width direction of the locking notches 20 and 20 on both side surfaces in the width direction. The through holes 23 for inserting bolts or 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 the impact load. As a result, the upper bracket 17 tends to be displaced forward together with the steering column 4 (outer column 11), whereas the locking capsules 21 and 21 remain in the same position together with the bolts or studs. . 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 slit 46 is provided on the lower surface of the front end portion of the outer column 11 so as to extend in the front-rear direction, and a pair of sandwiched portions 24, 24 are provided at portions sandwiching the slit 46 from both sides in the width direction. . Long longitudinal 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 part of the support plate portions 18 and 18 is aligned with each other, and a part of the both longitudinal direction long holes 25 and 25 is aligned with a part of the longitudinal direction of the longitudinal direction. , 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 The adjustment nut 28 is screwed onto the other end of the adjustment bolt 27 that is inserted from one side to the other side (from right to left in FIG. 12). 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 can be released by changing the distance between the sandwiched portions 24 and 24. . 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. 10). 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 the shock absorbing steering device as described above, the locking capsules 21 and 21 are further detached from the upper bracket 17 at the time of the secondary collision in order to further enhance the protection of the driver at the time of the secondary collision. There is room for improvement in terms of stable operation. This point will be described with reference to FIGS. 13 to 15 in addition to FIG. When an impact load is applied from the steering wheel 1 to the steering column 4 (outer column 11) via the steering shaft 2 (outer shaft 9) at the time of a secondary collision, the outer peripheral surface of the adjustment bolt 27 and the front sides of the vertical elongated holes 26, 26 Due to the engagement with the edge, the steering column 4 tends to be displaced upward (the steering wheel 1 is swung up) along both the vertical slots 26 and 26. As a result, the lower bracket 14 can be swung on the upper bracket 17 by using the engaging portion between the outer peripheral surface of the adjusting bolt 27 and the front side edges of the vertical holes 26 and 26 as the force point (input portion). With the supported tilt shaft 16 as a fulcrum, a counterclockwise moment (push-up load) is applied in an impact manner in FIG.

  In the case of the illustrated example, the locking grooves 22 and 22 are provided on both side surfaces in the width direction of the locking capsules 21 and 21 in the front-rear direction (in a state where they are opened at both front and rear end surfaces), respectively. . Then, the locking grooves 22, 22 are provided with the locking notches 20, 20 formed in the mounting plate portions 19, 19 constituting the upper bracket 17 in the front-rear direction. , 22 are engaged over the entire length. The capsule-side through-holes 36a and 36a and the bracket-side through-holes 36b formed in the portions where both the locking capsules 21 and 21 and the both mounting plate portions 19 and 19 are aligned with each other are provided. , 36b are formed by press-fitting locking pins 37, 37 made of a light alloy such as an aluminum alloy, or by injection molding a synthetic resin into the small holes 36a, 36b on the capsule side and the bracket side. The latching pins 37, 37 that have been connected are joined together. Each of the locking pins 37 and 37 is made of a relatively soft material such as a light alloy or a synthetic resin that is torn by an impact load applied at the time of a secondary collision. In FIG. 15, for the sake of clarity, the gaps formed between the upper and lower surfaces of the mounting plate 19 and the upper and lower surfaces of the locking groove 22 are drawn larger than actual.

  When the shocking moment is applied to the engaging portion between the locking capsules 21 and 21 and the mounting plate portions 19 and 19, the portion surrounded by the chain line α in FIG. 14 and FIG. The upper surfaces of the mounting plate portions 19 and 19 are strongly pressed against the rear end edges of the upper side surfaces of the locking grooves 22 and 22. 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 both mounting plate portions 19 and 19 such as a soft resin such as a synthetic resin or an aluminum alloy. Therefore, a large stress is generated in the portions due to the force by which both the mounting plate portions 19 and 19 press the rear end edges of the upper side surfaces of the locking grooves 22 and 22. In order to stably absorb the impact load at the time of the secondary collision, it is preferable to suppress this stress to be small.

JP 2009-154817 A

  In view of the circumstances as described above, the present invention is a steering column support device locking capsule capable of more stably absorbing impact load during a secondary collision, and a steering column incorporating the locking capsule. Invented to realize the support device.

