JP2019018625A - Steering support structure - Google Patents

Abstract

To provide a steering support structure which has better collision performance and achieves more excellent steering vibration performance.SOLUTION: A steering support structure 10 includes: a cross car beam 1 extending in an axial direction; and a steering support member 2 supported by the cross car beam and supporting the steering device. The steering support member 2 includes an upper member 2a and a lower member 2b. One front end part of a front end part 21a of the upper member 2a or a front end part 21b of the lower member 2b forms a bending extension part 211 which covers the other front end part and is fixed to a cowl.SELECTED DRAWING: Figure 6E

Description

  The present invention relates to a steering support structure.

  As a steering support structure for supporting a steering device in a vehicle or the like, there is a cross car beam (CCB) extending in the vehicle width direction, and a structure including a steering support member that supports the steering device while being supported by the cross car beam. Are known.

  In such a steering support structure, various techniques for reducing the weight and improving the rigidity are disclosed. For example, Patent Document 1 discloses a steering support bracket that connects a steering member and a vehicle body, and has a shape having a bent portion bent at an obtuse angle, and a notch is formed in the bent portion. . Such a steering support bracket is made of an aluminum casting. The force input from the cowl is received by the steering support bracket as one component.

  On the other hand, Patent Document 2 discloses an apparatus for connecting to a cross member, which includes an extending metal structure and a base body that supports the metal structure. In such an apparatus, the base body is a plastic body. The force input from the cowl is received by the base body as one component.

JP 2001-213356 A JP, 2006-521659, A

  In the conventional technology, the inventors of the present invention, when a force is input from the cowl to the steering support structure due to a collision, the steering support structure (particularly the steering support member) is relatively easily broken, and the steering support It has been found that the mechanical strength (particularly rigidity) of the structure (particularly the steering support member) becomes a new problem. Such a problem is particularly remarkable when the steering support member is made of a polymer material for weight reduction. Further, in the conventional steering support structure, when vibrations such as traveling vibration during traveling and engine vibration during driving of the engine are input to the steering support structure, the vibration is easily transmitted to the steering device, so that the driver Was uncomfortable. The conducted vibrations not only became a “shake” of the steering device itself, but also propagated as sound, giving passengers an uncomfortable feeling.

  It is an object of the present invention to provide a steering support structure that has better collision performance and is superior in steering vibration performance.

  Another object of the present invention is to provide a steering support structure that has a better collision performance and an improved steering vibration performance while achieving further weight reduction.

The present invention
A crosscar beam extending in an axial direction; and a steering support structure including a steering support member that supports the steering device while being supported by the crosscar beam,
The steering support member includes an upper member and a lower member,
Of the front end portion of the upper member or the front end portion of the lower member, one front end portion covers the other front end portion and constitutes a bending extension portion to be fixed to the cowl. .

The steering support structure of the present invention has a better collision performance and is superior in steering vibration performance.
The steering support structure of the present invention can also achieve further weight reduction.

It is a typical perspective view of the steering support structure concerning one embodiment of the present invention. It is an example of the expansion perspective view by the side of the driver's seat of the steering support structure of FIG. It is an example of the expansion perspective view of a steering support structure when the steering support structure of Drawing 2A is cut in a PP section. It is an example of the expansion perspective view by the side of the driver's seat of the steering support structure of FIG. It is an example of the expansion perspective view by the side of the driver's seat of the steering support structure of FIG. FIG. 2 is an enlarged front view when a driver's seat side of the steering support structure of FIG. 1 is viewed from the vehicle rear side. FIG. 2 is an enlarged rear view when the driver's seat side of the steering support structure of FIG. 1 is viewed from the front side of the vehicle. It is a typical sketch of a steering support structure when the AA cross section in FIG. 3 is seen in the arrow direction. It is a typical sketch of a steering support structure when the BB cross section in FIG. 3 is seen in the arrow direction. It is an example of the perspective view of the upper side member in the steering support member used for the steering support structure of FIG. It is an example of the perspective view of the upper side member in the steering support member used for the steering support structure of FIG. It is an example of the perspective view of the lower member in the steering support member used for the steering support structure of FIG. It is an example of the perspective view of the lower member in the steering support member used for the steering support structure of FIG. FIG. 2 is a partially enlarged perspective view of a steering support member used in the steering support structure of FIG. 1. FIG. 2 is a partially enlarged perspective view of a lower member in a steering support member used in the steering support structure of FIG. 1. FIG. 2 is a partially enlarged perspective view of an upper member in a steering support member used in the steering support structure of FIG. 1. FIG. 2 is an enlarged perspective view of a center stay used in the steering support structure of FIG. 1. FIG. 3 is a left side view of the center stay used in the steering support structure of FIG. 1 when viewed from the driver's seat side. FIG. 3 is a right side view of the center stay used in the steering support structure of FIG. 1 when viewed from the passenger seat side. FIG. 2 is an enlarged perspective view of the vicinity of a center side reinforcing member of the steering support structure of FIG. 1. FIG. 2 is an enlarged front view when the vicinity of a center side reinforcing member of the steering support structure of FIG. 1 is viewed from the vehicle rear side. It is an example of the expansion perspective view of the center side reinforcement member used for the steering support structure of FIG. It is an example of the expansion perspective view of the center side reinforcement member used for the steering support structure of FIG.

[Steering support structure]
The steering support structure of the present invention is a structure for supporting a vehicle steering apparatus. In this specification, the vehicle is used in a concept including not only vehicles such as automobiles, buses, trucks, and trains (railcars) but also any vehicle (transport device) provided with a steering device. As well as aircraft and ships.

In the present specification, the “collision performance” is performance based mainly on the mechanical strength (particularly rigidity) of the steering support member, and is difficult to cause destruction of the steering support member due to a collision from the front of the vehicle (collision resistance performance). That is.
“Steering vibration performance” means that vibration input to the steering support structure is prevented from being transmitted to the steering device in the vehicle, and discomfort to the driver and passengers such as passengers based on the vibration is reduced. It's about performance. The steering device is a steering device, for example, a steering wheel in an automobile. The vibration is, for example, traveling vibration input from the ground when traveling, engine vibration input from the engine room when the engine is driven, vibration input from the drive / braking system, and the like.

  Hereinafter, a steering support structure of the present invention will be described with reference to the drawings. FIG. 1 is a schematic perspective view of a steering support structure according to an embodiment of the present invention. 2A is an example of an enlarged perspective view of the steering support structure of FIG. 1 on the driver's seat side. FIG. 2B is an example of an enlarged perspective view of the steering support structure when the steering support structure of FIG. 2A is cut along a PP section. 2C and 2D are examples of enlarged perspective views on the driver's seat side of the steering support structure of FIG. 3 and 4 are an enlarged front view and an enlarged rear view, respectively, when the driver's seat side of the steering support structure of FIG. 1 is viewed from the vehicle rear side and the vehicle front side. 5A and 5B are schematic sketch views of the steering support structure when the AA cross section and the BB cross section in FIG. 3 are viewed in the direction of the arrows, respectively. 6A and 6B are examples of perspective views of the upper member of the steering support member used in the steering support structure of FIG. 6C and 6D are examples of perspective views of the lower member of the steering support member used in the steering support structure of FIG. 6E is a partially enlarged perspective view of a steering support member used in the steering support structure of FIG. 6F and 6G are partially enlarged perspective views of a lower member and an upper member in the steering support member used in the steering support structure of FIG. 1, respectively. FIG. 7A is an enlarged perspective view of a center stay used in the steering support structure of FIG. 7B and 7C are a left side view and a right side view, respectively, when the center stay used in the steering support structure of FIG. 1 is viewed from the driver seat side and the passenger seat side. FIG. 8 is an enlarged perspective view of the vicinity of the center side reinforcing member of the steering support structure of FIG. FIG. 9 is an enlarged front view when the vicinity of the center side reinforcing member of the steering support structure of FIG. 1 is viewed from the vehicle rear side. 10A and 10B are examples of enlarged perspective views of the center-side reinforcing member used in the steering support structure of FIG.

  In the figure, arrow F indicates the front of the vehicle, and arrow R indicates the rear of the vehicle. The arrow W indicates the vehicle width direction, the arrow Wd indicates the driver seat side where the steering support member is disposed in the vehicle width direction W, and the arrow Wp indicates the passenger seat side in the vehicle width direction W. Arrow Hr indicates the roof direction of the vehicle height, and arrow Hf indicates the floor direction of the vehicle height. It should be noted that the various elements shown in the drawings are merely schematically shown for understanding of the present invention, and the dimensional ratio and appearance may differ from the actual ones. The “vertical direction” used directly or indirectly in the present specification corresponds to the vertical direction corresponding to when the steering support structure is applied to a vehicle, unless otherwise specified. In these drawings, common reference numerals indicate the same members, parts, dimensions, or regions unless otherwise specified.

