JP5327180B2 - Steering column support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a structure that can suppress the load low required for a locking capsule 47c supported at a steering column side to protrude forward out of an locking cutout 45a provided in a vehicle body-side bracket 11b. <P>SOLUTION: Small through-holes 49a, 49a are formed in a flange 48a of the locking capsule 47c. Small cutouts 54, 54 open on the locking cutout 45a side are formed at positions located in the peripheries of the locking cutouts 45a in the vehicle body-side bracket 11b and matched to each small through-holes 49a, 49a. A synthetic resin 56 is injection-molded so as to bridge between each of the small through-holes 49a and each of the small cutouts 54, 54 to join the locking capsule 47c and the vehicle body-side affixation bracket 11b. Part of the synthetic resin 56 is caused to enter and solidify in the minute gaps 55 between the inner surfaces of the locking cutouts 45a and the outer surface of the locking capsule 47c. <P>COPYRIGHT: (C)2012,JPO&amp;INPIT

Description

  In this invention, the steering column is displaced forward with respect to the vehicle body so as to enable the forward displacement of the steering wheel while absorbing the impact energy applied to the steering wheel from the driver's body in the event of a collision. It is related with improvement of the support device for steering columns in order to support it.

[Conventional technology]
The automobile steering device is configured as shown in FIG. 6, and transmits the rotation of the steering wheel 1 to the input shaft 3 of the steering gear unit 2, and a pair of left and right tie rods 4 as the input shaft 3 rotates. 4 is pushed and pulled to give a steering angle to the front wheels. The steering wheel 1 is supported and fixed at the rear end portion of the steering shaft 5, and the steering shaft 5 is rotatably supported by the steering column 6 with the cylindrical steering column 6 inserted in the axial direction. Has been. Further, the front end portion of the steering shaft 5 is connected to the rear end portion of the intermediate shaft 8 via a universal joint 7, and the front end portion of the intermediate shaft 8 is connected to the input shaft 3 via another universal joint 9. Connected to. The intermediate shaft 8 is configured such that torque can be transmitted and the entire length can be contracted by an impact load. In the event of a collision accident (in the case of a primary collision described below), the steering wheel 1 is displaced rearward via the steering shaft 5 regardless of the rearward displacement of the steering gear unit 2 ( It is configured so that it can be prevented from being pushed up toward the driver's body.

  In order to protect the driver, it is necessary for the above-described automobile steering device to have a structure in which the steering wheel is displaced forward while absorbing impact energy in the event of a collision. That is, in the case of a collision accident, a secondary collision in which the driver's body collides with the steering wheel 1 occurs following a primary collision in which the automobile collides with another automobile or the like. In order to alleviate the impact applied to the driver's body during the secondary collision and to protect the driver, the steering column 6 supporting the steering wheel 1 is associated with the vehicle body with the secondary collision. An energy absorbing member that absorbs the impact load by plastic deformation may be provided between the vehicle body and the portion that displaces forward together with the steering column 6 while being supported so as to be detachable forward by an impact load forward. For example, as described in Patent Documents 1 and 2 and the like, it is conventionally known and widely implemented.

  7 to 8 show an example of a conventional steering device. A housing 10 that houses a reduction gear or the like constituting the electric power steering device is fixed to the front end portion of the steering column 6a. A steering shaft 5a is supported on the inner side of the steering column 6a so as to be rotatable only. A portion of the steering shaft 5a protruding from the rear end opening of the steering column 6a at the rear end portion of the steering shaft 5a (See FIG. 6). The steering column 6a and the housing 10 are fixed to the vehicle body side bracket 11 which is a portion fixed to the vehicle body (for example, refer to FIG. 16 showing a structure according to the prior invention described later) based on an impact load directed forward. Supporting the ability to move forward.

  For this purpose, the column side bracket 12 supported on the intermediate portion of the steering column 6a and the housing side bracket 13 supported on the housing 10 are both separated forward by an impact load directed forward. Supports against. Each of the brackets 12 and 13 is provided with one or two mounting plate portions 14a and 14b, and the mounting plate portions 14a and 14b are respectively formed with notches 15a and 15b that open to the rear edge side. Yes. Then, sliding plates 16a and 16b are assembled to the left and right end portions of the brackets 12 and 13 so as to cover the notches 15a and 15b.