  Of the locking capsule for a steering column support device and the steering column support device of the present invention, the locking capsule for a steering column support device according to claim 1 is a pair in a state of opening to the front end surface on both side surfaces in the width direction. The locking groove is provided. The width direction of the locking notches formed in the state where the rear end edge side is opened in the support bracket for supporting the steering column with respect to the vehicle body in a state where the both locking grooves are supported and fixed to the vehicle body. While engaging with both side parts, the lower end both side parts are located under the said support bracket in the width direction both sides part of this latching notch. Thus, the steering column is supported to the vehicle body via the support bracket so that the steering column can be detached forward by an impact load applied during a secondary collision.

  In particular, in the case of the locking capsule for a steering column support device of the present invention, the reinforcing portion is provided at at least one end portion of the width direction both ends of the rear end face. A part of the reinforcing part closes the engaging groove provided on the side surface on the side where the reinforcing part is provided in the width direction, so as not to open to the rear end surface.

According to a second aspect of the present invention, the steering column support device includes a support bracket and a locking capsule.
Of these brackets, the support bracket supports the steering column for rotatably supporting the steering shaft, and is displaced forward together with the steering column in the event of a secondary collision. Has a notch.
Further, the locking capsule is provided with locking grooves on both side surfaces in the width direction so as to open to the front end surface. Then, both the locking grooves are engaged with both side portions in the width direction of the locking notch at a part of the support bracket while being supported and fixed to the vehicle body, and both lower end side portions of the locking notch are The both sides of the width direction are positioned below the support bracket.
The steering column is applied to the vehicle body during a secondary collision by combining the locking capsule and the support bracket in a state in which the locking grooves and the locking notches are engaged. It is supported so that it can be detached forward by impact load.
Particularly, in the case of the steering column support device according to the second aspect, the locking capsule is the locking capsule for the steering column support device of the present invention as described above.

Preferably, when the steering column support device described in claim 2 as described above is implemented, the reinforcing capsule in the width direction among both side surfaces in the width direction of the locking capsule as in the invention described in claim 3. In order to prevent the locking groove provided on the side surface on the side where the portion is provided from opening on the rear end surface, the front end surface of the closing portion provided in the reinforcing portion is connected to the locking notch of the rear end edge of the support bracket. It is made to contact | abut to the 1st abutting part formed in the part adjacent to this opening part. Accordingly, the locking capsule is positioned in the front-rear direction with respect to the locking notch. Further, the side surface in the width direction of the closing portion is formed in a state of being bent rearward from the width direction end portion (the end portion on the side far from the locking notch) of the first abutting portion of the support bracket. By making contact with the second abutting portion, the positioning of the locking capsule with respect to the locking notch is achieved in the width direction.
Preferably, when the steering column support device according to claim 3 as described above is implemented, as in the invention according to claim 4, the impact load applied to the locking capsule and the support bracket at the time of a secondary collision. It joins by the joining member which tears by. A capsule side through-hole formed in a flange provided in a state where the coupling member is provided above the locking groove and protrudes from the upper end of the locking capsule to both sides in the width direction, and the support bracket It is made by injection molding in a state where a synthetic resin is stretched between the receiving part formed on the surface. At least one of these receiving portions is a small notch that opens in the locking notch. Then, in a state where a part of the synthetic resin constituting the coupling member is positioned in the front-rear direction and the width direction with respect to the locking notch of the locking capsule, the both locking portions are It is made to enter into a minute gap provided in a portion between the groove bottom portion of the groove and both side edges in the width direction of the locking notch, and a portion between the front end surface of the locking capsule and the front side edge of the locking notch. This closes the minute gap.

When implementing the steering column support device of the present invention as described above, specifically, the locking capsule, which is the locking capsule for the steering column support device of the present invention, is moved from the steering column to the support bracket along with a secondary collision. Based on the moment (push-up load) applied to, a reinforcing portion is provided in a portion where the stress generated by pressing the support bracket against the upper surface of the locking groove is increased.
Further, when the steering column support device of the present invention as described above is implemented, specifically, for example, the support bracket is in a state where it is suspended downward from the mounting plate portion provided on the upper portion and the mounting plate portion. And a pair of support plate portions sandwiching the intermediate portion of the steering column from both sides in the width direction. The locking notches are respectively formed at two positions on both sides in the width direction of the portion of the mounting plate that protrudes outward in the width direction from the steering column. Also, a pair of the locking capsules are provided, and both the locking capsules are locked to the both locking notches. Then, at least one of the locking capsules is used as the above-described locking capsule for the steering column support device of the present invention. Particularly in this case, the one locking capsule is a locking capsule on the side where the rigidity of the support plate portion with respect to the mounting plate portion is high.