  The steering support structure 10 of the present invention includes a cross car beam 1 and a steering support member 2, and may further include a center stay 3, a side bracket 4 and / or a reinforcing member 5.

(Cross car beam)
The cross car beam 1 is a member extending in the axial direction. The cross car beam 1 preferably has a plane portion extending in the axial direction. Thereby, the collision performance of the steering support structure is further improved. The cross-sectional shape perpendicular to the axial direction of the crosscar beam 1 is not particularly limited, and may be, for example, a circular shape, a semicircular shape, a sector shape, or a polygonal shape including a rectangular shape. Also good. The cross-sectional shape of the cross car beam 1 is preferably rectangular from the viewpoint of further improving the collision performance and the steering vibration performance. The rectangular shape is used in a concept including a square shape and a rectangular shape, and the square shape is preferable from the above viewpoint. When the cross-sectional shape of the cross car beam 1 is rectangular, the cross car beam 1 has a prismatic shape as a whole. The prismatic shape includes a case where the cross car beam 1 has a rectangular shape as a cross-sectional view and is a hollow body described later.

  When the cross car beam 1 has a rectangular shape as a sectional view, the cross car beam 1 has a front surface, a rear surface, an upper surface, and a lower surface. The front surface, the rear surface, the upper surface, and the lower surface of the cross car beam 1 are surfaces facing the front (F), rear (R), roof direction (Hr), and floor direction (Hf) of the vehicle in the cross car beam 1, respectively. For example, it is indicated by 1a, 1b, 1c and 1d in FIG. The cross car beam 1 is usually arranged so that its axial direction is parallel to the vehicle width direction of the vehicle.

  The cross car beam 1 is preferably a hollow body. Thereby, weight reduction of a steering support structure can be achieved. The material constituting the hollow body is not particularly limited, and may be a metal such as aluminum, iron, steel, and alloys thereof, a resin such as a polymer, or a fiber reinforced resin. May be. The material constituting the hollow body is preferably a fiber reinforced resin from the viewpoint of a balance between further weight reduction and further improvement in collision performance and steering vibration performance. In the present invention, weight reduction is achieved mainly by the fact that the cross car beam 1 is a fiber reinforced resin hollow body and the steering support member 2 is made of a polymer material.

  The fiber reinforced resin hollow body is an impregnated body of a curable resin having a long shape as an overall shape. The fiber reinforced resin hollow body is not particularly limited as long as it is a hollow body containing a fiber layer containing reinforcing fibers and a curable resin impregnated and cured in the fiber layer. The fibers in the fiber layer may be uniformly dispersed in the curable resin, but the fiber layer preferably includes an axial fiber layer from the viewpoint of further improving the impact performance. The axial fiber layer is a fiber layer mainly containing reinforcing fibers oriented parallel to the axial direction (longitudinal direction) of the cross car beam. In the present invention, the reinforcing fibers are used from the viewpoint of further improving the impact performance. A fiber layer consisting only of is preferred.

  As the reinforcing fiber, any fiber conventionally used in the field of fiber-reinforced plastic can be used, and examples thereof include glass fiber and carbon fiber. A preferred reinforcing fiber is glass fiber.

  As the curable resin, any curable resin conventionally used for fiber-reinforced resin hollow bodies can be used. Specific examples of the curable resin include thermosetting resins such as unsaturated polyester resins, epoxy resins, vinyl ester resins, and phenol resin resins.

  The curable resin may contain additives such as a so-called catalyst, a release agent, a pigment, a low shrinkage agent, and a silane coupling agent.

  When the cross car beam 1 is a hollow body, the cross car beam 1 may have any thickness and may be appropriately determined according to the application. When the steering support structure is used in a vehicle, particularly an automobile, the cross car beam 1 is usually 1 to 20 mm, particularly 1 to 10 mm from the viewpoint of further reducing the weight of the steering support structure and further improving the collision performance. Preferably it has a thickness of 1 to 3 mm. Thickness is the thickness.

  The cross car beam 1 may have any outer peripheral length, and may be appropriately determined according to the application. When the steering support structure is used in a vehicle, particularly an automobile, the cross car beam 1 has an outer peripheral length of, for example, 125 to 300 mm. The outer peripheral length of the cross car beam 1 is the outer peripheral length of the cross car beam 1 in a cross section perpendicular to the axial direction. When the cross car beam 1 has a rectangular cross-sectional view shape, the length of one side in the vertical cross-sectional shape of the cross car beam 1 is not particularly limited, and is, for example, 45 to 75 mm.

  The cross car beam 1 is preferably a pultruded body. The cross-sectional shape of the pultruded body is usually constant in the axial direction. When the cross car beam 1 is a fiber reinforced resin hollow body, the fiber reinforced resin hollow body can be manufactured by the following pultrusion molding method. In the pultrusion method, for example, a reinforcing fiber constituting an axial fiber layer is impregnated with a curable resin, and the reinforcing fiber impregnated with the curable resin is drawn from one end side of a mold having a hollow body cross-sectional shape. The curable resin is sufficiently cured by heating in the mold. The obtained fiber-reinforced resin hollow body is continuously taken out from the mold and post-processed, such as being cut into a predetermined length by a cutting machine.

  The cross car beam 1 has a plurality of fastening holes, and fastening of the cross car beam 1 to the steering support member 2, the center stay 3, the side bracket 4, and / or the reinforcing member 5 can be achieved depending on the formation position. .

(Steering support member)
The steering support member 2 has a function of supporting the steering device while being supported by the cross car beam 1. The steering support member 2 normally receives a force in the front-rear direction (F-R direction) from a so-called cowl (front portion of the vehicle body) (not shown) at the front end portion 21 thereof. For this reason, the advance of the cross car beam is prevented at the time of a collision. From the viewpoint of further improving the steering vibration performance, the steering support member 2 is preferably fixed to a cowl or a cowl bracket connected to the cowl. The front end 21 of the steering support member 2 is an end of the steering support member 2 on the vehicle front direction F side. The cowl is usually a member for improving the collision performance extending in the vehicle width direction. For example, in a car, the cowl is arranged at the rearmost part of the bonnet. The fixation between the cowl and the steering support member may be achieved directly or indirectly through a rod-shaped cowl bracket.

  The steering support member 2 is of a vertically divided type shown below. The use of the steering support member 2 of the upper and lower split type shown below not only improves the collision performance, but is accompanied by a mechanical strength (particularly rigidity) in the direction of the force input from the cowl and the direction perpendicular to the input direction. ) Will improve. As a result, since vibration conduction in the input direction and the vertical direction is prevented, steering vibration performance is improved. Such a mechanism for improving the steering vibration performance based on the upper and lower split type steering support member 2 is different from a mechanism for improving the steering vibration performance based on the conversion of the torsional stress into the bending stress by the reinforcing member 5 described later.

  As shown in FIGS. 2B, 5A and 5B, the steering support member 2 includes an upper member 2a and a lower member 2b, and is disposed so as to sandwich the cross car beam 1 between these members. When the steering support member 2 sandwiches the cross car beam 1 between the upper member 2a and the lower member 2b, the steering support member 2 has a cross car beam shaft from the viewpoint of further improving the collision performance and the steering vibration performance. In the cross section perpendicular to the direction, it is preferable to have division positions (boundaries) 200 between the upper member 2a and the lower member 2b on the front surface (1a) and the rear surface (1b) of the crosscar beam 1 as shown in FIG. 5A. Specifically, in the vertical cross section, it is preferable that the dividing boundary line between the upper member 2a and the lower member 2b hits each of the front surface (1a) and the rear surface (1b). For example, the division position (boundary) 200 is provided so that each of the upper member 2a and the lower member 2b is in contact with a part of both the front and rear surfaces (1a, 1b) of the cross car beam 1. In a more preferred embodiment, each of the upper member 2a and the lower member 2b includes 20% or more (preferably 30% or more) of the “front surface 1a of the cross car beam 1” and “the rear surface 1b of the cross car beam 1”. A division position (boundary) 200 is provided so as to be in surface contact with 20% or more (preferably 30% or more). In the calculation of the area ratio, the “front surface 1a of the cross car beam 1” refers to the area (total area) of the contact region between the upper member 2a and the lower member 2b on the front surface 1a of the cross car beam 1. is there. The “rear surface 1b of the cross car beam 1” refers to the area (total area) of the contact region of the rear surface 1b of the cross car beam 1 with the upper member 2a and the lower member 2b. In this specification, surface contact includes not only contact between two surfaces, but also contact with an adhesive between them. The adhesive has an effect of suppressing surface displacement and rattling due to vibration by firmly fixing the two surfaces. As the adhesive, materials such as epoxy, urethane, acrylic, and cyanoacrylate can be used. Moreover, since it is desirable to fill the gaps between the two surfaces with an adhesive without any gap, it is preferable to use a paste-like material at room temperature. The Young's modulus at 25 ° C. of the cured adhesive is preferably 10 to 30 MPa. Within this range, the cured product is tough and can prevent displacement between adherends.

