JP2019119275A - Column device - Google Patents

Abstract

To provide a column device that can improve mountability to a vehicle while keeping impact absorption capability.SOLUTION: An EPS device 10 includes a cover housing 42 provided at a position with which tilt springs 34 collide due to movement of a support mechanism 30 toward a vehicle front side. The EPS device 10 includes a first impact absorption mechanism EA1 configured to absorb an impact load applied to the EPS device 10 when the tilt springs 34 collide with the cover housing 42 to be deformed, and a second impact absorption mechanism EA2 configured to absorb, by deformation of an EA plate 60, an impact load applied to the EPS device 10 when the support mechanism 30 is moved toward the vehicle front side.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a column device.

  Conventionally, as described in Patent Document 1, a support mechanism for supporting a steering column is fastened to a vehicle by a bolt or the like as a fastening member, and the impact mechanism having a predetermined load or more acts on the vehicle from the fastening member. There is known a column device that absorbs impact load by separating in the forward direction.

  The support mechanism includes a vehicle-side bracket fixed to the vehicle body, a column-side bracket that supports the steering column and is movable relative to the vehicle-side bracket along the tilt direction, and the column side The bracket and the tilt spring as a biasing member elastically support the steering column so as to be tiltable along the tilt direction.

  The tilt spring has an elastic support portion for elastically supporting the steering column, a linear portion extending along the axial direction of the steering column, and a relay portion relaying between the elastic support portion and the linear portion. doing. The relay portion is fixed in the vehicle forward direction of the vehicle body side bracket. The linear portion enters the inside of the vehicle body side bracket through the insertion hole provided on the front end surface of the vehicle body side bracket. The portion of the linear portion entering the vehicle body side bracket extends to the vehicle rear direction side of the vehicle body side bracket.

  The portion of the linear portion entering the vehicle-side bracket is supported by a holding member attached to the vehicle-side bracket. The holding member has a plurality of pins. The portion of the linear portion supported by the holding member is deformed in accordance with the arrangement of the plurality of pins.

  An impact load equal to or greater than a predetermined load is applied at the time of a secondary collision, and when the support mechanism moves in the forward direction of the vehicle, the position of the portion supported by the holding member of the linear portion changes. That is, as the vehicle body side bracket moves in the forward direction of the vehicle, the linear portion moves while being deformed between the plurality of pins of the holding member. Therefore, the impact load is absorbed by converting the impact load due to the secondary collision into a force that deforms the linear portion of the tilt spring. That is, the linear portion of the tilt spring constitutes an impact absorbing mechanism.

JP, 2014-40181, A

The column device generally assumes an impact load acting at the time of a secondary collision, and an impact absorbing mechanism is designed to be able to appropriately absorb the impact load.
In the above-mentioned column device, if the tilt spring is designed so that the shock absorbing mechanism obtains a desired shock absorbing capability, for example, the length along the axial direction of the linear portion becomes long, and the entire column device becomes an axis. Lengthens in the direction. As a result, it is possible that the mountability to the vehicle of a column apparatus will fall.

  An object of the present invention is to provide a column device capable of improving the mountability to a vehicle while maintaining a shock absorbing capability.

  [1] A column device capable of achieving the above object is a steering column rotatably supporting a steering shaft to which a steering wheel is connected, the steering column being capable of tilting along with the steering shaft in the tilt direction A support mechanism which is fastened to the vehicle body by the fastening member and supports the steering column, and an impact load equal to or more than a predetermined load is applied when the fastening member is fastened to the vehicle body; It presupposes a column device configured to move relative to the vehicle body in the forward direction of the vehicle. The support mechanism includes a vehicle-side bracket fixed to a vehicle body, one end of which is fixed to the vehicle-side bracket, and the other end biases the steering column toward the upper direction of the vehicle. An urging member elastically supporting, and a receiving portion provided at a position where the urging member collides due to relative movement of the supporting mechanism in the forward direction of the vehicle with respect to the vehicle main body A first impact absorbing mechanism for absorbing an impact load acting on the column device by the biasing member colliding with the receiving portion and deforming the same, and the supporting mechanism in the forward direction of the vehicle with respect to the vehicle main body And a second shock absorbing mechanism that absorbs an impact load acting on the column device due to the relative movement toward the head.

  According to this configuration, since the impact load can be shared and absorbed by the first impact absorbing mechanism and the second impact absorbing mechanism, the impact load to be absorbed by each can be reduced. In this case, the degree of freedom in design is enhanced, for example, by designing the tilt spring that exhibits the shock absorbing capability so as not to increase in the axial direction, as compared to the case where the shock load is absorbed only by the first shock absorbing mechanism. be able to. Therefore, the limitation of mounting the column device on the vehicle is reduced, and the mounting performance on the vehicle can be improved while maintaining the shock absorbing capability.

  [2] In the column device having the configuration of the above-mentioned [1], the second impact absorbing mechanism is an impact which is deformed due to relative movement of the support mechanism in the vehicle forward direction with respect to the vehicle body. It is preferable to be configured to include an absorbing member.