  In the case of the locking capsule for a steering column support device and the steering column device of the present invention configured as described above, the moment (push-up load) applied to the support bracket from the steering column due to the secondary collision in the locking capsule. It is possible to increase the strength and rigidity of the portion where the stress generated based on the concentration is concentrated. Therefore, it is possible to prevent a large stress from being generated in the locking capsule at the time of the secondary collision, and to stably release the locking capsule from the locking notch. As a result, the impact load at the time of the secondary collision can be absorbed more stably.

The perspective view of the steering device incorporating the steering column support device of the 1st example of an embodiment of the invention. The perspective view which takes out and shows a steering column support apparatus. FIG. The side view which shows the state seen from the downward direction of FIG. The perspective view which takes out and shows the latching capsule which provided the reinforcement part. Similarly, a plan view (A), a side view (B) showing the state seen from above (A), a side view (C) showing the state seen from below (A), and the left side of (A) The end view (D) which shows the state seen from, the end view (E) which shows the state seen from the right side of (A), and the bottom view (F) which shows the state seen from the right side of (E). The lower enlarged view (A) of FIG. 3 shown in a state before engaging the locking capsule provided with the reinforcing part, and the same as (A) shown in the state where the locking capsule provided with the reinforcing part is engaged. Figure (B). The figure similar to FIG. 3 which shows the 2nd example of embodiment of this invention. The figure similar to FIG. 3 which shows the 3rd example of embodiment of this invention. 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 apparatus provided with the steering column support apparatus of the conventional structure. Aa sectional view of FIG. The schematic side view of a steering device for demonstrating the problem of the conventional steering device. Similarly, the partial enlarged plan view which shows the engaging part of a support bracket and a latching capsule. FIG. 15B is a cross-sectional view taken along the line bb in FIG. 14A and a view similar to FIG. 14A in a state where a moment is applied to the upper bracket. The figure similar to FIG. 3 which shows the 4th example of embodiment of this invention.

[First example of embodiment]
1 to 7 show a first example of an embodiment of the present invention. The feature of the present invention including this example is a structure for more stably absorbing the impact load at the time of the secondary collision. FIG. 1 shows a case where the steering column support device of the present example is applied to a tilt type steering device that is not provided with a telescopic mechanism and is provided with only a tilt mechanism. That is, a gear housing 12a is coupled and fixed to the front end portion of the steering column 4a, and the gear housing 12a is supported with respect to the vehicle body 15 (see FIGS. 11 and 13) so as to be able to swing and move around the tilt shaft 16a. Yes. Further, a displacement side bracket 47a having a substantially U-shaped cross section formed by bending a metal plate having sufficient rigidity is fixed to the intermediate portion of the steering column 4a by welding or the like. Then, in a state where the displacement side bracket 47a is sandwiched from both sides in the width direction by a pair of support plate portions 18a and 18b constituting the upper bracket 17a, the vertically long slots 26 formed in both the support plate portions 18a and 18b. And the adjustment bolt 27 is inserted in the circular hole formed in the said displacement side bracket 47a. The upper bracket 17a is supported to the vehicle body 15 so that it can be detached forward by an impact load applied during a secondary collision. However, the steering column support device of the present invention can also be applied to a telescopic steering device having only a telescopic mechanism, or a tilt / telescopic steering device having both a tilt mechanism and a telescopic mechanism. The structure and operation of the other parts including the structure shown in FIGS. 11 to 15 are basically the same as those of a conventionally known steering column support device. The description will be omitted or simplified, and the following description will focus on the features of this example.

  The steering column support device of this example includes the upper bracket 17a and a pair of locking capsules 21a and 21b. Of these, the upper bracket 17a includes a pair of left and right support plate portions 18a and 18b sandwiching the displacement side bracket 47a from both sides in the width direction, and upper end portions of both the support plate portions 18a and 18b, and both width direction end portions are steered. One mounting plate portion 19a provided so as to protrude outward in the width direction of the column 4a (fixed by welding), and the mounting plate portion 19a at both ends in the width direction, A pair of locking notches 20a and 20b provided in an open state at the end edge. The locking capsules 21a and 21b are respectively provided with locking grooves 22a and 22b opened on the front end surface on both side surfaces in the width direction, and the locking grooves 22a and 22b are formed on the locking notches 20a. 20b are engaged with both side portions in the width direction. Both the locking capsules 21a and 21b are supported and fixed to the vehicle body 15 by bolts or studs that are inserted through through holes 23 and 23 provided in the respective central portions.