From the viewpoint of further improving the collision performance and the steering vibration performance, the upper member 2a and the lower member 2b are in surface contact with each other and are also in surface contact with the cross car beam 1 as shown in FIGS. 6B and 6C. It is preferable to be configured. From the viewpoint of further weight reduction and further improvement of the collision performance and the steering vibration performance, the upper member 2a and the lower member 2b preferably have the following steering support member rib structure as shown in FIGS. 6A to 6D. :
In each of the upper member 2a and the lower member 2b, the portions (22a to 24a and 22b to 24b) that contact each other and the portions (25a to 27a and 25b to 27b) that contact the cross car beam 1 are configured from face members. And a steering wheel having outer ribs (201a and 201b) standing on the outer edge of the face member and inner ribs (202a, 203a, 202b, 203b) standing on the face member inside the outer edge rib. Support member rib structure (FIG. 6A, FIG. 6D, etc.).
As shown in these drawings, the standing direction of the outer edge rib and the inner rib is the roof direction Hr in the upper member 2a and the floor direction Hf in the lower member 2b. In this specification, a face material means a flat material unless otherwise specified.

  In the steering support member rib structure, the plan view shape of each space defined by the rib may be a polygonal shape such as a quadrangular shape, a pentagonal shape, or a hexagonal shape. Therefore, such a rib structure includes a honeycomb structure in which each space has a hexagonal shape in plan view. In the present specification, the plan view shape of the rib structure means a shape when the face material portion is placed on the bottom surface and viewed from above.

  In each of the upper member 2a and the lower member 2b, the inner rib preferably includes at least vertical ribs (202a, 202b) on the face material portion, more preferably, from the viewpoint of further improving the collision performance and the steering vibration performance. The vertical rib and the horizontal rib (203a, 203b) are included. The vertical ribs are ribs extending along the direction perpendicular to the axial direction of the cross car beam 1 on the face material portion. The lateral rib is a rib extending along a direction parallel to the axial direction of the cross car beam 1 on the face member. The horizontal ribs also have a function of preventing the vertical ribs from being overturned during member manufacture. The heights of the vertical rib and the horizontal rib are equal in the axial direction of the cross car beam 1 in FIGS. 6A and 6D and the like, but the height of the horizontal rib is lower than the height of the vertical rib. May be.

  In each of the upper member 2a and the lower member 2b, the vertical rib and the horizontal rib each independently have a fastening opening and / or a fastening notch for fastening the steering support member and the cross car beam. You may do it. In particular, the lateral rib usually has a fastening opening (204a, 204b) and / or a fastening notch (205b) as shown in FIGS. 6A and 6D. In the present invention, fastening is used based on the concept of fixing two or more members together, and includes fastening using an adhesive together.

  The thickness of the face material portion, the outer edge rib, and the inner rib in the steering support member 2 is not particularly limited, and may be determined as appropriate according to the application. When the steering support structure is used for a vehicle, particularly an automobile, the thickness of the face member, the outer edge rib, and the inner rib is independently, for example, 0.5 to 10 mm, preferably 0.5 to 3 mm.

  The front end portion 21 of the steering support member 2 includes a front end portion 21a of the upper member 2a and a front end portion 21b of the lower member 2b. One front end of the front end 21a of the upper member 2a or the front end 21b of the lower member 2b covers the other front end and constitutes a bent extension 211 for fixing to the cowl. One front end portion covering the other front end portion means that one front end portion is disposed in front F of the other front end portion and is in contact with the other front end portion. The shape of the bent extension portion 211 is a shape for one front end portion to cover the other front end portion. For example, the face material constituting the one front end portion is downward and forward with respect to the front direction F. It is a shape that extends while bending, or a shape that extends while bending upward and forward. The bent extension portion 211 is a portion where the force from the cowl is input for the first time in the entire steering support member 2 when being fixed to the cowl. When the front end portion of the steering support member is composed of only one of the front end portion of the upper member and the front end portion of the lower member, the collision performance and the steering vibration performance are deteriorated. Even if the front end of the steering support member is composed of the front end of the upper member and the front end of the lower member, if one front end does not cover the other front end, the collision performance and Steering vibration performance decreases.

  The front end portion constituting the bent extension portion 211 may be the front end portion 21a of the upper member 2a as shown in FIGS. 6E, 6F and 6G, or the front end portion 21b of the lower member 2b. However, from the viewpoint of further improving the collision performance and the steering vibration performance, the front end portion 21a of the upper member 2a is more preferable. Hereinafter, of the upper member 2a and the lower member 2b, the member (for example, 2a in the figure) having the front end portion constituting the bent extension portion 211 is referred to as member X, and the other member (for example, 2b in the figure). ) Is referred to as member Y. The front end portion 21 of the steering support member 2 is in the vicinity of the end portion of the steering support member 2 in the forward direction F. In a narrow sense, the front end portion 21 is a portion where force from the cowl is input for the first time in front of the steering support member 2. . The front end portion 21a of the upper member 2a is in the vicinity of the end portion in the front direction F of the upper member 2a, and in a narrow sense, is a face material portion to which a force from the cowl is input for the first time in the front portion of the upper member 2a. . The front end portion 21b of the lower member 2b is in the vicinity of the end portion in the forward direction F of the lower member 2b, and in a narrow sense, a face material to which a force from the cowl is input for the first time at the front portion of the lower member 2b. Part.

  As shown in FIGS. 6E, 6F, and 6G, the front end portion (for example, 21a in the figure) constituting the bent extension portion 211 has a bulging portion 2111 that bulges in the rearward direction, The front end portion (for example, 21b in the figure) preferably has a recess 2112 that covers the side surface of the bulging portion 2111. The bulging portion 2111 is a portion where the thickness is locally thick, and is normally positioned at the center in the vehicle width direction. The concave portion 2112 is a so-called notch portion that covers the side surface of the bulging portion 2111 with its side surface (inner side surface). The shapes of the bulging portion 2111 and the concave portion 2112 have a quadrangular shape in FIGS. 6F and 6G, but are not particularly limited as long as they are complementary shapes, for example, a circular shape, a semicircular shape, etc. Also good. The bulging part 2111 and the recessed part 2112 are mutually fitted. As a result, the front surface (front surface or back surface in the rear direction) of the front end portion (for example, 21a in the figure) constituting the bent extension portion 211 and the front surface (front) of the other front end portion (for example, 21b in the drawing). Directional surfaces) are in surface contact with each other. As a result, both the upper member 2a and the lower member 2b function more effectively. Specifically, the force input from the cowl is applied not only to one front end portion (the front end portion (for example, 21a in the drawing) constituting the bending extension portion 211) but also to the other front end portion (for example, 21b in the drawing). ) Can also be received. For this reason, the further improvement of collision performance is achieved. Accordingly, the input direction of the force input from the cowl and the mechanical strength (particularly rigidity) in the direction perpendicular to the input direction are improved, and further improvement in the steering vibration performance is achieved. The rear surface (rear surface or back surface in the rear direction) of the front end portion (for example, 21a in the figure) and the rear surface (rear surface in the rear direction) of the other front end portion (for example, 21b in the figure) constituting the bent extension portion 211. As shown in FIG. 6E, the back surface may usually be flush with each other.

  Of the upper member 2a or the lower member 2b, the bulging height m1 of the bulging portion 2111 in the bent extension portion 211 of the member X usually corresponds to the thickness of the front end portion of the member Y as shown in FIG. 6E. . The said bulging height m1 is not specifically limited, What is necessary is just to be suitably determined according to a use. The bulge height m1 is, for example, 0.5 to 10 mm, preferably 0.5 to 3 mm, when the steering support structure is used for a vehicle, particularly an automobile. The thickness m2 of the non-bulged portion at the front end portion of the member X is not particularly limited, and may be determined as appropriate according to the application. The thickness m2 is, for example, 1 to 10 mm, preferably 1 to 5 mm, when the steering support structure is used for a vehicle, particularly an automobile. Note that the bulging portion 2111 can also be referred to as a “protruding portion” or the like, as is apparent from the illustrated form.