  Each of these sliding plates 16a and 16b is a metal such as a carbon steel plate or a stainless steel plate, on which a slippery synthetic resin layer such as polyamide resin (nylon) or polytetrafluoroethylene resin (PTFE) is formed on the surface. By bending the thin plate, the rear end edges of the upper and lower plate portions are connected to each other by a connecting plate portion, thereby forming a generally U-shape. And the through-hole for inserting a volt | bolt or a stud is formed in the part which mutually aligns each upper and lower plate part. In a state where the sliding plates 16a and 16b are mounted on the mounting plate portions 14a and 14b, the through holes are aligned with the notches 15a and 15b formed in the mounting plate portions 14a and 14b, respectively. To do.

  The brackets 12 and 13 are tightened by screwing bolts or studs and nuts inserted through the notches 15a and 15b of the mounting plate portions 14a and 14b and the through holes of the sliding plates 16a and 16b. To support the vehicle body side bracket 11. At the time of a secondary collision, the bolts or studs are pulled out from the notches 15a and 15b together with the slide plates 16a and 16b, and the steering column 6a and the housing 10 are moved together with the brackets 11 and 12 and the steering wheel 1. Allow displacement forward.

  Further, in the illustrated example, energy absorbing members 17 and 17 are provided between the bolt or stud and the column side bracket 12. As the column side bracket 12 is displaced forward, the energy absorbing members 17 and 17 are plastically deformed, and the column side bracket is moved from the steering wheel 1 through the steering shaft 5a and the steering column 6a. The impact energy transmitted to 12 is absorbed.

  At the time of a secondary collision, the bolts or studs are allowed to come out of the notches 15a and 15a, and the column side bracket 12 is allowed to be displaced forward. The steering column 6 a is displaced forward together with the column side bracket 12. At this time, the housing side bracket 13 is also detached from the vehicle body, and the housing side bracket 13 is allowed to be displaced forward. As the column side bracket 12 is displaced forward, the energy absorbing members 17 and 17 are plastically deformed, and from the driver's body via the steering shaft 5a and the steering column 6a, the column side The impact energy transmitted to the bracket 12 is absorbed, and the impact applied to the driver's body is reduced.

  In the case of the conventional structure shown in FIGS. 7 to 8 described above, the column side bracket 12 is supported to the vehicle body side bracket 11 at two positions on both the left and right sides so that the column side bracket 12 can be detached forward during a secondary collision. . Therefore, at the time of a secondary collision, it is possible to disengage the pair of left and right support portions at the same time, making the steering wheel 1 forward and stable (without tilting in the state of the moment of occurrence of the secondary collision). It becomes important from the surface to be displaced. On the other hand, the tuning for simultaneously disengaging the two support portions is the resistance against the disengagement of both the support portions (friction resistance, shear resistance, etc.) and the inertia of the portion displaced forward together with the steering column 6a. Since there is an influence such as left and right imbalance regarding the mass, it is a laborious work.

  Adopting the structure described in Patent Document 1 is effective in eliminating the factor that destabilizes the forward disengagement due to such a cause. 10 to 12 show the conventional structure described in Patent Document 1. FIG. In the case of this conventional structure, a locking notch 18 is provided at the center in the width direction of the vehicle body side bracket 11a that is supported and fixed to the vehicle body side and does not displace forward during a secondary collision. It forms in the state which the front-end edge side of this opens. Further, the column side bracket 12a is supported and fixed on the steering column 6b side, and the column side bracket 12a can be displaced forward together with the steering column 6b at the time of a secondary collision.

  Further, the left and right end portions of the locking capsule 19 fixed to the column side bracket 12 a are locked to the locking notch 18. That is, the locking grooves 20 and 20 formed on the left and right side surfaces of the locking capsule 19 are engaged with the left and right side edges of the locking notch 18, respectively. Accordingly, the portions present on the upper and lower sides of the locking grooves 20 and 20 at the left and right end portions of the locking capsule 19 are located on both sides of the locking notch 18 and above the vehicle body side bracket 11a. Yes. The vehicle body side bracket 11a and the locking capsule 19 are portions in which both the members 11a and 19 are aligned with each other in a state where the both locking grooves 20 and 20 are engaged with both side edges of the notch 19. The locking pins 21 and 22 (shown only in FIG. 12) are press-fitted into the locking holes 21a and 21b formed in the above. Each of the locking pins 22 and 22 is made of a relatively soft material such as an aluminum alloy or a synthetic resin that is torn by an impact load applied at the time of a secondary collision.