  [3] In the column apparatus having the configuration of the above-mentioned [1], the steering column includes a cylindrical upper tube located on the vehicle backward direction side and a lower tube located on the vehicle forward direction side, and the upper tube When the lower tube is fitted on the inner circumferential side of the upper tube, the outer circumferential surface of the upper tube is crimped to the inner circumferential surface of the upper tube inward in the radial direction which is a direction orthogonal to the axis of the steering column. Is formed on the outer peripheral surface of the lower tube and the upper tube is fitted on the inner peripheral side of the lower tube, the inner peripheral surface of the lower tube is The projection which is formed by caulking the outer peripheral surface of the lower tube inward in the radial direction, and which can slide on the outer peripheral surface of the upper tube Provided, said second shock absorbing mechanism preferably is configured to include the projection and the lower tube or the projection and the upper tube.

  [4] In the column device having the configuration of any one of the above [1] to [3], the receiving portion is a housing that accommodates a part of a power transmission mechanism provided on the outer periphery of the column shaft in the steering shaft. The housing has a stepped cylindrical shape and includes a small-diameter side housing on the steering wheel side and a large-diameter side housing on the opposite side of the steering wheel with respect to the small-diameter side housing, the biasing member And the small diameter side housing collides with the vehicle downward direction side of the small diameter side housing due to relative movement of the support mechanism toward the vehicle front direction with respect to the vehicle main body, and the small diameter side housing after colliding with the small diameter side housing. A first deformation portion that deforms outward in a vehicle width direction in the side housing, and the deformation of the first deformation portion; A second deformation portion which is deformed toward the vehicle downward along the end face of the large diameter side housing after having collided with the radial side housing and collided with the large diameter side housing. it can.

  ADVANTAGE OF THE INVENTION According to the column apparatus of this invention, the mountability to a vehicle can be improved, maintaining an impact-absorbing capability.

Sectional drawing at the time of cut | disconnecting along the axis line of the steering column of 1st Embodiment of a column apparatus. Sectional drawing at the time of cut | disconnecting along the direction orthogonal to the axis line of the steering column of 1st Embodiment. FIG. 2 is a top view of the column of the first embodiment as viewed from above the vehicle. The side view of the column of 1st Embodiment. Schematic which showed operation | movement of the 2nd impact-absorbing mechanism of 1st Embodiment. FIG. 7 is a schematic view showing a deformation of a first deformation portion of the tilt spring of the first embodiment. FIG. 7 is a schematic view showing a deformation of a second deformation portion of the tilt spring of the first embodiment. (A) is a sectional view when the second shock absorbing mechanism in the second embodiment of the column apparatus is cut along the axis of the steering column, (b) is a second shock of the second embodiment Sectional drawing when it cuts along the direction orthogonal to the axial direction of an absorption mechanism. The schematic of the 2nd impact-absorbing mechanism in other embodiment of a column apparatus. The schematic of the 2nd impact-absorbing mechanism in other embodiment of a column apparatus.

First Embodiment
Hereinafter, one embodiment of the column device will be described.
As shown in FIG. 1, the electric power steering apparatus 10 (hereinafter referred to as “EPS apparatus 10”) includes a steering mechanism 2 for turning the steered wheels 15 based on an operation of a steering wheel 90 by the driver, and An assist mechanism 3 as a power transmission mechanism for assisting the operation of the steering wheel 90, and a column device 4 supporting a portion of the steering mechanism 2 on a mounting stay S constituting a portion of the vehicle body are provided.

  The steering mechanism 2 has a steering shaft 11 that rotates integrally with a steering wheel 90, and a rack shaft 12 that interlocks with the steering shaft 11 and reciprocates in the axial direction. The rack shaft 12 is provided with rack teeth.

  The steering shaft 11 has a column shaft 11a, an intermediate shaft 11b, and a pinion shaft 11c. The column shaft 11a has a cylindrical upper shaft 11d, an axial lower shaft 11e, and an axial output shaft 11f. A steering wheel 90 is connected to the upper end of the upper shaft 11d. The lower shaft 11e is capable of relative movement with respect to the upper shaft 11d in the axial direction, and is fitted into the upper shaft 11d so as to be able to rotate integrally with the upper shaft 11d. An output shaft 11 f is connected to a lower end portion of the lower shaft 11 e. The pinion shaft 11c is coupled to the lower end portion of the output shaft 11f via the intermediate shaft 11b. At the lower end portion of the pinion shaft 11c, pinion teeth are provided.

  A rack and pinion mechanism 13 is configured by the pinion teeth of the pinion shaft 11c and the rack teeth of the rack shaft 12 meshing with the pinion teeth. Therefore, the rotational movement of the steering shaft 11 is converted to axial reciprocation of the rack shaft 12 through the rack and pinion mechanism 13. The reciprocation movement of the rack shaft 12 is transmitted to the steered wheels 15 via tie rods 14 respectively connected to both ends of the rack shaft 12, whereby the steered angle of the steered wheels 15 is changed.