  The connection between the upper member 2a and the lower member 2b may be performed at any time before or after the cross car beam 1 is sandwiched. The connection may be achieved by fastening. As used herein, fastening may be accomplished by one or more fasteners selected from the group consisting of any fasteners such as rivets, bolts, screws, pins, staples, straps, stitches, adhesives, and the like. Preferred fasteners are rivets, bolts, screws or pins, which may be used in combination with an adhesive. More preferable fasteners are rivets or bolts, and an adhesive may be used in combination. When the connection between the upper member 2a and the lower member 2b is achieved by fastening with a bolt, the fastening is usually achieved by two-part fastening of the upper member 2a and the lower member 2b.

  Of the upper member 2a or the lower member 2b, the member Y (for example, 2b in the drawing) is, as shown in FIG. 6E, the rear surface (rearward direction) of the bulging portion 2111 of the bent extension portion 211 at the front end portion. It is preferable to have a vertical rib (for example, 2020b in the figure) that supports the front surface or the back surface. The vertical rib is a kind of the above-described vertical ribs (202a, 202b), and is a rib extending along the vertical direction (front-rear direction) with respect to the axial direction of the cross car beam 1. Thereby, the force input from the cowl can be more effectively received by both the upper member 2a and the lower member 2b, and the collision performance and the steering vibration performance are further improved. The vertical rib (for example, 2020b in the drawing) may have a bolt arrangement notch 2021b.

  The fixing of the steering support member 2 to the cowl at the front end 21 may be achieved by any of the fasteners described above, preferably by bolts or rivets, more preferably by adjusting bolts and / or adjusting nuts. The bent extension 211 usually has a fastening hole 2114 for fixing the steering support member 2 and the cowl. A nut may be installed in the fastening hole 2114 by insert molding. On the front surface of the bent extension portion 211, a nut housing portion 2113 ribbed in a hexagonal shape may be provided. At this time, the bolt is arranged to extend toward the cowl.

  The steering support member 2 has a plurality of fastening holes, and depending on the formation position, the upper member and the lower member are fastened, the steering support member 2 is fastened to the cross car beam 1 and / or the reinforcing member 5, and the steering support is supported. Fastening of the member 2 and the cowl can be achieved. In particular, the fastening of the steering support member 2 and the cross car beam 1 is usually achieved by fastening these two parts together. For fastening the steering support member 2 and the cross car beam 1, the upper member 2a and the lower member 2b are usually positioned at portions (face material portions) (26a and 26b) that are in contact with the upper and lower surfaces of the cross car beam 1. Fastening holes (FIGS. 6B and 6C) are used.

  The upper member 2a and the lower member 2b constituting the steering support member 2 are usually mutually connected at the front part positioned in the front direction F and the rear part positioned in the rear direction R rather than the position where the cross car beam 1 is disposed. It is concluded. In particular, when the steering support structure 10 includes a reinforcing member 5 to be described later, the steering support member 2 is configured such that, as shown in FIG. 2D, such a front portion mutual fastening portion in the front-rear direction (F-R direction). It is preferable that the fastening with the reinforcing member 5 (the side-side reinforcing member 5a and / or the center-side reinforcing member 5b) is achieved between K and the mutual fastening portion L at the rear portion. Thereby, the collision performance and steering vibration performance of the steering support structure 10 are further improved sufficiently.

  From the viewpoint of further weight reduction, the steering support member 2 preferably has a tapered shape in the vehicle width direction W from the rear end portion 29 toward the front end portion 21, as shown in FIGS. 2A to 2D. . Specifically, the steering support member 2 has a substantially constant length in the vehicle width direction W from the rear end portion 29 to the vicinity of the front end portion 21, and continuously toward the front end portion 21 in the vicinity of the front end portion 21. It is preferable to have a tapered shape that gradually decreases. The vicinity of the front end 21 is about 0.1 × L to 0.5 × from the front end 21 when the total length of the steering support member 2 is L (mm) in the front-rear direction (F-R direction). A portion up to L, particularly a portion from the front end portion 21 to about 0.2 × L to 0.4 × L. The rear end portion 29 of the steering support member 2 is an end portion on the vehicle rearward direction R side in the steering support member 2. In the present specification, the tapered shape of the steering support member is a shape when viewed from the roof side in the height direction of the vehicle.

  The material which comprises the steering support member 2 is not specifically limited, For example, metals, such as aluminum, iron, steel, and these alloys, may be resin, such as a polymer, or fiber reinforced resin It may be. The material constituting the steering support member 2 is preferably a polymer material from the viewpoint of further weight reduction and further improvement of the collision performance and the steering vibration performance. The polymer material constituting the steering support member is not particularly limited. For example, polyamide resin, polyacrylic resin, polyester resin, polycarbonate resin, polyolefin resin, polyphenylene sulfide resin, FRP (fiber reinforced plastic), FRTP (Glass fiber reinforced thermoplastic) or the like. FRTP is preferable. When the steering support member 2 is made of a polymer material, it can be manufactured by injection molding, for example.

(Center stay)
The steering support structure usually has a center stay 3. The center stay 3 is a member having a function of supporting the cross car beam 1 from a floor panel (not shown) at the center thereof. The central portion means between the both ends of the cross car beam 1 and is usually between the driver seat and the passenger seat in the axial direction of the cross car beam 1. The center stay 3 usually has a fixing part 30 that covers and fixes the cross car beam 1 and a main body part 300 that supports the fixing part 30.

  An example of the center stay 3 is shown below, but it is obvious that the center stay 3 is not limited to the following center stay 3 as long as it has the above-described functions.

  The fixed portion 30 of the center stay 3 is generally composed of a face material portion that surrounds at least the flat surface portion of the cross car beam 1, and preferably three surfaces of the cross car beam 1, particularly the rear surface, the upper surface, and the lower surface (see FIG. In 5A, it is a face material part surrounding 1b, 1c and 1d) in a U-shape. As shown in FIG. 5A, FIG. 7A, FIG. 7B, and FIG. 7C, the fixing portion 30 surrounds the entire length in the front-rear direction of the upper surface 1c and the lower surface 1d, but does not necessarily have to surround the entire length. It suffices to surround at least a part of them independently. From the viewpoint of further improving the collision performance and the steering vibration performance, the fixing portion 30 preferably surrounds the entire length of the upper surface 1c and the lower surface 1d in the front-rear direction. The front-rear direction is the front-rear direction (F-R direction) of the vehicle. The fixed portion 30 usually comes into surface contact with the cross car beam on the inner surface side. Thereby, further improvement of the collision performance and the steering vibration performance is achieved.

  The total thickness Cd (FIG. 9) including the fixed portion 30 in the center stay 3 is usually 0.2 × D or more, preferably 0. When the width of the rear surface 1b of the cross car beam 1 is D (mm). It is 2xD-3xD, More preferably, it is 0.4xD-2.5xD.

The main body 300 of the center stay 3 may have a solid plate-like structure, but is shown in FIGS. 7A, 7B, and 7C from the viewpoint of further weight reduction and further improvement of the collision performance and the steering vibration performance. Thus, it is preferable to have the following center stay rib structure:
A center stay rib structure having a face member 31, an outer edge rib 301 erected on the outer edge of the face member, and an inner rib 302 erected on the face member inside the outer edge rib.

  In the center stay rib structure, the planar shape of each space defined by the ribs may be a polygonal shape such as a quadrangular shape, a pentagonal shape, or a hexagonal shape. Therefore, such a rib structure includes a honeycomb structure in which each space has a hexagonal shape in plan view.

  The inner rib 302 preferably includes a rib extending along two directions perpendicular to each other on the face member 31 from the viewpoint of further improving the collision performance and the steering vibration performance. More preferably, the inner rib includes a vertical rib (302a) and a horizontal rib (302b) from the same viewpoint. The vertical rib is a rib that extends on the face member 31 along the roof-floor direction. The lateral rib is a rib that extends on the face member 31 along a direction perpendicular to the roof-floor direction (Hr-Hf direction). The heights of the vertical rib and the horizontal rib are usually equal in FIGS. 7A, 7B, and 7C, but the height of the horizontal rib may be lower than that of the vertical rib.

  The rib heights of the outer edge rib and the inner rib in the center stay 3 are usually 0.1 × D or more independently when the width of the rear surface 1b of the cross car beam 1 is D (mm), preferably It may be 0.1 × D to 1 × D, more preferably 0.2 × D to 0.5 × D.

  The thickness of the face material portion, the outer edge rib, and the inner rib in the center stay 3 is not particularly limited, and may be determined as appropriate according to the application. When the steering support structure is used for a vehicle, particularly an automobile, the thickness of the face member, the outer edge rib, and the inner rib is independently, for example, 0.5 to 10 mm, preferably 0.5 to 3 mm.