When a forward impact load is applied to the locking capsule 19 from the steering column 6b through the column side bracket 12a during the secondary collision, the locking pins 22 and 22 are torn. Then, the locking capsule 19 is allowed to move forward from the locking notch 18, and the steering column 6b (and the steering wheel supported by the steering column 6b via the steering shaft) is allowed to displace forward. To do.
In the case of the conventional structure shown in FIGS. 10 to 12 described above, there is only one engaging portion between the locking capsule 19 fixed to the column side bracket 12a and the vehicle body side bracket 11a at the center portion in the width direction. For this reason, it is easy to perform tuning for removing the engaging portion at the time of a secondary collision and stably displacing the steering wheel forward.

[Technology related to the prior invention]
Furthermore, the present inventors have invented a steering column support device as shown in FIGS. 13 to 16 as an improved structure of the above-described conventional structure in order to enhance the protection of the driver at the time of a secondary collision. . The present invention is an improvement of the steering column support device according to the present invention, and has much in common with the structure according to the prior invention. First, the structure according to the prior invention will be described with reference to FIGS. .

  FIGS. 13 to 16 show a tilt / telescopic steering apparatus having both a tilt mechanism for adjusting the vertical position of the steering wheel 1 (see FIG. 6) and a telescopic mechanism for adjusting the front / rear position. The case where the prior invention is applied is shown. In order to constitute the telescopic mechanism, the steering column 6c has a telescopic shape in which the rear part of the front inner column 23 is fitted into the front part of the rear outer column 24 so that the entire length can be expanded and contracted. Is used. A steering shaft 5b is rotatably supported on the inner diameter side of the steering column 6c.

  The steering shaft 5b has a spline engagement between a male spline portion provided at the rear portion of a circular inner shaft disposed on the front side and a female spline portion provided at the front portion of a circular outer shaft 25 disposed on the rear side. By combining them, it is possible to transmit torque and to expand and contract. The outer shaft 25 has a single-row deep groove ball bearing 26 and the like on the inner diameter side of the outer column 24 with a rear end projecting rearward from the rear end opening of the outer column 24. The bearing is capable of supporting the load so that it can rotate only. The steering wheel 1 is supported and fixed to the rear end portion of the outer shaft 25. When adjusting the front-rear position of the steering wheel 1, the outer column 24 is displaced in the front-rear direction together with the outer shaft 25, and the steering shaft 5b and the steering column 6c expand and contract.

  Further, a housing 10a for housing a reduction gear or the like constituting the electric power steering device is coupled and fixed to a front end portion of the steering column 6c (the inner column 23 constituting the steering column 6c). An electric motor 27 serving as an auxiliary power source of the electric power steering device and a controller 28 for controlling energization of the electric motor 27 are supported and fixed on the upper surface of the housing 10a. And in order to comprise the said tilt mechanism, the said housing 10a is supported with respect to the vehicle body so that rocking displacement centering on a horizontal axis is possible. For this reason, in the case of this example, a support cylinder 29 is provided in the left-right direction at the upper front end of the housing 10a. The horizontal axis such as a bolt inserted into the center hole 30 of the support cylinder 29 enables the front end of the steering column 6c to swing with respect to the vehicle body in the direction in which the rear portion of the steering column 6c is raised and lowered. The supporting structure is adopted.

  Further, the inner diameter of the front half portion of the outer column 24 constituting the intermediate portion or the rear portion of the steering column 6c can be elastically expanded / contracted. For this purpose, a slit 31 is formed in the axial direction on the lower surface of the outer column 24. The front end portion of the slit 31 is opened in a circumferential through hole formed in a portion excluding the front end edge of the outer column 24 or the upper end portion of the outer column 24 near the front end. Further, a pair of supported plate portions 32, 32 each having a thick flat plate shape are provided at a portion sandwiching the slit 31 from both sides in the width direction. Both of the supported plate portions 32 and 32 function as a displacement side bracket that is displaced together with the outer column 24 when the position of the steering wheel 1 is adjusted.