  The assist mechanism 3 has an output shaft 11f of the column shaft 11a, a worm wheel 91 fixed to the outer peripheral surface of the output shaft 11f, and a motor 92 serving as a source of assist force assisting the operation of the steering wheel 90. ing. The motor 92 has a rotating shaft (not shown). A worm gear of a rotating shaft (not shown) of the motor 92 meshes with the worm wheel 91. Therefore, the rotational force generated by the motor 92 is transmitted to the output shaft 11 f via the worm wheel 91 and applied to the steering wheel 90 as an assist force.

  The EPS device 10 also includes a housing 40 that accommodates part of the assist mechanism 3. Specifically, the housing 40 accommodates the output shaft 11 f, the worm wheel 91 of the assist mechanism 3, and the rotation shaft of the motor 92. The output shaft 11 f is rotatably supported via bearings 93, 94, 95 provided inside the housing 40.

  The housing 40 has a stepped cylindrical shape, and has a bottomed cylindrical gear housing 41 accommodating the worm wheel 91 and a bottomed cylindrical cover housing 42 closing the opening of the gear housing 41. The gear housing 41 is provided on the vehicle front direction side (left side in FIG. 1) of the cover housing 42.

  The cover housing 42 has a small diameter side housing 42 a, a large diameter side housing 42 b, and a cylindrical connecting portion 42 c. The small diameter side housing 42a, the large diameter side housing 42b, and the connecting portion 42c are provided coaxially with the column shaft 11a.

The small-diameter side housing 42a is provided on the steering wheel 90 side of the cover housing 42 in the axial direction of the column shaft 11a.
The large diameter side housing 42b is provided on the opposite side of the steering wheel 90 with respect to the small diameter side housing 42a in the axial direction of the column shaft 11a. The outer diameter of the large diameter housing 42b is larger than the outer diameter of the small diameter housing 42a. Further, the outer diameter of the large-diameter housing 42 b is substantially the same as the outer diameter of the gear housing 41.

  The connecting portion 42c is provided on the steering wheel 90 side with respect to the small-diameter side housing 42a in the axial direction of the column shaft 11a. A boundary portion between the lower shaft 11e and the output shaft 11f is accommodated in the inside of the connecting portion 42c. The outer diameter of the connecting portion 42c is smaller than the outer diameter of the small-diameter side housing 42a.

  The column device 4 includes a steering column 20 that rotatably supports the column shaft 11 a and a support mechanism 30 that supports the steering column 20 with respect to the mounting stay S.

  The steering column 20 is supported so as to be tiltable in the vehicle vertical direction centering on an axis m1 of the tilt center axis O in the housing 40 by the lower bracket 35 fixed on the vehicle forward direction side of the mounting stay S. The direction in which the steering column 20 tilts is a tilt direction C in contact with and away from the mounting stay S. The steering column 20 has a cylindrical upper tube 21 and a cylindrical lower tube 22.

  An upper shaft 11d of the column shaft 11a is rotatably supported via a bearing 96 on the inner peripheral surface of the upper tube 21 on the vehicle rear direction side. A lower tube 22 is fitted on the inner peripheral side of the upper tube 21 on the vehicle front direction side. The upper tube 21 can slide relative to the lower tube 22 in the axial direction of the column shaft 11a. Therefore, the steering column 20 can expand and contract in the axial direction of the column shaft 11a while the upper tube 21 and the lower tube 22 slide relative to each other. A cover housing 42 is fitted to the inner periphery of the lower tube 22 on the vehicle front side via a connecting portion 42c.

  As shown in FIGS. 2 and 3, the support mechanism 30 includes an upper bracket 31 as a vehicle body side bracket, a column side bracket 32, a support shaft 33, a tilt spring 34 as a biasing member, and a capsule mechanism EA3. have.

The upper bracket 31 is fixed to the rear side of the mounting stay S by a fastening member 97.
Specifically, as shown in FIG. 2, the upper bracket 31 is fastened to the mounting stay S by the fastening member 97 and the lock nut 98 via the capsule mechanism EA3.

  The upper bracket 31 has a plate portion 31a, a clamp portion 31b, and a reinforcing portion 31e. The plate portion 31 a has a flat plate shape extending along the mounting stay S. The upper end surface of the clamp portion 31 b is fixed to the plate portion 31 a.

  The clamp portion 31 b is provided substantially in a U-shape when viewed along the axial direction of the column shaft 11 a. The clamp portion 31 b has a pair of side plates 31 c facing each other in the vehicle width direction. The pair of side plates 31 c is provided to sandwich the steering column 20 in the vehicle width direction. A gap is formed between the pair of side plates 31 c and the upper tube 21. Tilt long holes 31 d along the tilt direction C are respectively provided in the pair of side plates 31 c. The tilt elongated holes 31 d pass through the pair of side plates 31 c in the thickness direction.

  The reinforcing portion 31e is provided integrally with the pair of side plates 31c. The reinforcing portion 31 e extends outward from the pair of side plates 31 c in the vehicle width direction, and has a function of securing the rigidity of the upper bracket 31. The reinforcing portion 31e is provided with a pair of through holes 31f at symmetrical positions in the vehicle width direction with reference to the axis m2 of the steering column 20.