  In the case of this example, in order to increase the holding force of the displacement side bracket 47a (steering column 4a) by the upper bracket 17a, one of the support plate portions 18a and 18b, one of the support plate portions 18a (left of FIG. 2). On the other hand, the rigidity in the width direction (lower side in FIG. 3) is higher than the rigidity in the width direction of the other support plate 18b (right side in FIG. 2, upper side in FIG. 3). For this purpose, the bent portion 38 is integrally formed with the one support plate portion 18a in a state where the bent portion is bent outward in the width direction from the rear end edge of the one support plate portion 18a. The mounting plate portion 19a includes an upper plate portion 39 in the middle portion in the width direction, a pair of hanging plate portions 40, 40 bent downward from both edges in the width direction of the upper plate portion 39, and both of these hanging plates. It comprises a pair of side plate portions 41, 41 bent outward in the width direction from the lower edge of the plate portions 40, 40. Then, the rear end edge of one of the hanging plate portions 40, 40 (the left side in FIG. 2 and the lower side in FIG. 3) and the outer edge in the width direction of the bent portion 38 are welded. 42 is joined. For this reason, the rigidity of the one support plate portion 18a is higher than the other support plate portion 18b in terms of the rigidity against the moment (push-up load) applied from the steering column 4 to the upper bracket 17a due to the secondary collision. .

  Therefore, based on the moment, the upper surface of the mounting plate portion 19a is pressed against the rear end portion or the rear end portion of each of the locking grooves 22a, 22b, so that the rear of the locking capsules 21a, 21b. The stress generated in the end portion or the portion near the rear end is caused by one of the locking capsules 21a (on the left side of FIG. 2 and the lower side of FIG. 3) installed on the outer side in the width direction of the one support plate portion 18a. It becomes larger than the other locking capsule 21b (the right side of FIG. 2, the upper side of FIG. 3) installed on the outer side of the support plate portion 18b in the width direction. Further, the stress applied to the one locking capsule 21a based on the moment is caused by the joint between the one supporting plate portion 18a and the mounting plate portion 19a (the upper edge of the one supporting plate portion 18a and the mounting edge). In the width direction inner end portion (the right end portion in FIG. 2 and the upper end portion in FIGS. 3 and 7) close to the joint portion with the lower surface of the plate portion 19a and the welded joint portion 42, the width direction outer end portion (in FIG. 2). It becomes larger than the left end, the lower end of FIGS.

  Therefore, in the case of this example, the strength and rigidity against the stress generated based on the moment caused by the secondary collision are measured at the other inner portion (one engagement point) at the inner end in the width direction of the one locking capsule 21a. It is larger than the rear end portion in the width direction of the stop capsule 21a and the rear end portions on both sides in the width direction of the other locking capsule 21b. Specifically, the reinforcing portion 43 is provided at the inner end portion in the width direction of the rear end face of the one locking capsule 21a so as to protrude rearward from the middle portion or the outer end portion in the width direction. And the locking groove | channel 22a formed in the width direction inner surface is closed so that it may not open to the rear-end surface by the closing part 49 provided in the rear part of this reinforcement part 43. FIG. In other words, the locking groove 22a is formed from the front end portion to the rear end portion (the portion including the front portion of the reinforcing portion 43) on the inner side surface in the width direction of the one locking capsule 21a. On the other hand, the locking groove 22b formed on the outer surface in the width direction of the both locking grooves 22a and 22b extends in the front-rear direction on the outer surface in the width direction of the one locking capsule 21a (front and rear). It is formed in a state of opening at both end faces. A plurality of flanges 48 provided in a state of projecting outward in the width direction from the middle part in the thickness direction at the upper end part (the upper part of the locking grooves 22a and 22b) of the one locking capsule 21a. Capsule-side through-holes 36a and 36a that penetrate the portion in the vertical direction are formed at the locations (four locations in the illustrated example).