  In FIG. 1A and the like, the outer edge rib and the inner rib are erected from the face material portion 31 positioned on the driver's seat side toward the passenger seat side, but are not limited to this, and the face material portion positioned on the passenger seat side. May be erected toward the driver's seat. From the viewpoint of further improving the collision performance and the steering vibration performance, the outer edge rib and the inner rib are preferably erected from the face member 31 positioned on the driver's seat side toward the passenger seat side.

  Fastening of the center stay 3 and the cross car beam 1 is usually achieved by joint fastening of these two parts and / or joint fastening of these two parts and a reinforcing member 5 described later. As shown in FIGS. 7A and 9, the center stay 3 has fastening holes C1 and C2 formed in the fastening extension part 32 and the fastening effect part 32, and the fastening extension part 32 and The fastening between the center stay 3 and the cross car beam 1 may be achieved by using the fastening holes C1 and C2.

The center stay 3 has a plurality of fastening holes, and the center stay 3 can be fastened to the cross car beam 1 and / or the reinforcing member 5 depending on the formation position.
For example, as shown in FIG. 7B, FIG. 7C, FIG. 8 and FIG. 9, the center stay 3 has a fastening hole R1 between protrusions 35 to be described later in the face material portion 31, and in the fastening hole R1, The side reinforcing member 5b and the center stay 3 are fastened.
Two-part tightening of the center side reinforcing member 5b and the center stay 3 (2B ')
May be achieved.

  As shown in FIGS. 7A to 7C, FIG. 8 and FIG. 9, the center stay 3 has a vehicle rearward direction (R direction) and a cross car as shown in FIGS. It is preferable to have a protrusion 35 extending in the axial direction of the beam 1 (particularly in the vehicle width direction (W direction), particularly in the driver seat side direction (Wd direction)). The protruding portion 35 is a rib or a pleat provided between the fixed portion 30 and the main body portion 300. The protrusion 35 has two main surfaces (side surfaces) and one or more end surfaces. The main surface (side surface) is a surface perpendicular to the thickness direction of the protruding portion. The end surface is a surface parallel to the thickness direction of the protruding portion. By fitting the protruding portion 35 into a concave wall portion 55 of the center side reinforcing member 5b described later, the displacement due to the bending stress converted based on the reinforcing member 5 can be reduced. Further, it is sufficiently reduced. For this reason, the conduction to the occupant of vibration is further sufficiently prevented by the fitting, and the steering vibration performance is further sufficiently improved.

  The number of the protrusions 35 is not particularly limited, and is usually one or more, preferably 2 to 6, more preferably 3 to one center-side reinforcing member 5b in automotive applications. There are five. Two adjacent protrusions 35 may be connected by a vertical rib.

  The R direction length hp (FIG. 7B) of the protrusion 35 is not particularly limited, and is usually 0.1 × D to 1 × D when the width of the rear surface 1b of the crosscar beam 1 is D (mm). From the viewpoint of the balance between weight reduction and further improvement in steering vibration performance, it is preferably 0.2 × D to 0.6 × D, more preferably 0.3 × D to 0.5 × D.

  The length Cp (FIG. 9) of the protrusion 35 in the W direction is not particularly limited, and is usually 0.1 × D to 1 × D when the width of the rear surface 1b of the cross car beam 1 is D (mm). From the viewpoint of a balance between weight reduction and further improvement in steering vibration performance, it is preferably 0.2 × D to 0.5 × D, and more preferably 0.2 × D to 0.4 × D.

  The thickness of the protrusion part 35 is not specifically limited, What is necessary is just to determine suitably according to a use. The thickness of the protrusion 35 is usually 0.5 to 5 mm when the steering support structure is used for vehicles, particularly automobiles, and is preferable from the viewpoint of a balance between weight reduction and further improvement in steering vibration performance. Is 1 to 4 mm.

  The material which comprises the center stay 3 is not specifically limited, For example, the material same as the material which comprises the steering support member 2 can be illustrated. The material constituting the center stay 3 is preferably a polymer material from the viewpoint of further weight reduction and further improvement of the collision performance and the steering vibration performance. The polymer material that constitutes the center stay 3 is not particularly limited, and examples thereof include the same material as the polymer material that constitutes the steering support member 2. FRTP is preferable. When the center stay 3 is made of a polymer material, it can be manufactured by, for example, injection molding.

(Side bracket)
The steering support structure 10 usually has side brackets 4. The side bracket 4 is a fixing member for fixing the cross car beam 1 to the housing while supporting the cross car beam 1 at both ends thereof. As shown in FIGS. 2A, 2B, 2C, and 2D, the side bracket 4 surrounds the outer periphery of the end of the cross car beam 1 and is attached to achieve fastening of the cross car beam 1 and the side bracket 4. A portion 41 and a flange portion 42 for fixing the side bracket 4 to the housing are included.

  Fastening of the side bracket 4 and the cross car beam 1 is usually achieved by jointly fastening these two parts and / or jointly fastening these two parts and a reinforcing member 5 described later. When the side bracket 4 has the fastening extension portion, the fastening between the side bracket 4 and the cross car beam 1 may be achieved using the fastening extension portion.

  The side bracket 4 has a plurality of fastening holes, and the fastening between the side bracket 4 and the cross car beam 1 and / or the reinforcing member 5 can be achieved depending on the formation position.

  The material which comprises the side bracket 4 is not specifically limited, For example, the material same as the material which comprises the steering support member 2 can be illustrated. The material constituting the side bracket 4 is preferably a polymer material from the viewpoint of further weight reduction and further improvement of the collision performance and the steering vibration performance. The polymer material which comprises the side bracket 4 is not specifically limited, For example, the same material as the polymer material which comprises the steering support member 2 can be illustrated. FRTP is preferable. When the side bracket 4 is made of a polymer material, it can be manufactured by, for example, injection molding.

(Reinforcing member)
The steering support structure 10 may or may not have the reinforcing member 5. Even if the steering support structure 10 does not have the reinforcing member 5, the improvement effect of the collision performance and the steering vibration performance based on the “specific structure of the steering support member” can be obtained. By having 5, the effect of improving the steering vibration performance based on “conversion of torsional stress to flexural stress by the reinforcing member” can be obtained.

  The reinforcing member 5 is a member that is fastened to the steering support member 2 while covering the flat surface portion of the cross car beam 1. Regarding the improvement effect of the steering vibration performance by the reinforcing member 5, the reinforcing member 5 has a function of changing the deformation mode with respect to the deformation of the cross car beam 1 caused by the force input to the steering support structure 10. Specifically, the reinforcing member 5 is a deformation mode conversion member that changes the deformation mode of the cross car beam caused by the force input to the steering support structure 10 from the “twist deformation mode” to the “flex deformation mode”. The torsional stress input to the steering support structure 10 is converted into bending stress. More specifically, when the reinforcing member 5 is used, the steering support structure 10 is difficult to be twisted and deformed by a force input based on vibration or the like, and the steering support structure 10 (particularly a portion reinforced by the reinforcing member 5). ) Will bend and deform as a whole. Therefore, conduction of vibrations such as traveling vibrations during traveling input to the steering support structure 10 and engine vibrations during driving of the engine to the occupant is prevented, and the steering vibration performance is improved.

  The arrangement of the plane portion of the cross car beam 1 covered by the reinforcing member 5 is not particularly limited. For example, when the cross car beam 1 has a rectangular shape as a cross-sectional view, the front surface 1a, the rear surface 1b, and the like shown in FIG. It may be one or more surfaces selected from the group consisting of the upper surface 1c and the lower surface 1d. From the viewpoint of further improving the collision performance and the steering vibration performance, the arrangement of the flat surface portion of the cross car beam 1 covered by the reinforcing member 5 is preferably at least the rear surface 1b of the cross car beam 1 as shown in FIG. From the viewpoint of further reduction in weight, it is more preferable that only the rear surface 1b.

  In FIG. 1 and the like, the reinforcing member 5 covers a flat portion located on the steering support member 5 side (driver's seat side Wd) with respect to the center stay 3 in the cross car beam 1, but the present invention is not limited to this. Instead of the portion or in addition to the flat portion, the flat portion located on the passenger seat side Wp may be covered. The reinforcing member 5 preferably covers at least the flat portion located on the driver's seat side Wd rather than the center stay 3 from the viewpoint of further improving the vibration performance of the steering. It is preferable to cover only the plane portion located on the driver side Wd rather than 3.