  The column side bracket 32 is substantially U-shaped when viewed along the axial direction of the column shaft 11a, and has a pair of side plates 32a facing each other in the vehicle width direction. Ends of the pair of side plates 32a on the vehicle upper side support the upper tube 21 of the steering column 20 in the vehicle width direction while supporting the upper tube 21 toward the vehicle upper side. The pair of side plates 32a is provided with telescopic elongated holes 32b penetrating in the thickness direction. The telescopic elongated hole 32b extends in the axial direction of the column shaft 11a.

  The support shaft 33 is inserted through the tilt long hole 31 d of the upper bracket 31 and the telescopic long hole 32 b of the column side bracket 32 in a state where the column side bracket 32 is provided inside the upper bracket 31. Thus, the support shaft 33 connects the two brackets 31 and 32 to each other. The column side bracket 32 can be tilted in the tilt direction C with respect to the upper bracket 31 within the range in which the tilt elongated hole 31 d is provided. Further, the column side bracket 32 is movable in the axial direction of the column shaft 11a with respect to the upper bracket 31 in a range where the telescopic elongated hole 32b is provided.

  Further, the EPS device 10 is provided with a lock mechanism L. The lock mechanism L includes a lever Le, a cam mechanism Cm, and a fixing mechanism Fm. The lever Le is integrally rotatable with the support shaft 33. The cam mechanism Cm is provided on the lever Le side of the support shaft 33. The fixing mechanism Fm is provided at an end of the support shaft 33 opposite to the cam mechanism Cm. The pair of side plates 31 c of the upper bracket 31 is sandwiched by the cam mechanism Cm and the fixing mechanism Fm in the vehicle width direction. The cam mechanism Cm is opposed to the first cam member Cm1 provided rotatably integrally with the support shaft 33 and the lever Le, and the first cam member Cm1, and the rotation of the support shaft 33 about its axis is restricted. And a second cam member Cm2.

  As the lever Le is rotated about the axis of the support shaft 33, the first cam member Cm1 rides on the second cam member Cm2. As a result, the second cam member Cm2 presses one of the pair of side plates 31c (left side in FIG. 2) toward one of the pair of side plates 32a of the column side bracket 32 (left side in FIG. 2). At this time, the other (right side in FIG. 2) of the pair of side plates 32a is pressed against the other (right side in FIG. 2) of the pair of side plates 31c. The other of the pair of side plates 31c is locked by the fixing mechanism Fm. Therefore, the pair of side plates 31c and the pair of side plates 32a are in a state of being strongly sandwiched between the cam mechanism Cm and the fixing mechanism Fm when the first cam member Cm1 rides on the second cam member Cm2.

  When the pair of side plates 31c and the pair of side plates 32a are strongly sandwiched by the cam mechanism Cm and the fixing mechanism Fm, friction occurs between the inner surfaces of the pair of side plates 31c and the outer surfaces of the pair of side plates 32a. Further, the pair of side plates 32 a is pressed against the upper tube 21 of the steering column 20. Therefore, the relative movement of the column side bracket 32 in the tilt direction C with respect to the upper bracket 31 is restricted. Further, expansion and contraction in the axial direction of the steering column 20 are restricted. As a result, the tilt adjustment and the telescopic adjustment of the EPS device 10 are locked. On the other hand, with the rotation of the lever Le, the riding on the second cam member Cm2 of the first cam member Cm1 is released, and the relative movement of the column side bracket 32 in the tilt direction C with respect to the upper bracket 31 and the steering column 20 The tilt adjustment and the telescopic adjustment of the EPS device 10 are unlocked when the expansion and contraction in the axial direction of the are made freely.

  As shown in FIGS. 1 to 4, the tilt spring 34 is configured by a single linear member. The tilt spring 34 is configured by bending a plurality of linear members. The tilt spring 34 has a symmetrical shape with respect to the axis m2 of the steering column 20.

  As shown in FIG. 3, the tilt spring 34 is provided to project toward the vehicle front direction side of the upper bracket 31. The tilt springs 34 are provided at symmetrical positions in the vehicle width direction with reference to the axis m2 of the steering column 20.

  As shown in FIGS. 2 and 4, one end 34 a of the tilt spring 34 is fixed to the upper bracket 31 by being respectively inserted into a pair of through holes 31 f provided in the reinforcing portion 31 e. The other end 34 b of the tilt spring 34 is disposed on the lower side of the support shaft 33 in the vehicle direction to bias the support shaft 33 toward the upper side of the vehicle. That is, the other end 34 b of the tilt spring 34 biases the column side bracket 32 toward the upper side of the vehicle through the bias of the support shaft 33. Further, the other end 34 b of the tilt spring 34 biases the steering column 20 upward through the bias of the column side bracket 32. That is, the tilt spring 34 elastically supports the steering column 20.

  As shown in FIGS. 1 and 3, in the axial direction of the steering column 20, the tilt spring 34 has a first deformation portion 34c that is a portion facing the small diameter side housing 42a of the cover housing 42. In the tilt spring 34, the first deformation portion 34c faces the vehicle downward side of the small-diameter side housing 42a, and is connected to the other end 34b. The first deformation portion 34c is gradually bent outward in the vehicle width direction as it goes from the other end 34b in the vehicle front direction.