  In the case of the structure according to the illustrated prior invention, both the supported plate portions 32 and 32 are supported with respect to the column side bracket 33 so that the vertical position and the front and rear position can be adjusted. The column-side bracket 33 is normally supported by the vehicle body. However, in the event of a collision, the column-side bracket 33 disengages forward based on the impact of the secondary collision and allows the outer column 24 to be displaced forward. I try to do it. For this reason, the column side bracket 33 is supported to the vehicle body side bracket 11 so as to be able to be detached forward by an impact load applied during a secondary collision.

  In a state where the steering wheel 1 is held at the adjusted position, the supported plate portions 32 and 32 are strongly clamped by a pair of left and right support plate portions 34 and 34 constituting the column side bracket 33. ing. These support plate portions 34, 34 have partial circular arc-shaped elongated holes 35 centering on the horizontal axis that supports the support cylinder 29 with respect to the vehicle body, and both of the supported plate portions 32, 32. A longitudinally long hole 36 that is long in the axial direction of the outer column 24 is formed. The adjustment rod 37 is inserted through each of the long holes 35 and 36. The head portion 38 provided at the base end portion (the right end portion in FIG. 14) of the adjusting rod 37 is formed in the vertical direction long hole formed in one support plate portion 34 (the right side in FIG. 14). Only the displacement along the axis can be engaged (in a state where rotation is prevented). On the other hand, between the nut 39 screwed to the tip end portion (left end portion in FIG. 14) of the adjusting rod 37 and the outer side surface of the other support plate portion 34 (left side in FIG. 14) A cam device 42 composed of 40 and a driven cam 41 is provided. Of these, the driving cam 40 can be driven to rotate by the adjusting lever 43.

  When the position of the steering wheel 1 is adjusted, the driving cam 40 is rotationally driven by rotating the adjusting lever 43 in a predetermined direction (downward), thereby reducing the axial dimension of the cam device 42. And the space | interval of the mutually opposing inner surfaces of the said drive side cam 41 and the said head 38 is expanded, and both the said support plate parts 34 and 34 hold down the said both supported plate parts 32 and 32. FIG. Release power. At the same time, the inner diameter of the portion where the rear portion of the inner column 23 is fitted is elastically expanded at the front portion of the outer column 24, and the front inner peripheral surface of the outer column 24 and the rear outer peripheral surface of the inner column 23 are in contact with each other. The surface pressure acting on the part is reduced. In this state, the vertical position and the front / rear position of the steering wheel 1 can be adjusted within a range in which the adjustment rod 37 can be displaced between the vertical direction long hole 35 and the front / rear direction long hole 36.

  After the steering wheel 1 is moved to a desired position, the axial dimension of the cam device 42 is expanded by rotating the adjustment lever 43 in the direction opposite to the predetermined direction (upward). Thereby, the space | interval of the mutually opposing inner surface of the said driven cam 41 and the said head 38 is shrunk | reduced, and the said both supported plate parts 32 and 32 are strongly suppressed by the said both supported plate parts 34 and 34. . At the same time, the inner diameter of the portion of the front portion of the outer column 24 where the rear portion of the inner column 23 is fitted is elastically reduced, and the front inner peripheral surface of the outer column 24 and the rear outer peripheral surface of the inner column 23 are in contact with each other. Increase the surface pressure acting on the part. In this state, the vertical position and front / rear position of the steering wheel 1 are held at the adjusted positions.

  In the case of this example, in order to increase the holding force for holding the steering wheel 1 in the adjusted position, the inner side surfaces of the both support plate portions 34 and 34 and the both supported plate portions 32 are used. , 32 are sandwiched between the friction plate units 44, 44, respectively. The two friction plate units 44, 44 each have one or more first friction plates formed with a long hole that matches the up-down direction long hole 35, and one through one that forms a long hole that matches the front-back direction long hole. A plurality of the second friction plates are alternately overlapped, and has a function of increasing the friction area and increasing the holding force. Such a specific structure and operation of the friction plate units 44 and 44 are conventionally known, for example, as described in Patent Documents 4 and 5, and are not related to the gist of the present invention or the present invention. Therefore, detailed illustration and description are omitted.

