JP4617916B2 - Steering device support structure - Google Patents

Description

  The present invention relates to a support structure for a steering device in which a steering shaft for transmitting a steering force of a steering wheel to a wheel is supported by a vehicle body via an instrument panel member.

  In general, the above-described steering shaft is provided so as to pass through the lower part of an instrument panel member as a vehicle body rigid member extending in the vehicle width direction, and this steering shaft is rotatably supported by a steering column.

  The above-described steering shaft needs to have a structure that does not interfere with the occupant in the event of a vehicle collision. Therefore, the steering bracket is fixed to the instrument panel member, and is fixed to the steering column and can move forward in the axial direction of the steering shaft in the event of a vehicle collision For the purpose of protecting the occupant in the event of a vehicle collision, it is conceivable to move the above-mentioned movable bracket together with the steering column and steering shaft in the axial direction of the shaft. Adopting a structure that does not interfere with the instrument panel member even if the movable bracket strokes forward in the axial direction of the steering shaft under an appropriate arrangement condition in which the vertical distance between the instrument panel member and the steering shaft is set as short as possible to ensure , Against the instrument panel member body Since the mounting point is shifted forward and the front / rear distance between the instrument panel member and the movable bracket becomes longer, in order to firmly support the steering column and the steering shaft via the fixed bracket and movable bracket at this long front / rear distance. These brackets must be made as strength parts to increase their rigidity.

On the other hand, Patent Literature 1 discloses a steering lock device that suppresses the influence on an occupant to a predetermined value or less during a vehicle collision and ensures the safety of the occupant.
That is, a cylindrical casing main body that houses a key cylinder that is rotated by a key, a lock support portion that protrudes from the casing main body toward the steering shaft side and includes a cylindrical guide portion, and the lock described above A lock member provided along the guide portion in the support portion and movably provided in a locking position that engages with the steering shaft and a release position that releases the engagement in response to a key rotation operation is provided. The lock support portion is provided with a fixing portion for fixing the steering lock device to the vehicle body side, and breakage is induced by a predetermined impact force between the fixing portion and the connecting portion of the casing body and the lock support portion. A breakage inducing portion is provided, and the lock support portion is broken in the event of a vehicle collision, and the casing body is rotated upward about the lock support portion to To reduce the strain exerted on the knee, which is constituted so as to suppress the influence of the occupant below a predetermined value.

However, the above-mentioned Patent Document 1 does not disclose anything about the configuration and technical idea for allowing the steering shaft to escape in the axial direction and upward when a collision occurs.
Japanese Patent Laid-Open No. 2003-4080

  Therefore, the present invention can prevent the occupant's (driver) 's knee from interfering with the steering shaft at the time of a collision while ensuring the operability of the occupant with a simple configuration. Is positioned at an appropriate position, and the vertical span between the two is set as small as possible, ensuring the steering shaft support rigidity during normal operation, and allowing the steering shaft to escape axially and upward in the event of a vehicle collision An object of the present invention is to provide a support structure for a steering device that can move reliably.

  The support structure of the steering device according to the present invention is supported by the vehicle body via an instrument panel member that extends in the vehicle width direction, and is arranged so that a steering shaft that transmits the steering force of the steering wheel to the wheels passes through the lower vicinity of the instrument panel member. A steering device support structure provided, wherein the first bracket is fixed to the instrument panel member, the second bracket is fixed to a steering column that rotatably supports the steering shaft, the first bracket, and the first bracket Connecting means for connecting two brackets, the connecting means being capable of relative displacement of the second bracket relative to the first bracket in the axial direction of the steering shaft in the event of a vehicle collision, and the second bracket accompanying the relative displacement. And the second bracket has an impeller. Together they are arranged to overlap in the vertical direction with respect to the member, which is constituted so as to crash the front of the overlapping portion of the second bracket in a collision with the instrument panel member.

  According to the above configuration, since the second bracket overlaps the instrument panel member in the vertical direction, the instrument panel member and the steering shaft are disposed at appropriate positions, and the two (instrument panel member, steering shaft) are disposed between them. The vertical bracket can be set as small as possible to reduce the size of the second bracket.

  Further, in a normal time (non-collision), the connecting means connects the first bracket and the second bracket, and in combination with the arrangement at the proper position described above, the steering operability of the occupant is ensured. be able to.