  Of the two locking notches 20a and 20b, one locking notch exists outside the one supporting plate portion 18a in the width direction (engaged with the one locking capsule 21a). Bracket side through holes 36b and 36b and small cutouts 44 and 44, which are receiving portions described in claim 4 of the claims, are provided on both sides in the width direction of 20a. Of these, the bracket side through holes 36b, 36b are circular holes, and are provided at the front end portion of the both sides in the width direction of the one locking notch 20a. On the other hand, the both small cutouts 44, 44 are provided in a portion near the rear end of the one cutout notch 20a in a state of opening at both side edges in the width direction of the one cutout notch 20a. Yes.

  In the case of this example, the one locking capsule 21a and the mounting plate portion 19a (upper bracket 17a) can be separated based on the impact load applied during the secondary collision by the synthetic resin locking pins 37a and 37a. Are connected. In order to assemble the one locking capsule 21a into one locking notch 20a of the mounting plate portion 19a, first, the one locking capsule 21a is inserted into the one locking notch 20a from the rear. The both locking grooves 22a and 22b are engaged with both side portions in the width direction of the one locking notch 20a. And the front end surface (the back end surface of the locking groove 22a) of the closing portion 49 is adjacent to the inner side in the width direction of the opening of the one locking notch 20a among the rear end edges of the mounting plate portion 19a. While making it contact | abut to the 1st abutting part 50, the said 1st abutting part 50 is the side plate | board part 41 in which the one side notch 20a was formed in the width direction inner surface of the said closing part 49. FIG. It is made to contact | abut to the 2nd abutting part 51 formed in the state bent at right angles toward the back from the inner end part of the width direction. Thus, the one locking capsule 21a is positioned in the front-rear direction and the width direction with respect to the one locking notch 20a. In this state, the capsule-side through holes 36a, 36a formed in the one locking capsule 21a are bracket-side through-holes 36b, 36b and small notches formed in both side portions in the width direction of the one locking notch 20a. 44 and 44, respectively. Further, in the case of this example, in a state where the one locking capsule 21a is positioned, the groove bottoms of both the locking grooves 22a and 22b and the widthwise side edges of the one locking notch 20a A small gap 45 {see FIG. 7B} is interposed between the intermediate portion and the front end surface of the one locking capsule 21a and the front edge of the one locking notch 20a. Yes. In FIG. 7B, the size of the minute gap 45 is exaggerated for the sake of explanation. Next, a thermoplastic synthetic resin is placed on each of the capsule side through holes 36a, 36a, both the bracket side through holes 36b, 36b, and both the small notches 44, 44, and the one of the locking capsules 21a. It is poured and solidified (injection molding) in a dissolved state so as to be hung between the mounting plate portions 19a, and the respective locking pins 37a, 37a are hung. Thus, the one locking capsule 21a and the mounting plate portion 19a are detachably coupled based on an impact load applied during a secondary collision. Here, in the case of this example, the two small cutouts 44, 44 open into the one locking cutout 21a. For this reason, the synthetic resin fed into the small cutouts 44 and 44 through the capsule side through holes 36a and 36a during the injection molding is inserted into the minute gap 45. It enters along the entire length and is cooled and solidified in the minute gap 45. As a result, rattling of the upper bracket 17a with respect to the one locking capsule 21a, and hence the vehicle body 15, is eliminated, and the operational feeling of the steering wheel 1 (see FIG. 11) is improved.

  On the other hand, the other locking capsule 21b is provided with locking grooves on both side surfaces in the width direction in the front-rear direction (both front and rear ends), like the conventional locking capsule 21 shown in FIGS. Each of the locking grooves is provided to be engaged with both side portions of the other locking notch 20b in the width direction.

  According to the steering column support device of the present example as described above, the one engagement is a portion where the stress acting on the upper bracket 17a from the steering column 4 due to the secondary collision is particularly large. The strength and rigidity of the rear end portion of the stop capsule 21a can be increased. Accordingly, it is possible to prevent a large stress from being generated at the rear end portion of the one locking capsule 21a during the secondary collision (the generated stress can be suppressed to be small), and the one locking capsule 21a can be prevented from being generated. The one locking capsule 21a can be stably detached from the notch 20a. As a result, the impact load at the time of the secondary collision can be absorbed more stably.