  Further, the column side bracket 33 is separated from the vehicle body side bracket 11 forward by the impact load of the secondary collision, but is supported so as not to drop downward even in a state where the secondary collision has progressed. . The vehicle body side bracket 11 is supported and fixed on the vehicle body side and does not displace forward even in the event of a secondary collision, and is stamped and bent by a press into a metal plate having sufficient strength and rigidity such as a steel plate. Made by processing. Such a vehicle body side bracket 11 improves the bending rigidity by bending the side edge portions and the rear end edge portion downward, and a locking notch 45 having an opening at the front end edge side at the center in the width direction is provided at the rear portion. A pair of mounting holes 46 are formed at positions where the notch 45 is sandwiched from both the left and right sides. The locking notch 45 is formed to the vicinity of the rear end portion of the vehicle body side bracket 11 covered with a locking capsule 47 described below. Such a vehicle body side bracket 11 is supported and fixed to the vehicle body by bolts or studs inserted through these mounting holes 46 and 46.

  The column side bracket 33 is coupled to the vehicle body side bracket 11 as described above via a locking capsule 47 so that the column side bracket 33 can be detached forward during a secondary collision. As the locking capsule 47, a structure as shown in FIGS. 13, 14, and 16 can be preferably used, but a locking capsule 47a as shown in FIG. 17 can also be used. Of these, the locking capsule 47a shown in FIG. 17 will be described later. First, the case where the locking capsule 47 shown in FIGS. 13, 14, and 16 is used will be described.

  The locking capsule 47 is formed by subjecting a metal material such as an aluminum alloy or mild steel to plastic processing such as forging, die casting of a light alloy such as an aluminum alloy or magnesium alloy, or polyacetal. It is made by injection molding of high-strength, high-performance resin. Then, the width dimension in the left-right direction and the length dimension in the front-rear direction are made larger in the upper half than in the lower half, and both the left and right sides of the locking capsule 47 and the upper half of the rear side are There are provided flanges 48 projecting in the rear and rear directions. Such a locking capsule 47 is engaged forward with respect to the vehicle body side bracket 11 at the time of a secondary collision with the lower half engaged with the locking notch 45 (internally fitted). Supporting the withdrawal of. For this purpose, there are small passages at a plurality of positions (eight positions in the example shown in the drawing) of the flange portion 48 and the peripheral edge portion of the locking notch 45 at a part of the vehicle body side bracket 11. Holes 49a and 49b are formed. And the latching pins 50 and 50 are spanned between these small through-holes 49a and 49b, respectively.

  These locking pins 50, 50 are prepared by injecting synthetic resin into these small through holes 49a, 49b (injection molding) in a state where the small through holes 49a, 49b are aligned, or in advance. By inserting a synthetic resin or light alloy element pin formed into a cylindrical shape into the small through holes 49a and 49a (pressing with a large force in the axial direction), the small through holes 49a and 49b are connected to each other. Hang over between. In any case, a part of the synthetic resin material or light alloy material constituting each of the locking pins 50, 50 is the upper and lower surfaces of the vehicle body side bracket 11, the lower surface of the flange portion 48, and the mating surface, and It enters between the upper surface of the column side bracket 33. Then, the rattling of the mounting portion of the column side bracket 33 with respect to the vehicle body side bracket 11 is eliminated regardless of the gaps existing between these surfaces. Accordingly, in order to reliably close the gaps and to eliminate the rattling, it is preferable to form the locking pins 50 and 50 by synthetic resin injection molding (injection molding). In FIG. 16 and FIG. 17 to be described later, for the sake of clarity, the height of the gap that causes the shakiness is drawn larger than the actual height.

  When the locking pins 50 are injection-molded, the molten resin enters the gaps between the surfaces and solidifies by cooling, thereby eliminating the rattling. On the other hand, when the element pin is press-fitted, on the basis of the axial force applied to the element pin, the portion corresponding to each of the gaps expands radially outward in the axial intermediate portion of the element pin. The rattling based on the existence of these gaps is eliminated. In any case, the locking capsule 47 is applied to the vehicle body side bracket 11 at the time of a secondary collision by spanning the locking pins 50, 50 between the small through holes 49a, 49b. Supports disengagement forward by impact load.