  Moreover, at the time of a vehicle collision, the second bracket is displaced relative to the first bracket in the axial direction of the steering shaft and is displaced upward. In this case, the front portion of the overlap portion of the second bracket is connected to the instrument panel member. Since the crash occurs due to the collision, the movement of the second bracket is ensured, the steering shaft can be surely released in the axial direction and upward, and the occupant's knee can be prevented from interfering with the steering shaft at the time of the collision.

In short, the vertical span between the instrument panel member and the steering shaft can be shortened, and in the event of a collision, it is possible to reliably move the steering shaft in the axial direction and upward.
In one embodiment of the present invention, the instrument panel member and / or the instrument panel near the instrument panel member of the first bracket is provided with a projection that protrudes toward the second bracket, and the projection is disposed in front of the overlap section at the time of collision. The part is pressed downward to be deformed.

  According to the said structure, the overlap part front part of a 2nd bracket can be reliably press-deformed below by the above-mentioned protrusion part, and the reliable movement of the 2nd bracket at the time of a collision can be ensured.

  In one embodiment of the present invention, the second bracket is formed with a deformation inducing portion so that the front portion of the overlap portion is deformed upon interference with the instrument panel member.

You may set the above-mentioned deformation induction part in weak parts, such as a bead or a slit.
According to the said structure, the front part of the overlap part of this 2nd bracket can be changed still more reliably by the deformation | transformation induction part of a 2nd bracket.

  According to the present invention, it is possible to prevent the occupant's (driver) 's knee from interfering with the steering shaft at the time of a collision while ensuring the steering operability of the occupant with a simple configuration. Is positioned at an appropriate position, and the vertical span between the two is set as small as possible, ensuring the steering shaft support rigidity during normal operation, and allowing the steering shaft to escape axially and upward in the event of a vehicle collision There is an effect that the movement can be surely performed.

  The instrument panel member and the steering shaft are arranged at appropriate positions, and the vertical span between them is shortened to ensure the steering shaft support rigidity in the normal state and to the axial direction and the upper side of the steering shaft in the event of a collision. A steering shaft, which is supported by the vehicle body via an instrument panel member extending in the vehicle width direction and transmits the steering force of the steering wheel to the wheels, passes through the lower part of the instrument panel member for the purpose of ensuring both reliable movements. The first bracket fixed to the instrument panel member, the second bracket fixed to the steering column that rotatably supports the steering shaft, and the connection for connecting the first bracket and the second bracket. Means for connecting the second bracket in the event of a vehicle collision. The first bracket can be displaced relative to the first bracket in the axial direction of the steering shaft, and the second bracket can be displaced upward along with the relative displacement, and the second bracket can be moved vertically relative to the instrument panel member. And a structure in which the front part of the overlap part of the second bracket is configured to crash when it collides with the instrument panel member.

An embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a right side view and FIG. 2 is a left side view of a main part, which is provided with a dash lower panel 3 that partitions the engine room 1 and the vehicle compartment 2 in the front-rear direction. At the lower end of the dash lower panel 3, a floor panel 4 that extends substantially horizontally toward the rear is connected.

  While the engine 5 is mounted in the engine room 1 described above, an instrument panel member 6 is mounted as a rigid member extending in the vehicle width direction between left and right hinge pillars (not shown) having a closed cross-sectional structure. 6 supports the steering device 7.

  The steering device 7 includes a steering shaft 9 (see FIG. 2) that transmits the steering force of the steering wheel 8 to the wheels. The rotational force of the steering shaft 9 is an upper universal joint 10, a second shaft 11, and a lower universal joint. 12 to transmit to the steering gear unit 13 on the engine room 1 side.

  The steering device 7 includes an electric power steering unit 14, a winker lever 16 and a key cylinder 17 are disposed on the column cover portion 15, and a meter portion 18 is disposed close to the upper side of the column cover portion 15. Yes.

  Further, the above-described steering wheel 8 incorporates an airbag unit AB for deploying an airbag and protecting an occupant in the event of a vehicle collision.

  As shown in FIG. 2, the above-described steering shaft 9 is slanted in a front, rear, and rear height so that the lower part of the instrument panel member 6 can be inserted in the vehicle front-rear direction, and the steering shaft 9 can be rotated by a steering column 19. It is supported by.