  As shown in FIGS. 3 and 4, in the axial direction of the steering column 20, the tilt spring 34 has a second deformation portion 34d at a position facing the large diameter side housing 42b of the cover housing 42. In the tilt spring 34, the second deformation portion 34d extends upward in the vehicle from the end opposite to the other end 34b of the first deformation portion 34c, and is connected to the one end 34a. That is, in the tilt spring 34, a portion inclined with respect to the axis m2 of the steering column 20 is a second deformation portion 34d. The second deformation portion 34 d is inclined such that the tilt spring 34 protrudes in the vehicle front direction side toward the vehicle lower direction side and the vehicle front direction side.

  As shown in FIGS. 2 and 3, the capsule mechanism EA3 is provided on the plate portion 31 a of the upper bracket 31. The capsule mechanism EA3 is provided at symmetrical positions in the vehicle width direction with reference to the axis m2 of the steering column 20. The capsule mechanism EA3 is configured by fixing the capsule 50 and the plate portion 31a of the upper bracket 31 with the resin pin 51. For example, when an impact load of a predetermined load or more acts on the support mechanism 30 in the forward direction of the vehicle, the resin pin 51 for fixing the upper bracket 31 and the capsule 50 is sheared along the axial direction of the steering column 20. As the resin pin 51 is sheared, the upper bracket 31 can move relative to the vehicle body in the forward direction of the vehicle. At this time, the capsule 50 is maintained in the state of being fastened to the mounting stay S by the fastening member 97. Therefore, the capsule mechanism EA3 is configured such that the upper bracket 31 moves relative to the vehicle body in the vehicle forward direction when an impact load of a predetermined load or more acts on the support mechanism 30 in the vehicle forward direction. ing.

  In the EPS device 10, for example, when the vehicle collides in the front and the driver collides with the steering wheel 90 by the action of inertia, the first impact absorbing mechanism EA1 and the second impact absorbing mechanism EA1 for the purpose of alleviating the impact. An absorption mechanism EA2 is provided.

  The first impact absorbing mechanism EA1 is composed of a cover housing 42 and a tilt spring 34. The second impact absorbing mechanism EA2 is configured of an EA plate 60 as an impact absorbing member and an upper bracket 31.

  Specifically, as shown in FIG. 3 and FIG. 4, the EA plate 60 is in the shape of a belt that is bent in a plurality of steps stepwise toward the vehicle front direction, and the width in the vehicle width direction gradually decreases ing. The EA plate 60 includes a first flat plate portion 61, a first bending portion 62, a second flat plate portion 63, and a second bending portion 64.

  The first flat plate portion 61 has a flat plate shape extending along the axis m 2 of the steering column 20. The first flat plate portion 61 is inserted through the through hole 31i so that the inside of the through hole 31i provided in the reinforcing portion 31e of the upper bracket 31 can be moved along the axis of the steering column 20. One end of the first flat plate portion 61 is fixed to the mounting stay S by the fastening member 97 and the lock nut 98 together with the capsule 50. The first bending portion 62 extends from one end opposite to the fixed side of the first flat plate portion 61 so as to bend in the vehicle front direction and the vehicle lower direction. The second flat plate portion 63 extends in the vehicle front direction from one end of the first bending portion 62. The second bending portion 64 extends from one end of the second flat plate portion 63 so as to bend in the vehicle forward direction and the vehicle lower direction.

The reinforcing portion 31e of the upper bracket 31 has a first support portion 31g and a second support portion 31h.
The first support portion 31g protrudes from the portion on the vehicle upper direction side toward the vehicle front direction on the end surface on the vehicle front direction side of the reinforcing portion 31e. In the case of FIG. 4, the first support portion 31 g biases the EA plate 60 from the vehicle upper side to the vehicle lower side so as to have the first bending portion 62.

  The second support portion 31 h protrudes in the vehicle front direction from a portion on the vehicle lower direction side than the first support portion 31 g at an end surface of the reinforcing portion 31 e on the vehicle front direction side. The second support portion 31 h has a through hole 31 j penetrating along the axis m 2 of the steering column 20. In the case of FIG. 4, the second flat plate portion 63 is inserted in the through hole 31j so as to be movable along the axis m2 of the steering column 20.

Next, the operation of the first shock absorbing mechanism EA1 and the second shock absorbing mechanism EA2 will be described.
As shown in FIG. 5, at the time of a secondary collision, the upper bracket 31 moves from the mounting stay S toward the vehicle front. In this case, in the EA plate 60, the first bent portion 62 is deformed in a flat plate shape through the through holes 31i of the reinforcing portion 31e. Thereafter, the EA plate 60 is urged by the first support portion 31g to bend the second flat plate portion 63, pass through the through holes 31i of the reinforcement portion 31e, and the second flat plate portion 63 is flat. Will be transformed into In the EA plate 60, the second bent portion 64 is deformed into a flat plate shape through the through hole 31j of the second support portion 31h, and biased by the first support portion 31g. The bending portion 64 is bent. That is, in the second bent portion 64, the portion of the reinforcing portion 31e passing through the through hole 31i is deformed into a flat plate, and the portion of the second support portion 31h passing through the through hole 31j is deformed into a flat plate. The portion biased by the first support portion 31g is bent.