  In the case of this example, the front end surface of the closing portion 49 of the reinforcing portion 43 of the one locking capsule 21a is brought into contact with the first abutting portion 50, and the width of the closing portion 49 is within the width direction. By positioning the side surface against the second abutting portion, the one locking capsule 21a is positioned in the front-rear direction and the width direction with respect to the one locking notch 20a. Therefore, the positioning in the front-rear direction and the width direction is performed by positioning the periphery of the one locking capsule 21a (the front end surface and the groove bottoms of the locking grooves 22a and 22b) and the inner edge (front edge) of the one locking notch 20a. In addition, it is possible to easily perform the process while interposing the minute gap 45 in the portion between the both sides in the width direction. A part of the synthetic resin for joining the one locking capsule 21a and the mounting plate portion 19a enters the minute gap 45 in a melted state, and further cooled and solidified, whereby the vehicle body 15 is fixed. Shaking of the upper bracket 17a can be suppressed. Preferably, the positioning operation is troublesome even with respect to the other locking capsule 21b, but between the front end surface of the other locking capsule 21b and the front edge of the other locking notch 20b. A minute gap is interposed between the portion and the bottom portion of the pair of locking grooves provided on both side surfaces in the width direction and the both side edges in the width direction of the other locking notches 20b. Then, a part of the synthetic resin for joining the other locking capsule 21b and the mounting plate portion 19a enters the minute gap in a dissolved state, and is further cooled and solidified.

[Second Example of Embodiment]
FIG. 8 shows a second example of the embodiment of the present invention. In the case of this example, the rigidity in the width direction of the pair of support plates 18a and 18b is low, and also in the rear end portion in the width direction of the other locking capsule 21c installed on the outer side in the width direction of the other support plate 18b. The reinforcing portion 43 is provided so as to protrude rearward from the width direction intermediate portion or outer end portion. According to this example, the other locking capsule 21c can be more stably detached from the other locking notch 20b (see FIG. 2). Further, the positioning of the other locking capsule 21c with respect to the other locking notch 20b in the front-rear direction and the width direction is performed between the periphery of the other locking capsule 21c and the inner edge of the other locking notch 20b. This can be easily performed while interposing a minute gap in the space.
The structure and operation of the other parts are the same as in the first example of the embodiment described above.

[Third example of embodiment]
FIG. 9 shows a third example of the embodiment of the present invention. In the case of this example, the pair of locking capsules 21a and 21a provided at two positions on both sides in the width direction are of the same type (same shape and size). Therefore, it is possible to reduce the manufacturing cost and component management cost of both the locking capsules 21a and 21a.
The structure and operation of other parts are the same as in the first example of the embodiment described above.

[Fourth Example of Embodiment]
FIG. 16 shows a fourth example of the embodiment of the present invention. In the case of this example, the pair of locking capsules 21d and 21d provided at two positions on both sides in the width direction is the same type (same shape and size) as that of the third embodiment. Same as example. The locking capsules 21d and 21d are provided with reinforcing portions 43 at the rear end portions of both the inside and outside in the width direction of the locking capsule so as to protrude rearward from the intermediate portion in the width direction. Therefore, the other locking capsule 21d can be more stably detached from the other locking notch 20b (see FIG. 2), which is the effect of the second example of the embodiment of the present invention, The effect of the third example of the embodiment of the present invention, both the effects of reducing the manufacturing cost and the parts management cost of both the locking capsules 21d and 21d, can be achieved.