  The above-described locking capsule 47 is in a non-separated state with respect to the column side bracket 33 by a plurality (three in the illustrated example) of bolts 51 and 51 and nuts 52 and 52 regardless of the impact load. And fixed. That is, the top surface of the locking capsule 47 is inserted at the tip (upper end) of each of the bolts 51 and 51 inserted from below through the through holes formed at positions where the locking capsule 47 and the column side bracket 33 are aligned with each other. The locking capsule 47 and the column side bracket 33 are coupled and fixed by screwing and tightening the nuts 52, 52 to the protruding portion. Therefore, the impact load transmitted from the outer column 24 to the column side bracket 33 at the time of a secondary collision is transmitted to the locking capsule 47 as it is, and the locking pins 50 and 50 are broken as the locking pins 50 and 50 are broken. In synchronization with the capsule 47 being displaced forward, the outer column 24 is also displaced forward.

In this way, the length L ₄₅ in the front-rear direction of the locking notch 45 that locks the locking capsule 47 that is displaced forward together with the outer column 6 c at the time of a secondary collision is the length of the locking capsule 47. It is sufficiently larger than the length L ₄₇ in the same direction (L ₄₅ >> L ₄₇ ). In the case of the illustrated example, the length L ₄₅ of the locking notch 45 is at least twice as long as the length L ₄₇ of the locking capsule 47 (L ₄₅ ≧ 2L ₄₇ ). Even when the locking capsule 47 is completely displaced forward together with the outer column 24 at the time of a secondary collision (in the impact load applied from the steering wheel 1, the locking capsule 47 is not displaced further forward). At least the rear end portion of the flange portion 48 that constitutes the portion 47, a portion capable of supporting the weight of the steering column 6c, the column side bracket 33, and the like is prevented from coming out of the locking notch 45. That is, even in a state where the secondary collision has progressed, the rear end portion of the flange portion 48 formed on both side portions in the width direction of the upper half portion of the locking capsule 47 is above the front end portion of the vehicle body side bracket 11. The locking capsule 47 can be prevented from falling.

According to the steering column supporting device according to the present invention configured as described above, tuning for stably displacing the steering wheel 1 forward in a secondary collision is easy, and the secondary collision proceeds. Even in such a state, the steering wheel 1 can be prevented from being excessively displaced downward.
First, in order to facilitate the tuning for stably displacing the steering wheel 1 forward at the time of a secondary collision, the vehicle body side bracket 11 and the locking capsule 47 are arranged only in the center in the width direction of the vehicle body side bracket 11. This can be achieved by engaging with.

  That is, since the single locking capsule 47 is disposed immediately above the outer column 24, the locking capsule 47 is passed from the steering wheel 1 through the outer shaft 25 and the outer column 24 at the time of a secondary collision. The impact load transmitted to is applied to each of the locking pins 50, 50, which joins the locking capsule 47 and the vehicle body side bracket 11, substantially evenly. In short, the impact load acts on the central portion of the locking capsule 47 in the axial direction of the outer column 24. Then, a force in a direction in which the single locking capsule 47 comes out of the locking notch 45 forward is applied. For this reason, the respective locking pins 50, 50 connecting the locking capsule 47 and the vehicle body side bracket 11 are torn substantially simultaneously. As a result, the forward displacement of the outer column 24 coupled to the locking capsule 47 via the column side bracket 33 or the like is stably performed without excessively tilting the central axis.

  In particular, in the illustrated example, there is provided a tilt / telescopic mechanism for adjusting the vertical position and the front / rear position of the steering wheel 1, and a friction plate for increasing the holding force for holding the steering wheel 1 in the adjusted position. Units 44 and 44 are installed. Providing the tilt / telescopic mechanism and the friction plate units 44, 44 tends to cause a large variation in separation load due to accumulation of manufacturing errors, etc., but in the case of the illustrated example, Due to the engagement between the single locking capsule 47 and the vehicle body side bracket 11, variations in the separation load can be suppressed. As a result, it is possible to appropriately perform tuning for alleviating the impact applied to the driver's body that has collided with the steering wheel 1 at the time of the secondary collision, and to easily enhance the protection of the driver. In addition, between the portion that is not displaced during the secondary collision (for example, the vehicle body side bracket 11) and the portion that is displaced forward due to the secondary collision (for example, the outer column 24) An energy absorbing member that absorbs impact energy while being plastically deformed is provided. This energy absorbing member is also installed at the center in the width direction of the outer column 24 so as to be effectively plastically deformed based on the forward displacement of the outer column 24. Such an energy absorbing member has been conventionally known in various structures as described in Patent Document 3, etc., and is not related to the previous invention or the gist of the invention described later. Is omitted.