  That is, due to the movement of the upper bracket 31 from the mounting stay S toward the vehicle front, the EA plate 60 is plastically deformed through the reinforcing portion 31e.

  Further, as shown in FIG. 6 and FIG. 7, in the event of a secondary collision, due to the upper bracket 31 moving from the mounting stay S toward the vehicle forward direction, the tilt spring 34 together with the upper bracket 31 Move forward. In this case, the first deformation portion 34 c collides with a portion on the vehicle downward direction side of the small-diameter side housing 42 a of the cover housing 42 opposed in the axial direction of the steering column 20. The small-diameter side housing 42a functions as a receiving portion with which the first deformation portion 34c collides. Thereafter, the first deformation portion 34c is deformed so as to spread outward in the vehicle width direction in a state of being in contact with the small-diameter side housing 42a.

  Further, when the first deformation portion 34c is deformed so as to spread in the vehicle width direction, the second deformation portion 34d of the tilt spring 34 collides with the end face 42d which is a portion on the vehicle rear direction side of the large diameter side housing 42b. Do. The large diameter side housing 42b functions as a receiving part with which the second deformation part 34d collides. Thereafter, the second deformation portion 34d is deformed to extend in the vehicle downward direction along the end face 42d of the large diameter side housing 42b in a state of being in contact with the large diameter side housing 42b.

  Thus, the first shock absorbing mechanism EA1 and the second shock absorbing mechanism EA2 function to absorb the shock load at the time of the secondary collision, that is, the shock load to the EPS device 10 at the overlapping timing. That is, the first impact absorbing mechanism EA1 and the second impact absorbing mechanism EA2 can share and absorb the impact load at the time of the secondary collision.

Next, the effects of the present embodiment will be described.
(1) Since the impact load can be shared and absorbed by the first impact absorbing mechanism EA1 and the second impact absorbing mechanism EA2, the impact load to be absorbed by each can be reduced. In this case, for example, the first deformation portion 34c of the tilt spring 34 that exerts an impact absorbing capability is designed so as not to increase in the axial direction as compared with the case where the impact load is absorbed only by the first impact absorbing mechanism EA1. Can increase design freedom. Therefore, the restriction of mounting of the column device 4 on the vehicle is reduced, and the mounting performance on the vehicle can be improved while maintaining the shock absorbing capability.

Second Embodiment
Hereinafter, a second embodiment of the column device will be described. The same components as those of the first embodiment are denoted by the same reference numerals, and the detailed description thereof is omitted. The main difference from the first embodiment is the configuration of the second impact absorbing mechanism EA2.

  As shown in FIGS. 8A and 8B, on the inner peripheral surface of the upper tube 21 of the steering column 20, the outer peripheral surface of the upper tube 21 is directed inward in the radial direction orthogonal to the axis m2 of the steering column 20. A plurality of projections 23 formed by staking are provided. The plurality of protrusions 23 are provided at intervals along the circumferential direction around the axis m <b> 2 of the steering column 20. The diameter of an imaginary circle formed by connecting the tips of the plurality of projections 23 is set smaller than the outer diameter of the lower tube 22. That is, the upper tube 21 is configured to be axially slidable with respect to the outer peripheral surface of the lower tube 22 via the plurality of protrusions 23.

In the present embodiment, the second impact absorbing mechanism EA2 is configured of an upper tube 21 and a lower tube 22.
At the time of the secondary collision, the upper tube 21 slides in the axial direction with respect to the lower tube 22 due to the upper bracket 31 moving from the mounting stay S toward the vehicle front direction, and the column shaft 11a It shrinks in the axial direction. That is, a frictional force is generated between the plurality of protrusions 23 of the upper tube 21 and the inner circumferential surface of the lower tube 22.

  That is, in the present embodiment, the second impact absorbing mechanism EA2 functions to absorb the impact load at the time of the secondary collision through the axial movement of the upper tube 21 with respect to the lower tube 22.

According to the present embodiment, the same effects as those of the first embodiment can be obtained, and the following effects can also be obtained.
(2) Since the upper tube 21 and the lower tube 22 of the steering column 20 are used, for example, a separate member such as the EA plate 60 constituting the second impact absorbing mechanism EA2 of the first embodiment is not used. Even if it does, 2nd impact-absorbing mechanism EA2 can be comprised. Therefore, the number of members of the column device 4 can be reduced.

(3) The impact load absorbing ability of the second impact absorbing mechanism EA2 can be easily adjusted by the number of the plurality of protrusions 23 of the upper tube 21.
The first and second embodiments can be modified as follows. The first and second embodiments and the following modifications can be combined with one another as long as there is no technical contradiction.