3 is a cross-sectional view taken along line AA in FIG. 2, and FIG. 4 is an exploded perspective view of the main part. The support structure of the steering device is configured as shown in FIGS. .
That is, a first bracket 20 having a portal section is fixed to the lower part of the instrument panel member 6, while an inner bracket 21 having a portal section is fixed to the steering column 19, and the outside of the inner bracket 21 and the first bracket 20 are fixed. An outer bracket 22 having a gate shape in section is disposed between the inner bracket 21 and the inner bracket 21, and the inner bracket 21 and the outer bracket 22 constitute a second bracket.

  The upper piece 22a of the outer bracket 22 that constitutes the upper part of the second bracket is curved upward, and the upper piece 22a is disposed so as to overlap the instrument panel member 6 in the vertical direction. A portion 22b is formed, whereby the vertical span L (see FIG. 2) between the instrument panel member 6 and the steering shaft 9 is shortened.

  As shown in FIG. 2, the inner bracket 21 and the outer bracket 22 described above are positioned on the rear side of the instrument panel member 6 in the first bracket 20, and a pair of left and right guide grooves are formed in the portion corresponding to the outer bracket 22 of the first bracket 20. 23 is formed and positioned between the outer bracket 22 located inside the first bracket 20 and the first bracket 20 at the rear side end in the guide groove 23 in a normal state (non-collision). It connects with the volt | bolt 24 as a connection member to perform, and the nut 25 is screwed by the front-end | tip part of the volt | bolt 24. The bolt 24 is configured to be able to slide with respect to the guide groove 23 at the time of collision.

Here, the above-described bolt 24 extends in the vehicle width direction, and the outer peripheral portion of the bolt 24 between the both side pieces 22c, 22c (see FIG. 4) of the outer bracket 22 has the purpose of ensuring lateral rigidity. A collar 26 is attached.
In addition, a pair of left and right tilt grooves 27 extending in an arc shape in the vertical direction is formed in the portion corresponding to the inner bracket 21 of the outer bracket 22 described above, while the inner bracket 21 constituting the lower portion of the second bracket has a vehicle A pair of left and right telescopic grooves 28 extending in the front-rear direction are formed.

  The inner bracket 21 located on the inner side of the outer bracket 22 and the outer bracket 22 are connected by bolts 29 located in the grooves 27 and 28, and a nut 30 is attached to the tip of the bolt 29. It is screwed. Further, a tilt / telescopic lever 31 is interposed between the outer side of one side piece 22c (in this embodiment, the left side piece) of the outer bracket 22 and the inner side of the head of the bolt 29. ing.

  On the other hand, a pair of left and right telescopic grooves 32 extending in the front-rear direction of the vehicle is formed on the front side of the instrument panel member 6 in the first bracket 20, and the front portion (front side) of the telescopic groove 32 is A guide groove 33 is formed extending from the groove 32 to guide the steering shaft 9 in the axial direction and upward when the vehicle collides.

  A column bracket 34 extending to the positions of the grooves 32 and 33 of the first bracket 20 is fixed to the steering column 19 described above, and the space between the first bracket 20 and the column bracket 34 is positioned in the groove 32 in the vehicle width direction. Are connected by a tilt fulcrum shaft 35 extending in the vertical direction. The tilt fulcrum shaft 35 is fixed to the column bracket 34 side.

  The bolt 29 inserted into the tilt groove 27 and the telescopic groove 28 is configured to be movable relative to any of the grooves 27 and 28 when the lever 31 is operated.

  That is, when the fastening force by the bolt 29 and the nut 30 is loosened from the normal state α shown in FIG. 2 and the steering column 19 is tilted about the tilt fulcrum shaft 35, the bolt 29 is grooved as shown by a solid line in FIG. 27, the steering shaft 9 can be tilted (tilted).

  2 is loosened from the normal state α shown in FIG. 2 and the steering column 19 is telescopically moved, the groove 28 of the inner bracket 21 is displaced along the bolt 29 as shown by the solid line in FIG. At the same time, the tilt fulcrum shaft 35 that moves integrally with the column bracket 34 is displaced along the groove 32, so that the position of the steering shaft 9 can be adjusted (telescopic) in the front-rear direction.