Further, to prevent the steering wheel 1 from being excessively displaced downward even in a state in which a secondary collision has progressed, the longitudinal length L ₄₅ of the locking notch 45 is set to the longitudinal direction of the locking capsule 47. This can be achieved by making it sufficiently larger than the length L ₄₇ of. That is, since these lengths L ₄₅ and L ₄₇ are regulated in this way, even when the secondary collision proceeds and the locking capsule 47 is fully displaced forward together with the steering wheel 1, The entire locking capsule 47 does not escape forward from the locking notch 45. For this reason, even in a state in which a secondary collision has progressed, the steering wheel 1 secured to the outer column 24 via the outer column 24 and the outer shaft 25 while securing the supporting force of the outer column 24 is ensured. It is possible to prevent excessive descending. Then, it is easy to operate the steering wheel 1 even after an accident. For example, when the accident vehicle can be self-propelled, it is easy to perform driving when the accident vehicle is self-propelled from the accident site to the road shoulder. .

  Next, the structure shown in FIG. 17 will be described. In the structure shown in FIG. 16, the shape of the locking capsule 47 is simple, so that the manufacturing cost of the locking capsule 47 can be suppressed, and the assembly height of the portion where the locking capsule 47 is installed can be suppressed low. Such a structure reduces the size and weight of the support device for the steering column, and is a position where the outer column 24 is separated from the central axis of the outer column 24 where impact load is applied. This is advantageous in that the distance between the side bracket 11 and the engaging portion of the locking capsule 47 is shortened to stabilize the detachment load of the engaging portion (to suppress the twist associated with the increase of the distance).

  On the other hand, the structure shown in FIG. 17 is advantageous in terms of facilitating injection molding of the locking pins 50 and 50. That is, in the case of the structure shown in FIG. 16, when the locking pins 50 are injection-molded, the vehicle body side bracket 11, the locking capsule 47, and the column side bracket 33 are connected to the bolts. 51, 51 and the nuts 52, 52 are connected. On the other hand, in the case of the structure shown in FIG. 17, only the vehicle body side bracket 11 and the locking capsule 47a need be set in the mold for injection molding the locking pins 50, 50. It is easy to reduce the size of the mold. That is, the locking capsule 47a is formed with locking grooves 53, 53 on the left and right side surfaces, respectively, and the both side edges of the locking notch 45 of the vehicle body side bracket 11 are engaged with the locking grooves 53, 53. It is combined. Therefore, after the vehicle body side bracket 11 and the locking capsule 47a are coupled by the locking pins 50 and 50, the locking capsule 47a is connected to the column side bracket 33 with the bolts 51 and 51 and the respective locking capsules 47a. The nuts 52 and 52 can be coupled and fixed.

  In the case of the conventional structure shown in FIGS. 10 to 12 and the structure according to the above-described prior invention, the following points are improved in order to further enhance the protection of the driver at the time of the secondary collision. Things are desired. That is, in both the conventional structure and the prior invention structure, the inner edges of the locking notches 18 and 45 formed on the body brackets 11 and 11a side and the left and right side edges of the locking capsules 19, 47 and 47a are formed. Directly opposed. At the time of the secondary collision, the inner edges of the locking notches 18 and 45 and the left and right side edges of the locking capsules 19, 47 and 47a are rubbed (frictionally engaged), and the locking capsules 19, 47, 47a comes out of the locking notches 18 and 45 forward. Therefore, in order to ease the impact applied to the driver's body at the time of the secondary collision, the locking capsules 19, 47, 47a are directed forward from the locking notches 18, 45 so as to smoothly come out. The frictional force acting between the inner edges of the locking notches 18, 45 and the left and right side edges of the locking capsules 19, 47, 47a must be kept low.

  On the other hand, the vehicle body side brackets 11 and 11a are often made of an iron-based metal plate such as a carbon steel plate in order to ensure necessary strength and rigidity. Further, with respect to the locking capsules 19, 47, 47a, in order to sufficiently ensure the reliability and durability of the connecting portion between the vehicle body side brackets 11, 11a and the column side brackets 33, 12a, mild steel, etc. In many cases, a metal material such as an iron-based metal or an aluminum-based alloy is used. When the material of each part is selected in this way, the rubbing part (friction engaging part) between the inner edge of the locking notches 18, 45 and the left and right side edges of the locking capsules 19, 47, 47a is made of metal. Will come into contact.