  In the first and second embodiments, the impact load is absorbed by the deformation of the first deformation portion 34c and the second deformation portion 34d of the tilt spring 34. For example, the deformation of the first deformation portion 34c is The shock load may be absorbed by itself. Alternatively, the impact load may be absorbed only by the deformation of the second deformation portion 34d. Further, the impact load may be absorbed at a portion different from the first deformation portion 34c and the second deformation portion 34d. That is, the capsule mechanism EA3 of the support mechanism 30 acts at the time of a secondary collision, and when the upper bracket 31 moves relative to the vehicle body in the forward direction of the vehicle, the tilt spring 34 collides with the cover housing 42 and deforms. The tilt spring 34 may be configured in any way as long as it has a part.

  Also, as described in Patent Document 1, the tilt spring 34 may be configured to have a linear portion. In this case, the impact load due to the secondary collision may be absorbed by moving the linear portion while being deformed between the plurality of pins. Even with this configuration, the length along the axial direction of the linear portion of the tilt spring 34 can be shortened as compared with the above-mentioned Patent Document 1, so the mountability of the column device 4 on the vehicle is improved. It can be done.

  -Moreover, although the tilt spring 34 was comprised by one linear member, it does not restrict to this. For example, the other end 34 b may be cut along the axis m 2 of the steering column 20. That is, the tilt spring 34 may be configured by two linear members.

  -Moreover, although the cover housing 42 was employ | adopted as a receiving part which the tilt spring 34 collides, it does not restrict to this. For example, when the upper bracket 31 moves relative to the vehicle body in the forward direction of the vehicle, a configuration other than the cover housing 42 may be newly added to the position where the tilt spring 34 collides. Further, in terms of product specifications of the EPS device 10, an existing member at a position where the tilt spring 34 collides may be used as a receiving portion.

  For example, if the receiving unit is one other than the cover housing 42 of the housing 40 that accommodates a portion of the assist mechanism 3, the assist mechanism 3 may not be provided on the outer periphery of the column shaft 11a. For example, the assist mechanism 3 may be provided on the outer periphery of the rack shaft 12. In this case, the assist mechanism 3 has a reduction mechanism, and converts the rotational force generated by the motor 92 into an axial force along the rack shaft 12 by the reduction mechanism. The axial force applied to the rack shaft 12 is applied to the steering wheel 90 as an assist force.

  -Moreover, what is accommodated in the inside of the housing 40 may be accommodated not a part of the assist mechanism 3, but a part of reaction force generating mechanism as a power transmission mechanism. That is, the column device may be applied not to the EPS device 10 but to a steer-by-wire steering device.

In the second embodiment, the plurality of protrusions 23 are formed on the upper tube 21. However, for example, the plurality of protrusions 23 may be formed on the outer peripheral surface of the lower tube 22.
Also, for example, in the case where the upper tube 21 is configured to be fitted on the inner peripheral side of the lower tube 22, the plurality of protrusions 23 are configured by caulking the outer peripheral surface of the lower tube 22 inward in the radial direction May be That is, the plurality of protrusions 23 may be formed on the inner circumferential surface of the lower tube 22.

Further, in the case where the upper tube 21 is configured to be fitted to the inner circumferential side of the lower tube 22, a plurality of protrusions 23 may be formed on the outer circumferential surface of the upper tube 21.
The plurality of protrusions 23 may not be spaced along the circumferential direction. For example, the protrusions may be provided over the entire circumference in the circumferential direction.

In the first embodiment, the second impact absorbing mechanism EA2 is configured of the EA plate 60, but may be as follows.
As shown in FIG. 9, the second impact absorbing mechanism EA2 may be configured by a shear plate 70 as an impact absorbing member.

  The shear plate 70 includes a first plate 71, a second plate 72, and a third plate 73. The second plate 72 and the third plate 73 are integrally provided via the notches 74. The notches 74 are provided at the central portion of the shear plate 70. The first plate 71 is connected to the upper end of the second plate 72. The first plate 71 protrudes from the upper end of the second plate 72 in the vehicle rearward direction. The first plate 71 is provided with a through hole 71 a for inserting the fastening member 97.

  The first plate 71 of the shear plate 70 is interposed between the capsule 50 and the lock nut 98 in FIG. 2 and is integrally fixed to the capsule mechanism EA3 by the fastening member 97. The third plate 73 of the shear plate 70 is fixed to the reinforcing portion 31 e of the upper bracket 31.

  At the time of the secondary collision, the third plate 73 of the shear plate 70 along with the upper bracket 31 is directed in the vehicle forward direction due to the upper bracket 31 moving from the mounting stay S toward the vehicle forward direction. I will move. In this case, the shear plate 70 is torn apart so that the notches 74 between the second plate 72 and the third plate 73 extend downward in the vehicle. Thus, the second impact absorbing mechanism EA2 functions to absorb the impact load by converting the impact load at the time of the secondary collision into the shear deformation of the shear plate 70.