When practicing the present invention, reinforcing portions for increasing the strength and rigidity against the moment applied during the secondary collision can be provided at both ends in the width direction of the rear end face of the locking capsule.
In each example of the embodiment described above, the case where the present invention is applied to a structure in which a pair of locking capsules are provided at two positions in the width direction has been described. It can also be applied to a structure in which a locking capsule is provided only at one part. That is, a pair of support plate portions is provided in a state of hanging downward from both edges in the width direction of the mounting plate portion, and opens at the rear end edge of the mounting plate portion at one central portion in the width direction of the mounting plate portion. The locking capsule is engaged with the locking notch formed in the state. In this case, for example, among the pair of support plate portions constituting the support bracket in the width direction on the rear end surface of the locking capsule, the support plate has high rigidity in the width direction (high support rigidity with respect to the mounting plate portion). It is possible to provide a reinforcing portion at the end near the portion.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering shaft 3 Steering wheel 4, 4a Steering column 5 Steering force auxiliary device 6 Tie rod 7 Steering gear unit 8 Inner shaft 9 Outer shaft 10 Inner column 11 Outer column 12, 12a Gear housing 13 Output shaft 14 Lower bracket 15 Car body 16, 16a Tilt shaft 17, 17a Upper bracket 18, 18a, 18b Support plate part 19, 19a Mounting plate part 20, 20a, 20b Locking notch 21, 21a, 21b, 21c, 21d Locking capsule 22, 22a, 22b Locking groove 23 Through-hole 24 Clamped portion 25 Longitudinal hole 26 Longitudinal hole 27 Adjustment bolt 28 Adjustment nut 29 Adjustment lever 30 Head 31 Universal joint 32 Intermediate shaft 33 Universal joint 34 Input shaft 35 Electric 36a Capsule side through hole 36b Bracket side through hole 37, 37a Locking pin 38 Bent part 39 Upper plate part 40 Drooping plate part 41 Side plate part 42 Welding 43 Reinforcement part 44 Notch 45 Micro gap 46 Slit 47, 47a Displacement side bracket 48 buttock part 49 closing part 50 first abutting part 51 second abutting part

Claims (4)

A pair of locking grooves are provided on both side surfaces in the width direction so as to open to the front end surface, and these locking grooves are supported and fixed to the vehicle body to support the steering column with respect to the vehicle body. The support bracket is engaged with both side portions in the width direction of the locking notch formed with the rear edge side opened, and both side portions of the lower end thereof are engaged with both side portions in the width direction of the locking notch. A locking capsule for a steering column support device that supports the steering column so that it can be detached forward by an impact load applied during a secondary collision to the vehicle body via the support bracket. There,
Reinforcing portions are provided on at least one of the widthwise ends of the rear end surface,
A part of this reinforcing part is characterized in that the locking groove provided on the side surface of the both locking grooves on the side where the reinforcing part is provided in the width direction is closed so as not to open to the rear end surface. Locking capsule for steering column support device. A support bracket that supports a steering column for rotatably supporting a steering shaft on the inside and is displaced forward together with the steering column at the time of a secondary collision, and a support bracket having a locking notch opened at a rear edge side thereof;
Lock grooves are provided on both side surfaces in the width direction with the front end surface opened, and both the lock grooves are fixed to the vehicle body, and both width portions of the lock notch in the width direction are part of the support bracket. And a locking capsule in which both side portions at the lower end are positioned on the lower side of the support bracket at both sides in the width direction of the locking notch,
By combining the locking capsule and the support bracket in a state where the both locking grooves and the locking notch are engaged, the impact load applied to the steering column against the vehicle body at the time of a secondary collision. In the steering column support device that is supported to be disengaged forward by
A steering column support device, wherein the locking capsule is the locking capsule for a steering column support device according to claim 1.   The front end of the blocking portion provided in the reinforcing portion so that the locking groove provided in the side surface on the side where the reinforcing portion is provided in the width direction among both side surfaces of the locking capsule in the width direction does not open to the rear end surface. The locking notch of the locking capsule is brought into contact with a first abutting portion formed at a portion of the rear end edge of the support bracket adjacent to the opening of the locking notch. The second abutment formed in a state in which the side in the width direction of the closing portion is bent toward the rear from the widthwise end of the first abutment portion of the support bracket. The steering column support device according to claim 2, wherein the locking capsule is positioned in the width direction with respect to the locking notch by contacting the locking capsule.   The locking capsule and the support bracket are coupled by a coupling member that is broken by an impact load applied during a secondary collision, and the coupling member protrudes from the upper end of the locking capsule to both sides in the width direction. Each of the receiving parts is formed by injection molding in a state where a synthetic resin is passed between the capsule side through-hole formed in the collar part provided in and the receiving part formed in the support bracket. At least one of them is a small notch opening in the locking notch, and a portion of the synthetic resin constituting the coupling member is positioned in the front-rear direction and the width direction of the locking capsule In this state, from this small notch portion, a portion between the groove bottom portions of the both locking grooves and both side edges in the width direction of the locking notches, the front end surface of the locking capsule, and the front side of the locking notches Steering column support apparatus, wherein the blocking this small gap, to claim 3 by which enters the minute gap provided between part of the.

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