  In addition, the above-described guide groove 23 is curved in an arc shape that extends upward with respect to the axial direction of the steering shaft 9, and the guide groove 23 and the above-described guide groove 33 are formed in the same shape. .

  The guide groove 23 and the above-described bolt 24 constitute connection means for connecting the first bracket 20 and the second bracket (see the outer bracket 22 and the inner bracket 21), and this connection means is the outer bracket 22 in the event of a vehicle collision. Is relatively displaceable in the axial direction of the steering shaft 9 with respect to the first bracket 20, and the outer bracket 22 is relatively displaced upward along with the relative displacement.

  The detailed structure of the guide groove 23 shown in FIG. 2 is enlarged and shown in FIG. In FIG. 7, (PL) is a line parallel to the axis of the steering shaft 9, arrow F indicates the front of the vehicle, and arrow R indicates the rear of the vehicle.

  In the above-described guide groove 23, the relative displacement of the second bracket (see the outer bracket 22 and the inner bracket 21) relative to the first bracket 20, in other words, the relative displacement of the bolt 24 is restricted in a normal time (non-collision). A tongue piece 36 is integrally formed toward the guide groove 23 as a damaged projection that is damaged by the bolt 24 and allows the relative displacement described above when the vehicle collides.

  In the embodiment shown in FIG. 7, the tongue piece 36 described above is formed so as to support the bolt 24 in the normal state located at the rear side end in the guide groove 23 only from the upper side of the guide groove 23. Instead of this structure, a pair of upper and lower tongue pieces for supporting the bolt 24 from both upper and lower sides of the guide groove 23 may be provided.

  The guide groove 23 shown in FIG. 7 is formed in a curved surface shape that is continuous from the rear side to the front side, and the guide groove 23 of this embodiment is formed to have the same groove width over the entire length thereof, and the guide groove 23 in front of the tongue piece 36 is formed. The groove 23 is curved so as to move away from the steering shaft 9 as the groove 23 moves from the rear side to the front side.

  Here, instead of the structure of the guide groove 23 formed with the same groove width over the entire length, the structure of the guide groove 23 in which the groove width increases as it goes to the front side is adopted. Alternatively, the bolt 24 may be configured to ensure a reliable forward and upward movement.

  Moreover, as shown in FIGS. 3 and 4, a projection 37 that protrudes toward the upper piece 22 a side of the outer bracket 22 is provided in the vicinity of the instrument panel member of the first bracket 20 fixed to the instrument panel member 6. .

  The protrusion 37 is formed integrally with the first bracket 20 when the first bracket 20 is bent into a gate shape by press working, and the rear portion 37a faces the upper piece 22a of the outer bracket 22 in a normal state. The side is configured to have a sharp triangular pyramid shape, and the projection 37 crashes the front portion of the overlap portion 22b of the outer bracket 22 at the time of collision, and is configured to be pressed downward to be deformed.

The effect | action of the support structure of the steering device comprised in this way is explained in full detail below.
When the vehicle collides front, the engine 5 moves backward, while the upper body of the occupant seated on the driver's seat moves forward, the airbag of the airbag unit AB built in the steering wheel 8 is deployed, and the upper body of the occupant is At this time, the steering shaft 9 is biased with a load of a predetermined level or more that moves the shaft 9 forward in the axial direction.

  Since this load is transmitted to the bolt 24 as a connecting member via the steering shaft 9, the steering column 19, the inner bracket 21, and the outer bracket 22, the tongue piece 36 is moved by the bolt 24 by the load transmitted to the bolt 24. The bolt 24 breaks and tries to move forward along the guide surface 23a below the guide groove 23, but the rear side of the guide groove 23 is substantially parallel to the axial center line of the steering shaft 9, so Initially, the amount of upward displacement of the bolt 24 is small, and the amount of upward displacement of the bolt 24 increases as the bolt 24 moves forward.

  For this reason, when the kinetic energy that the occupant's upper body turns forward immediately after the tongue 36 breaks at the time of the collision is still high (relative displacement initial stage), the steering shaft 9 is moved as much as possible so that the steering wheel 8 does not swing up and down. The vehicle is moved forward in the axial direction, and the occupant is securely supported by the deployed airbag. Thereafter, the steering shaft 9 is released upward as shown in FIG. 8 in a state where the occupant is supported by the airbag.