The reinforcing member 5 may have a solid plate-like structure. From the viewpoint of further weight reduction and further improvement of the collision performance and the steering vibration performance, FIGS. 2A, 2B, 2C, 2D, 3 and As shown in FIG. 10A, it is preferable to have the following reinforcing member rib structure:
A reinforcing member rib structure having a face member 50, an outer edge rib 501 standing on the outer edge of the face member, and an inner rib 502 standing on the face member inside the outer edge rib.
The reinforcing member 5 does not necessarily have the face material portion 50, but preferably has the face material portion 50 from the viewpoint of further improving the steering vibration performance.

  In the reinforcing member rib structure, the plan view shape of each space defined by the rib may be a polygonal shape such as a quadrangular shape, a pentagonal shape, or a hexagonal shape. Therefore, such a rib structure includes a honeycomb structure in which each space has a hexagonal shape in plan view.

  The inner rib 502 includes at least a longitudinal rib (502a), and more preferably includes a longitudinal rib (502a) and a lateral rib (502b) from the viewpoint of further improving collision performance and steering vibration performance.

  The vertical rib (502a) is a rib extending along the direction perpendicular to the axial direction of the cross car beam 1 on the face member 50. The longitudinal rib imparts resistance to the bending stress converted from the torsional stress to the steering support structure 10. In particular, when the steering support structure 10 has the reinforcing member 5 on the flat portion of the rear surface of the cross car beam, the vertical ribs are formed in the vertical direction (roof-floor direction (Hr-Hf direction)) and the front-rear direction (front- The displacement in the rear direction (F-R direction) can be reduced. For this reason, the steering vibration performance is remarkably improved due to the presence of the vertical ribs, and, for example, remarkably superior steering vibration performance is obtained even when the reinforcing member 5 has a solid plate-like structure.

  The transverse rib (502b) is a rib that extends on the face member 50 along a direction parallel to the axial direction of the cross car beam 1. Also with the lateral rib, the resistance to the bending stress converted from the torsional stress is imparted to the steering support structure 10. In particular, when the steering support structure 10 has the reinforcing member 5 on the flat portion of the rear surface of the cross car beam, the lateral rib reduces the displacement in the front-rear direction (front-rear direction (F-R direction)) due to the bending stress. Can do. For this reason, the presence of the lateral ribs further improves the steering vibration performance.

  2A, 2B, 2C, 2D and 3, the height of the vertical rib and the horizontal rib is usually equal, but is not limited to this, and the height of the horizontal rib is higher than the height of the vertical rib. May be low.

  The rib height h1 (FIG. 10A) of the outer edge rib and the inner rib in the reinforcing member 5 is normally 0.1 × D or more independently when the width of the rear surface 1b of the cross car beam 1 is D (mm). Preferably 0.1 × D to 1 × D, more preferably 0.2 × D to 0.5 × D.

  The thickness of the face material portion, the outer edge rib, and the inner rib in the reinforcing member 5 is not particularly limited, and may be appropriately determined depending on the application. When the steering support structure is used for a vehicle, particularly an automobile, the thickness of the face member, the outer edge rib, and the inner rib is independently, for example, 0.5 to 10 mm, preferably 0.5 to 3 mm.

  When the reinforcing member 5 has a reinforcing member rib structure, the reinforcing member 5 is usually arranged with the face material portion 50 (particularly the back surface thereof) in surface contact with the flat portion of the cross car beam 1.

  The reinforcing member 5 only needs to be fastened to at least the steering support member 2, and is preferably fastened to at least one of the side bracket 4 or the center stay 3 and the steering support member 2 from the viewpoint of further improving the steering vibration performance. Yes. When the reinforcing member 5 is fastened to the side bracket 4 and the steering support member 2, the connection between the side bracket 4 and the steering support member 2 is achieved. When the reinforcing member 5 is fastened to the center stay 3 and the steering support member 2, the connection between the center stay 3 and the steering support member 2 is achieved. By connecting the side bracket 4 and the steering support member 2 with the reinforcing member and / or connecting the center stay 3 and the steering support member 2 with the reinforcing member, a sufficient conversion of the torsional stress into the bending stress is achieved. The support structure 10 becomes more difficult to torsionally deform, and the steering vibration performance is further improved sufficiently. In the present invention, the connection is used in the concept of connecting and interlocking two or more members.

  The reinforcing member 5 is more preferably fastened to at least one of the side bracket 4 or the center stay 3, the cross car beam 1, and the steering support member 2 from the viewpoint of further improving the steering vibration performance. From the same viewpoint, the reinforcing member 5 is more preferably fastened to the side bracket 4, the center stay 3, the cross car beam 1, and the steering support member 2.

  As will be described in detail in the description of the center-side reinforcing member 5b described later, the reinforcing member 5 has extending portions toward the upper surface and the lower surface of the cross car beam 1, and a U-shaped surrounding portion is formed. Also good. As will be described later with reference to a reinforcing member 5b in FIG. 10B, extending portions 57 are formed on the reinforcing member 5 (5b) toward the upper and lower surfaces of the cross car beam 1, whereby a U-shape is formed on the rear surface side. An enclosure is formed. The cross-sectional shape is a U-shape. The cross-sectional view shape is a shape in a cross-sectional view perpendicular to the axial direction of the crosscar beam 1. The U-shaped surrounding portion usually comes into surface contact with the cross car beam 1 on the inner surface side. Thereby, the torsional deformation of the steering support structure is further sufficiently prevented, and the steering vibration performance is further sufficiently improved.

  The reinforcing member 5 may include one or more reinforcing members. For example, in FIG. 1 and the like, the reinforcing member 5 includes a side-side reinforcing member 5a and a center-side reinforcing member 5b. From the viewpoint of further improving the steering vibration performance, at least the side-side reinforcing member 5a or the center-side reinforcing member 5b is included. Including one. The side-side reinforcing member 5 a is the reinforcing member 5 that covers the flat portion of the cross car beam 1 located between the side bracket 4 and the steering support member 2. The center side reinforcing member 5 b is a reinforcing member 5 that covers the flat portion of the cross car beam 1 located between the center stay 3 and the steering support member 2.

  The reinforcing member 5 preferably includes at least the side-side reinforcing member 5a, and more preferably includes both the side-side reinforcing member 5a and the center-side reinforcing member 5b, from the viewpoint of further improving the steering vibration performance.

  The side-side reinforcing member 5a is fastened to at least the steering support member 2, and is preferably fastened to at least the side bracket and the steering support member from the viewpoint of further improving the steering vibration performance, more preferably the side bracket and the cross. Fastened to the car beam and the steering support member.

  The side-side reinforcing member 5a may have a plurality of fastening holes, and the side-side reinforcing member 5a and each member may be fastened through the plurality of fastening holes.

  2A and 2D, the side reinforcing member 5a has a fastening edge portion 51a formed along the surface of the steering support member 2 on the steering support member 2 side, and the fastening edge portion 51a. May have fastening holes P1 and P2.

  As will be described in detail in the description of the center-side reinforcing member 5b described later, the side-side reinforcing member 5a has extending portions toward the upper surface and the lower surface of the cross car beam 1, and a U-shaped surrounding portion is formed. It may be. As will be described later with reference to a reinforcing member 5b in FIG. 10B, extending portions 57 are formed on the reinforcing member 5 (5b) toward the upper and lower surfaces of the cross car beam 1, whereby a U-shape is formed on the rear surface side. An enclosure is formed. The cross-sectional shape is a U-shape. The cross-sectional view shape is a shape in a cross-sectional view perpendicular to the axial direction of the crosscar beam 1. The U-shaped surrounding portion usually comes into surface contact with the cross car beam 1 on the inner surface side. Thereby, the torsional deformation of the steering support structure is further sufficiently prevented, and the steering vibration performance is further sufficiently improved.

  As shown in FIGS. 2A to 2D, the side-side reinforcing member 5 a has fastening edges 52 a and 53 a in the extending portion, and the fastening edge 52 a, 53a may have fastening holes M1 to M4. The fastening holes M1 to M4 can be used for fastening the side-side reinforcing member 5a and each member.

  2A and 2D, the side-side reinforcing member 5a has fastening holes P3 to P8 in the face material portion 50, and the side-side reinforcing member 5a, each member, and the like are used by using the fastening holes P3 to P8. May be used for fastening.

  The side-side reinforcing member 5a can be fastened with each member depending on the formation positions of a plurality of fastening holes. The number of fastenings achieved between the side-side reinforcing member 5a and each member is one or more, and preferably two or more depending on the dimensions of the side-side reinforcing member 5a.

For example, as shown in FIGS. 2A and 2D, in the fastening holes P <b> 1 and P <b> 2, the side-side reinforcing member 5 a and the steering support member 2 are fastened.
Tightening the two parts of the side-side reinforcing member 5a and the steering support member 2 (1A)
To achieve. By fastening the fastening edge 51a and both the upper member 2a and the lower member 2b using the fastening holes P1 and P2, two parts of the side-side reinforcing member and the steering support member are fastened together ( 1A) may be achieved. The number of fastenings achieved between the side-side reinforcing member 5a and the steering support member 2 is usually 1 or more, preferably 2 or more, and more preferably 2 to 4 particularly in automotive applications.