Also, as shown in FIG. 10, the second impact absorbing mechanism EA2 may be configured by a torsion plate 80.
The torsion plate 80 includes a first plate 81, a second plate 82, a third plate 83, and a twisting portion 84. The second plate 82 and the third plate 83 are integrally provided via the twisting portion 84. The twisting portion 84 connects the lower end of the second plate 82 and the third plate 83 with respect to the vehicle. The first plate 81 is connected to the upper end of the second plate 82. The first plate 81 protrudes from the upper end of the second plate 82 in the vehicle rear direction. The first plate 81 is provided with a through hole 81 a for inserting the fastening member 97.

  At the time of the secondary collision, the third plate 83 of the torsion plate 80 moves together with the upper bracket 31 in the forward direction of the vehicle due to the upper bracket 31 moving from the mounting stay S in the forward direction of the vehicle. I will. Thereby, the second impact absorbing mechanism EA2 functions to absorb the impact load by converting the impact load at the time of the secondary collision into the torsional deformation of the torsion portion 84 of the torsion plate 80.

  In the first embodiment, the EA plate 60 is set so that the width in the vehicle width direction gradually decreases in the forward direction of the vehicle, but for example, the vehicle width direction in the forward direction of the vehicle The width in the may be set to be the same. By adjusting the width of the EA plate 60 in the vehicle width direction, it is possible to adjust the impact load absorbing ability of the second impact absorbing mechanism EA2.

DESCRIPTION OF SYMBOLS 4 ... Column apparatus, 10 ... EPS apparatus, 11 ... Steering shaft, 11a ... Column shaft, 20 ... Steering column, 21 ... Upper tube, 22 ... Lower tube, 23 ... Protrusion, 30 ... Support mechanism, 31 ... Upper bracket, 34: tilt spring 34a: one end, 34b: the other end, 34c: first deformation portion 34d: second deformation portion 40: housing 42: cover housing 42a: small diameter side housing 42b: large Diameter side housing, 60: shock absorbing plate (EA plate), 70: shear plate, 80: torsion plate, 90: steering wheel, 91: worm wheel, 92: motor, 97: fastening member, S: mounting stay, C: Tilt direction, EA1 ... first impact absorbing mechanism, EA2 ... second impact absorbing mechanism.

Claims (4)

A steering column rotatably supporting a steering shaft to which a steering wheel is connected, wherein the steering column can be tilted along with the steering shaft in a tilt direction, and the steering body is fastened to the vehicle body by a fastening member A supporting mechanism for supporting the column, and the supporting mechanism is directed in the forward direction of the vehicle with respect to the vehicle body by applying an impact load equal to or more than a predetermined load in a state where the fastening member is fastened to the vehicle body. In a column arrangement configured to move relative to
The support mechanism includes a vehicle-side bracket fixed to a vehicle body, one end of which is fixed to the vehicle-side bracket, and the other end biases the steering column toward the upper direction of the vehicle. And a resiliently supporting biasing member;
The support mechanism includes a receiving portion provided at a position where the biasing member collides due to relative movement of the supporting mechanism in the forward direction of the vehicle with respect to the vehicle body, and the biasing member collides with the receiving portion. A first impact absorbing mechanism that absorbs an impact load acting on the column device by being deformed and deformed;
And a second impact absorbing mechanism that absorbs an impact load acting on the column device due to relative movement of the support mechanism relative to the vehicle body in the forward direction of the vehicle. The second impact absorbing mechanism according to claim 1, wherein the second impact absorbing mechanism includes an impact absorbing member that deforms due to relative movement of the support mechanism in the vehicle forward direction with respect to the vehicle body. Column device. The steering column includes a cylindrical upper tube located on the vehicle backward direction side and a lower tube located on the vehicle forward direction side.
When the lower tube is fitted to the inner peripheral side of the upper tube, the outer peripheral surface of the upper tube is directed inward in the radial direction which is a direction orthogonal to the axis of the steering column on the inner peripheral surface of the upper tube. A protrusion is formed by caulking and provided on the outer peripheral surface of the lower tube so as to be slidable,
When the upper tube is fitted on the inner peripheral side of the lower tube, it is formed on the inner peripheral surface of the lower tube by caulking the outer peripheral surface of the lower tube inward in the radial direction, and the upper The protrusion which is slidable on the outer peripheral surface of the tube is provided,
The column device according to claim 1, wherein the second impact absorbing mechanism includes the protrusion and the lower tube or the protrusion and the upper tube. The receiving portion is a housing that accommodates a part of a power transmission mechanism provided on an outer periphery of a column shaft in the steering shaft,
The housing has a stepped cylindrical shape and is provided with a small diameter side housing on the steering wheel side and a large diameter side housing on the opposite side to the steering wheel with reference to the small diameter side housing.
The biasing member collides with the vehicle downward side of the small-diameter side housing due to relative movement of the support mechanism in the vehicle forward direction with respect to the vehicle body, and collides with the small-diameter side housing The first deformation portion of the small-diameter side housing that deforms outward in the vehicle width direction and the large-diameter side housing collide with the large-diameter side housing with the deformation of the first deformation portion. The column device according to any one of claims 1 to 3, further comprising: a second deformation portion that deforms downward along the end face of the large-diameter housing after collision with the vehicle.