  The above-described bolt 24 moves integrally with the outer bracket 22, the inner bracket 21, the bolt 29, the steering column 19, and the steering shaft 9, and when the outer bracket 22 comes close to the instrument panel member 6 as shown in FIG. The front portion of the overlap portion 22b in the upper piece portion 22a of the 22 is crashed by the projection portion 37 and is deformed by being pressed downward as shown in FIGS. 8 and 9, so that the outer bracket 22 and the instrument panel member 6 interfere with each other. Thus, the forward movement of the outer bracket 22 in the steering shaft axial direction and the upper side is ensured. Thereby, it can prevent reliably that a passenger | crew's knee interferes with the steering shaft 9. FIG.

  Since the tilt fulcrum shaft 35 is guided forward and upward along the guide groove 33 simultaneously with the above-described forward and upward movement of the bolt 24, the steering shaft 9 is shown in the normal state shown in FIG. As shown by a solid line in FIG. 8, the vehicle is moved forward and upward.

  As described above, the steering device support structure of the embodiment shown in FIGS. 1 to 9 is supported by the vehicle body via the instrument panel member 6 extending in the vehicle width direction, and transmits the steering force of the steering wheel 8 to the wheels. A steering device support structure in which a shaft 9 is disposed so as to pass through a lower vicinity of the instrument panel member 6, and the first bracket 20 fixed to the instrument panel member 6 and the steering shaft 9 are rotatable. The second bracket (see the outer bracket 22 and the inner bracket 21) fixed to the steering column 19 to be supported and the connecting means (the guide groove 23, which connects the first bracket 20 and the second bracket (the brackets 21, 22)). Bolts 24), and the connecting means (guide grooves 23, bolts 24) Sometimes, the second bracket (brackets 21, 22) can be displaced relative to the first bracket 20 in the axial direction of the steering shaft 9, and the second bracket (brackets 21, 22) can move upward along with the relative displacement. The second bracket (see the outer bracket 22) is arranged to overlap the instrument panel member 6 in the vertical direction, and the front portion of the overlap portion 22b of the second bracket is arranged. It is configured to crash when it collides with the instrument panel member 6.

  According to this configuration, since the second bracket (see the outer bracket 22) overlaps the instrument panel member 6 in the vertical direction, both the instrument panel member 6 and the steering shaft 9 are disposed at appropriate positions. The vertical span L (see FIG. 2) between the instrument panel member 6 and the steering shaft 9 can be set as small as possible to reduce the size of the second bracket (brackets 21 and 22).

  Further, in normal time (non-collision time), the connecting means (guide groove 23, bolt 24) connects the first bracket 20 and the second bracket (brackets 21, 22), so that the above-mentioned proper position can be obtained. Combined with the arrangement, it is possible to ensure the steering operability of the occupant.

  Moreover, when the vehicle collides, the second bracket (brackets 21 and 22) is relatively displaced in the axial direction of the steering shaft 9 with respect to the first bracket 20, and is displaced upward. In this case, the second bracket (outer bracket) 22)), the front part of the overlap part 22b collides with the instrument panel member 6 and crashes, so that the movement of the second bracket (brackets 21 and 22) is ensured, and the steering shaft 9 is assured in the axial direction and upward. It is possible to prevent the passenger's knee from interfering with the steering shaft 9 at the time of collision.

  In short, while the vertical span L between the instrument panel member 6 and the steering shaft 9 is shortened, it is possible to reliably move the steering shaft 9 in the axial direction and upward in the event of a collision.

  Further, a projection 37 that protrudes toward the second bracket (brackets 21 and 22) is provided in the vicinity of the instrument panel member of the first bracket 20, and the projection 37 has a front portion of the overlap portion 22b at the time of a collision. It is deformed by pressing downward.

  According to this configuration, the projections 37 make sure that the front portion of the overlap portion 22b of the second bracket (see the outer bracket 22) is pressed and deformed downward, so that the second bracket (the brackets 21 and 22 at the time of the collision). (See) can be ensured.