Also, for example, as shown in FIGS. 2A, 2C, 2D, and 3, in the fastening holes M1, M2, P3, and P4, the side-side reinforcing member 5a and the side bracket 4 are fastened.
Tightening the three parts of the side-side reinforcing member 5a, the side bracket 4, and the cross car beam 1 (1B)
To achieve. The three-part tightening (1B) is performed by fastening the side bracket side end portions (fastening holes P3, P4) and the fastening edge portions 52a (fastening holes) in the extended portion 57 of the face material portion 50 of the side side reinforcing member 5a. M1, M2), the attachment portion 41 of the side bracket 4 (fastening hole in the attachment portion), and the overlapping portion of the cross car beam 1 are achieved. The number of fastenings achieved between the side-side reinforcing member 5a and the side bracket 4 is usually 1 or more, preferably 2 or more, and more preferably 4 to 6 particularly in automobile applications.

Further, for example, as shown in FIGS. 2A and 3, in the fastening holes M <b> 1 to M <b> 4 and P <b> 3 to P <b> 8, the side-side reinforcing member 5 a and the cross car beam 1 are fastened.
3 parts of the side reinforcing member 5a, the side bracket 4 and the cross car beam 1 are fastened together (1B) (fastening holes M1, M2, P3, P4); and 2 of the side reinforcing member 5a and the cross car beam 1 Fastening parts together (1C) (fastening holes M3, M4, P5 to P8)
To achieve. The number of fastenings achieved between the side-side reinforcing member 5a and the cross car beam 1 is usually 1 or more, preferably 2 or more, and more preferably 6 to 12 particularly in automobile applications.

  As described above, the fastening of the side-side reinforcing member 5a and the cross car beam 1 does not necessarily have to be achieved by both the three-part fastening (1B) and the two-part fastening (1C). It may be achieved by co-tightening at least one of the above. The fastening of the side-side reinforcing member 5a and the cross car beam 1 is preferably achieved by both the three-part fastening (1B) and the two-part fastening (1C) from the viewpoint of further improving the steering vibration performance. .

  The center side reinforcing member 5b is fastened to at least the steering support member 2, and is preferably fastened to at least the center stay and the steering support member from the viewpoint of further improving the steering vibration performance, more preferably the center stay and the cross. Fastened to the car beam and the steering support member.

  The center side reinforcing member 5b may have a plurality of fastening holes, and the center side reinforcing member 5b and each member may be fastened through the plurality of fastening holes.

  As shown in FIGS. 2B, 10A, and 10B, the center-side reinforcing member 5b has a fastening edge 51b formed along the surface of the steering support member 2 on the steering support member 2 side. The edge 51b may have fastening holes Q1 and Q2.

  As shown in FIG. 10B, the center-side reinforcing member 5b has extending portions 57 toward the upper surface and the lower surface of the cross car beam 1, so that a U-shaped enclosure portion is formed on the back surface side. Good. The U-shaped surrounding portion covers not only a plane portion corresponding to the rear surface of the cross car beam 1 but also a part of the upper surface and a part of the lower surface of the cross car beam 1. The U-shaped surrounding portion usually comes into surface contact with the cross car beam 1 on the inner surface side. Thereby, the torsional deformation of the steering support structure is further sufficiently prevented, and the steering vibration performance is further sufficiently improved.

  As shown in FIGS. 2A to 2D, the center-side reinforcing member 5 b has fastening edges 52 b and 53 b in the extending portion, and the fastening edge 52 b, from the viewpoint of further improving the steering vibration performance. 53b may have fastening holes N1 to N4. The fastening holes N1 to N4 can be used for fastening the center side reinforcing member 5b and each member.

  As shown in FIGS. 2D and 10A, the center-side reinforcing member 5b has a fastening edge 54b formed along the surface of the center stay 3 on the center stay 3 side, and is fastened to the fastening edge 54b. The hole Q7 may be provided.

  As shown in FIG. 10B, the center side reinforcing member 5b has fastening holes Q3 to Q6 in the face member 50, and the center side reinforcing member 5b and each member are fastened using the fastening holes Q3 to Q6. May be used.

  The center-side reinforcing member 5b can be fastened with each member depending on the formation positions of a plurality of fastening holes. The number of fastenings achieved between the center side reinforcing member 5b and each member is one or more, and preferably two or more depending on the size of the center side reinforcing member 5b.

For example, as shown in FIGS. 2B, 10A, and 10B, in the fastening holes Q1, Q2, the fastening of the center side reinforcing member 5b and the steering support member 2 is performed.
Two-part tightening of the center side reinforcing member 5b and the steering support member 2 (2A)
To achieve. By fastening the fastening edge 51b and both the upper member 2a and the lower member 2b using the fastening holes Q1 and Q2, two parts of the center side reinforcing member and the steering support member are fastened together ( 2A) may be achieved. The number of fastenings achieved between the center side reinforcing member 5b and the steering support member 2 is usually 1 or more, preferably 2 or more, and more preferably 2 to 4 particularly in automobile applications.

Also, for example, as shown in FIGS. 2A, 2C, 2D, 3, 10A, and 10B, in the fastening holes N1, N2, Q5, Q6, and Q7, the center side reinforcing member 5b and the center stay 3 The conclusion of
3 parts of the center side reinforcing member 5b, the center stay 3 and the cross car beam 1 are fastened together (2B) (fastening holes N1, N2, Q5, Q6); and 2 parts of the center side reinforcing member 5b and the center stay 3 Fastening together (2B ') (fastening hole Q7)
To achieve. The three-part tightening (2B) is performed by the center stay side end (fastening holes Q5, Q6) in the face member 50 of the center side reinforcing member 5b and the fixing part 30 of the center stay 3 (for fastening in the fixing part). Hole) and the cross car beam 1 are overlapped. The number of fastenings achieved between the center side reinforcing member 5b and the center stay 3 is usually 1 or more, preferably 2 or more, and more preferably 4 to 6 particularly in automobile applications.

  As described above, the fastening of the center side reinforcing member 5b and the center stay 3 does not necessarily have to be achieved by both the three-part fastening (2B) and the two-part fastening (2B ′). It may be achieved by co-tightening at least one of the above. The fastening of the center side reinforcing member 5b and the center stay 3 is preferably achieved by both the three-part fastening (2B) and the two-part fastening (2B ′) from the viewpoint of further improving the steering vibration performance. .

Further, for example, as shown in FIGS. 2A, 2C, 2D, 3, 10A, and 10B, in the fastening holes N1 to N4 and Q3 to Q6, the center side reinforcing member 5b and the cross car beam 1 Conclusion,
3 parts of the center side reinforcing member 5b, the center stay 3 and the cross car beam 1 are fastened together (2B) (fastening holes N1, N2, Q5, Q6); and 2 of the center side reinforcing member 5b and the cross car beam 1 Fastening parts together (2C) (Honing for fastening N3, N4, Q3, Q4)
To achieve. The number of fastenings achieved between the center side reinforcing member 5b and the cross car beam 1 is usually 1 or more, preferably 2 or more, and more preferably 6 to 12 particularly in automobile applications.

  As described above, the fastening of the center side reinforcing member 5b and the cross car beam 1 does not necessarily have to be achieved by both the three-part fastening (2B) and the two-part fastening (2C). It may be achieved by co-tightening at least one of the above. The fastening between the center side reinforcing member 5b and the cross car beam 1 is preferably achieved by both the three-part joint fastening (2B) and the two-part joint fastening (2C) from the viewpoint of further improving the steering vibration performance. .

  When the center stay 3 has the protruding portion 35, the center side reinforcing member 5 b preferably has a concave wall portion 55 that covers two main surfaces (side surfaces) of the protruding portion 35 at the end on the center stay 3 side. . By fitting the protruding portion 35 of the center stay 3 into the concave wall portion 55, not only the steering support structure 10 becomes more difficult to twist, but also the displacement of the bending deformation is reduced, and the vibration is further increased. Since it becomes difficult to conduct, the steering vibration performance is further improved sufficiently.

  In FIG. 10A and the like, the concave wall portion 55 is provided so as to cover the two main surfaces (side surfaces) and one end surface of the protruding portion 35, that is, faces the two main surfaces (side surfaces) of the protruding portion 35. It consists of wall surface parts 55a and 55b and the wall surface part 55c which faces the end surface of the protrusion part 35. FIG. The concave wall part 55 is not limited to this, and may consist only of the wall surface parts 55a and 55b. From the viewpoint of further improving the steering vibration performance, the concave wall portion 55 is preferably made up of wall surface portions 55a, 55b and 55c.

  The wall surface portions 55 a and 55 b of the concave wall portion 55 usually extend along a direction parallel to the axial direction of the cross car beam 1 corresponding to the two main surfaces (side surfaces) of the protruding portion 35. For this reason, the concave wall portion 55 can impart resistance to the bending stress converted from the torsional stress to the steering support structure 10, like the lateral rib (502 b) of the reinforcing member 5 described above. In particular, when the steering support structure 10 has the reinforcing member 5 on the flat portion of the rear surface of the cross car beam, the concave wall portion 55 reduces displacement in the front-rear direction (front-rear direction (F-R direction)) due to bending stress. can do. For this reason, the presence of the concave wall portion 55 further improves the steering vibration performance.

  An adhesive may be filled in the gap between the concave wall portion 55 and the protruding portion 35.

  The number of the recessed wall portions 55 in the center side reinforcing member 5b is not particularly limited, and may be a number corresponding to the number of the protruding portions 35 with respect to the one center side reinforcing member described above in an automobile application.

  The height hc in the R direction of the concave wall portion 55 (FIG. 10A) is usually 0.01 × D to 0.4 × D when the width of the rear surface 1b of the crosscar beam 1 is D (mm). From the viewpoint of a balance between weight reduction and further improvement in steering vibration performance, it is preferably 0.02 × D to 0.3 × D, more preferably 0.05 × D to 0.2 × D. As the height hc is higher, the steering vibration performance is further improved based on “reduction of bending deformation displacement due to insertion of the center stay and the reinforcing member”.

  The length Cc (FIG. 10A) in the W direction of the concave wall portion 55 is not particularly limited, and is usually 0.1 × D to 1 × D when the width of the rear surface 1b of the cross car beam 1 is D (mm). From the viewpoint of the balance between weight reduction and further improvement in steering vibration performance, it is preferably 0.1 × D to 0.5 × D, more preferably 0.2 × D to 0.4 × D. .

  The thickness of the wall surface part which comprises the concave wall part 55 is not specifically limited, What is necessary is just to be suitably determined according to a use. The thickness of the wall portion is usually 0.5 to 5 mm when the steering support structure is used in a vehicle, particularly an automobile, and preferably from the viewpoint of a balance between weight reduction and further improvement in steering vibration performance. 1 to 4 mm.

  In the present embodiment, the fastening of the center side reinforcing member 5b and the center stay 3 is also achieved by fitting the protruding portion 35 into the concave wall portion 55. However, in the present invention, the fastening by the fitting of the protruding portion 35 to the concave wall portion 55 does not necessarily have to be achieved, and the effect of the present invention can be achieved even if the fastening by the fitting is not achieved. It is clear that is obtained.

  In this embodiment, the side-side reinforcing member 5a and the center-side reinforcing member 5b are used as separate members. However, in another embodiment, the side-side reinforcing member 5a and the center-side reinforcing member 5b are May be used as one integrated member. In this case, for example, the side-side reinforcing member 5a and the center-side reinforcing member 5b may be combined with a face material to form an integrated auxiliary member. In the steering support structure using such an integrated auxiliary member, the face material portion for coupling the side-side reinforcing member 5a and the center-side reinforcing member 5b is between the cross car beam 1 and the steering support member 2. Except for being arranged, it has the same arrangement and structure as the steering support structure of FIG.

In another preferred embodiment, when the fastening between the reinforcing member 5 (5a, 5b) and each member is achieved by bolts, the fastening is performed in such a manner that the axial direction of the bolts is crossed from the viewpoint of further improving the steering vibration performance. It is preferable to carry out in parallel with the axial direction of the car beam 1. From this point of view, it is preferable to achieve the following fastening in the present invention:
The fastening of the reinforcing member 5a and the steering support member 2 is achieved by bolts at least in the fastening holes P1, P2 of the fastening edge 51a (FIG. 2A); and / or between the reinforcing member 5b and the steering support member 2 Fastening is achieved with bolts at least in the fastening holes Q1 and Q2 of the fastening edge 51b (FIGS. 2B and 10A).

Although the axial direction of the bolt and the axial direction of the cross car beam 1 are not strictly parallel, it is more preferable from the same point of view to further achieve the following fastening:
The fastening of the reinforcing member 5b and the center stay 3 is achieved by a bolt at least in the fastening hole Q7 of the fastening edge 54b (FIG. 10A).

  The material which comprises the reinforcement member 5 is not specifically limited, For example, the same material as the material which comprises the steering support member 2 can be illustrated. The material constituting the reinforcing member 5 is preferably a polymer material from the viewpoint of further weight reduction and further improvement of the collision performance and the steering vibration performance. The polymer material that constitutes the reinforcing member 5 is not particularly limited, and examples thereof include the same material as the polymer material that constitutes the steering support member 2. FRTP is preferable. When the reinforcing member 5 is made of a polymer material, it can be manufactured by injection molding, for example.

  The steering support structure of the present invention is a structure for supporting a vehicle steering apparatus. In this specification, the vehicle is used in a concept including not only vehicles such as automobiles, buses, trucks, and trains (railway vehicles) but also any vehicle (transport device) provided with a steering device. Includes aircraft, ships, etc.

1: Cross car beam 1a: Front surface 1b: Rear surface 1c: Upper surface 1d: Lower surface 2: Steering support member 2a: Upper member 2b: Lower member 3: Center stay 4: Side bracket 5: Reinforcement member 5a: Side reinforcement member 5b : Center side reinforcing member 10: Steering support structure 21: Front end portion of steering support member 29: Rear end portion of steering support member 30: Fixing portion of center stay 31: Face member portion 35: Projection portion 50: Face member portion 51a : 51b: 52a: 52b: 53a: 53b: Fastening edge 57: Extension part 55: Concave wall part 55a: 55b: 55c: Wall surface part 300: Main part of center stay

Claims (15)

A crosscar beam extending in an axial direction; and a steering support structure including a steering support member that supports the steering device while being supported by the crosscar beam,
The steering support member includes an upper member and a lower member,
One front end portion of the front end portion of the upper member or the front end portion of the lower member covers the other front end portion and constitutes a bending extension portion for fixing to the cowl. body. The front end portion constituting the bent extension portion has a bulging portion that bulges in the rearward direction,
The steering support structure according to claim 1, wherein the other front end portion has a recess that covers a side surface of the bulging portion. The bulging portion and the concave portion are fitted to each other,
The steering support structure according to claim 2, wherein a rear surface of the front end portion constituting the bent extension portion and a front surface of the other front end portion are in surface contact with each other. Of the upper member or the lower member, the other member different from the member having the front end portion constituting the bent extension portion is a vertical rib that supports the rear surface of the bulging portion of the bent extension portion. Have
The steering support structure according to claim 2 or 3, wherein the vertical rib is a rib extending along the front-rear direction.   5. The steering support member according to claim 1, wherein the steering support member has division positions of the upper member and the lower member on a front surface and a rear surface of the cross car beam in a cross section perpendicular to the axial direction of the cross car beam. A steering support structure according to claim 1.   The upper member and the lower member are in surface contact with each other and are also in surface contact with the cross car beam, and sandwich the cross car beam between them. Steering support structure. The upper member and the lower member are
A portion that contacts each other and a portion that contacts the crosscar beam are formed of a face material portion, and an outer edge rib that stands on the outer edge of the face material portion, and an inner surface of the outer edge rib that stands on the face material portion. The steering support structure according to any one of claims 1 to 6, wherein the steering support structure has a rib structure having an inner rib provided.   The inner rib is parallel to the axial direction of the cross car beam on the face member and the vertical rib extending along the direction perpendicular to the axial direction of the cross car beam. The steering support structure according to claim 7, comprising lateral ribs extending along the direction.   The steering support structure according to claim 8, wherein the lateral rib has a fastening opening and / or a fastening notch.   The steering support structure according to any one of claims 1 to 9, wherein the steering support member has a tapered shape in the vehicle width direction from the rear end portion toward the front end portion in the front-rear direction.   The steering support structure according to any one of claims 1 to 10, wherein the upper member and the lower member are made of a polymer material.   The steering support structure according to claim 1, wherein the steering support member is fixed to a cowl at the front end portion.   The steering support structure according to any one of claims 1 to 12, wherein the cross car beam has a prismatic shape.   The steering support structure according to any one of claims 1 to 13, wherein the cross car beam is a fiber reinforced resin hollow body.   The steering support structure according to claim 1, wherein the cross car beam is a pultruded body.

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