  Furthermore, as shown in the embodiment, if the above-described protrusion 37 is formed integrally with the first bracket 20 when the first bracket 20 is press-molded, the number of processing steps and the number of parts can be reduced. Instead of the structure in which the protrusion 37 is integrally formed with the first bracket 20, the protrusion 37 formed of a substantially triangular pyramid-shaped rigid block is integrally joined to a predetermined portion of the first bracket 20 by welding means or the like. It may be fixed.

  Further, in the embodiment shown in FIG. 3, one protrusion 37 is formed at the center in the vehicle width direction of the first bracket 20, but a plurality of, for example, Two protrusions 37, 37 may be formed.

  FIG. 10 shows another embodiment of the support structure of the steering device. In the previous embodiment shown in FIGS. 1 to 9, a projection protruding to the second bracket side in the vicinity of the instrument panel member of the first bracket 20. In this embodiment shown in FIG. 10, the projection 37 is provided directly on the instrument panel member 6 so as to face the upper piece 22 a of the outer bracket 22.

The protrusion 37 shown in FIG. 10 is formed of a substantially triangular pyramid-shaped rigid block having a sharp rear side, and is joined and fixed to the instrument panel member 6 by welding or other means.
Thus, in the embodiment shown in FIG. 10, the instrument panel member 6 is provided with a projection 37 projecting toward the second bracket (see the outer bracket 22), and the projection 37 is a front portion of the overlap portion 22b at the time of collision. Is deformed by pressing downward.

  For this reason, the above-mentioned protrusion 37 reliably pushes and deforms the front portion of the overlap portion 22b of the second bracket (see the outer bracket 22) downward, so that the second bracket (see the brackets 21 and 22) at the time of the collision. A certain movement can be secured.

  In this embodiment shown in FIG. 10 as well, the other configurations, operations, and effects are almost the same as those of the previous embodiment. Therefore, in FIG. Although description is omitted, a configuration may be adopted in which the protrusion 37 fixed directly to the instrument panel member 6 and the protrusion 37 provided near the instrument panel member of the first bracket 20 are separated in the vehicle width direction. Of course it is good.

  FIG. 11 shows still another embodiment of the support structure of the steering device, in which the upper piece 22a of the outer bracket 22 constituting the upper portion of the second bracket is formed flat, while the outer bracket 22 includes the instrument panel member 6 The slit 38 (fragile part) as the deformation inducing part (or deformation promoting part) is intermittently formed so that the front part of the overlap part 22b is deformed when it interferes with.

  The slit 38 is intermittently formed on the side piece 22c and the upper piece 22a of the outer bracket 22 in front of the bolt insertion hole 39 through which the bolt 24 (see the previous figure) is inserted into the outer bracket 22. Thus, the front side of the formation part of the slit 38 is deformed.

  In the case of this configuration, when the second bracket moves in the axial direction forward and upward of the steering shaft 9 with respect to the first bracket 20 in the event of a collision, the front portion of the outer bracket 22 collides with the protrusion 37. The portion in front of the slit 38 is crashed by the projection 37 and pressed downward.

  In addition, due to the intermittent structure of the slit 38 described above, the rigidity of the outer bracket 22, that is, the steering support rigidity can be ensured in a normal state.

  As described above, in the embodiment shown in FIG. 11, the second bracket (see the outer bracket 22) serves as a deformation inducing portion so that the front portion of the overlap portion 22 b is deformed when it interferes with the instrument panel member 6. The slit 38 is formed intermittently.

  According to this configuration, the front portion of the overlap portion 22b of the second bracket can be more reliably deformed by the deformation inducing portion (slit 38) of the second bracket (outer bracket 22).

  In this embodiment shown in FIG. 11 as well, the other configurations, operations, and effects are almost the same as those of the previous embodiment. Therefore, in FIG. Description is omitted.

  FIG. 12 shows still another embodiment of the support structure of the steering device. The outer bracket 22 constituting the upper portion of the second bracket is deformed so that the front portion of the overlap portion 22b is deformed when it interferes with the instrument panel member 6. Beads 40 and 41 are formed as deformation inducing portions.

  The beads 40 and 41 described above are formed on the side piece 22c and the upper piece 22a of the outer bracket 22 on the front side of the bolt insertion hole 39, respectively. It is configured to be deformed.

  The bead 40 formed on the side piece 22c of the outer bracket 22 extends in the vertical direction and is recessed inward of the bracket 22, and the bead 41 formed on the upper piece 22a of the outer bracket 22 has a vehicle width. It extends in the direction and is recessed inward of the bracket 22. Each bead 40, 41 is recessed inward, so that the relative displacement of the outer bracket 22 with respect to the first bracket 20 is not obstructed, and the steering support rigidity is ensured in a normal state, and at the time of a collision, these beads are used. The front part of the overlap part 22b can be easily deformed by 40, 41 (fragile part).

  In the case of this configuration, when the second bracket moves forward and upward in the axial direction of the steering shaft 9 with respect to the first bracket 20 at the time of a collision, and the front portion of the outer bracket 22 abuts the protrusion 37, The part where the beads 40 and 41 are formed or the front part thereof is crashed by the protrusion 37 and is pressed and deformed downward.

  Thus, in the embodiment shown in FIG. 12, the second bracket (see the outer bracket 22) is a bead as a deformation inducing portion so that the front portion of the overlap portion 22b is deformed when it interferes with the instrument panel member 6. 40 and 41 are formed.

  According to this configuration, the front portion of the overlap portion 22b of the second bracket can be more reliably deformed by the deformation inducing portion (the beads 40, 41) of the second bracket (see the outer bracket 22).

  Also in this embodiment shown in FIG. 12, other configurations, operations, and effects are almost the same as those in the previous embodiment. Therefore, the same parts in FIG. Description is omitted.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The second bracket of the present invention corresponds to the inner bracket 21 and the outer bracket 22 of the embodiment,
Similarly,
The connection means corresponds to the guide groove 23 and the bolt 24 (connection member),
The deformation inducing portion corresponds to the slit 38 or the beads 40, 41,
The present invention is not limited to the configuration of the above-described embodiment.

Schematic right side view showing the support structure of the steering device of the present invention Left side view showing support structure of steering device 2 is a cross-sectional view taken along line AA in FIG. 3 is an exploded perspective view of the main part of FIG. Explanatory drawing showing the tilting operation of the steering shaft Explanatory drawing showing the telescopic operation of the steering shaft Enlarged side view showing guide groove structure Explanatory drawing showing the escape operation of the steering shaft at the time of collision Exploded sectional view showing the crash condition of the second bracket at the time of collision Exploded perspective view showing another embodiment of the support structure of the steering device Exploded perspective view showing still another embodiment of the support structure of the steering device Exploded perspective view showing still another embodiment of the support structure of the steering device

Explanation of symbols

6 ... Instrument panel member 8 ... Steering wheel 9 ... Steering shaft 19 ... Steering column 20 ... First bracket 21 ... Inner bracket (second bracket)
22 ... Outer bracket (second bracket)
22b ... Overlap portion 23 ... Guide groove (connecting means)
24 ... Bolt (connecting means)
37 ... protrusion 38 ... slit (deformation inducing part)
40, 41 ... Bead (deformation inducing part)

Claims (3)

A steering device support structure in which a steering shaft that is supported by a vehicle body via an instrument panel member extending in the vehicle width direction and that transmits a steering force of a steering wheel to a wheel is disposed so as to pass through the lower portion of the instrument panel member. And
A first bracket fixed to the instrument panel member;
A second bracket fixed to a steering column for rotatably supporting the steering shaft;
Connecting means for connecting the first bracket and the second bracket;
The connecting means is configured such that the second bracket can be displaced relative to the first bracket in the axial direction of the steering shaft in a vehicle collision, and the second bracket is displaced upward in accordance with the relative displacement,
The second bracket is disposed so as to overlap the instrument panel member in the vertical direction,
A support structure for a steering apparatus configured to cause a front portion of an overlap portion of the second bracket to crash at the time of a collision with an instrument panel member. In the vicinity of the instrument panel member or / and the instrument panel member of the first bracket, a protrusion projecting toward the second bracket is provided,
2. The support structure for a steering apparatus according to claim 1, wherein the protrusion is deformed by pressing a front portion of the overlap portion downward during a collision. 3. The steering device support structure according to claim 1, wherein a deformation inducing portion is formed on the second bracket so that a front portion of the overlap portion is deformed upon interference with an instrument panel member.

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