  Since the friction coefficient of the contact portion between the metal materials is relatively large, the locking capsules 19, 47, 47 a are connected to the locking notches 18, 45 in a situation where a large surface pressure is applied to the frictional portions between the edges. There is a possibility that it will not come out smoothly from the front. For example, when a force directed diagonally forward is applied to the locking capsules 19, 47, 47a due to a collision accident as shown by arrows A, B in FIG. A large surface pressure is applied to the part. As a result, the load required for the locking capsules 19, 47, 47a to move forward from the locking notches 18, 45 increases, and the impact on the driver's body that collides with the steering wheel is correspondingly increased. growing.

  In addition, there are Patent Documents 3 to 5 as publications describing the above-described prior invention and techniques related to the implementation of the present invention described later. Among them, Patent Document 3 discloses an energy absorption that is plastically deformed as the steering column is displaced forward together with the steering wheel in order to mitigate the impact applied to the body of the driver that collided with the steering wheel during the secondary collision. Members are described. Patent Documents 4 and 5 describe a structure in which the position of the steering wheel can be adjusted, and in order to increase the holding force for holding the steering wheel in the adjusted position, a plurality of friction plates are overlapped to reduce the friction area. An increasing structure is described. However, these Patent Documents 3 to 5 also describe techniques for reducing the load required for the locking capsule supported on the steering column side to come forward from the locking notch provided in the vehicle body side bracket. Absent.

Japanese Utility Model Publication No. 51-121929 JP-A-2005-219641 JP 2000-6821 JP 2007-69821 A JP 2008-1000059 A1

  In view of the circumstances as described above, the present invention is easy to tune for stably displacing the steering wheel forward in the event of a secondary collision, and the locking capsule supported on the steering column side includes a vehicle body side bracket. The invention was invented to realize a structure that can keep the load required for coming out forward from the locking notch provided in.

The steering column support device of the present invention includes a vehicle body side bracket, a locking notch, a column side bracket, and a locking capsule, as in the conventional structure shown in FIGS.
Of these, the vehicle body side bracket is supported and fixed to the vehicle body side, and is not displaced forward even in a secondary collision.
The locking notch is formed at the center in the width direction of the vehicle body side bracket, and the front end edge side of the vehicle body side bracket is open.
The column side bracket is supported on the steering column side and is displaced forward together with the steering column at the time of a secondary collision.
Furthermore, the locking capsule is fixed to the column-side bracket, and both ends are locked to the locking notch, and both upper end side portions are fixed to the vehicle-side bracket at both side portions of the locking notch. It is located on the upper side.
Then, by connecting the locking capsule and the vehicle body side bracket with a connecting member that breaks based on the impact load applied at the time of the secondary collision, the column side bracket is connected to the vehicle body side bracket. It is supported so that it can be detached forward by the impact load applied at the time of collision.

  In particular, in the steering column support device of the present invention, the width dimension larger than the width dimension of the locking notch projecting laterally from the middle part in the vertical direction on both side surfaces of the locking capsule. The collar part which has is provided. Further, the locking capsule and the vehicle body side bracket are coupled to each other by a plurality of coupling members made of a material that is torn along with the secondary collision. In addition, each of these coupling members is directed to the inside of the locking notch at the small through hole formed in the collar portion and the portion of the bracket on the vehicle body side that matches the small through hole. And is provided in a state of being spanned between small notches formed in an open state. Further, a part of the material constituting each of the coupling members that is torn along with the secondary collision is between the inner surface of the locking notch and the surface of the locking capsule that faces the inner surface. At least part of the gaps existing between these surfaces.

In the case of constituting the steering column support device of the present invention as described above, preferably, the material that forms each of the coupling members and breaks along with the secondary collision as in the invention described in claim 2 Is a synthetic resin. Further, each of these connecting members is made by injection molding in which this synthetic resin is injected into each of the small through holes and each of the small notches. And by this synthetic resin, a gap existing between the inner surface of the locking notch and the surface of the locking capsule facing the inner surface is closed over the entire length.
Preferably, as in the invention described in claim 3, the left and right side edges of at least the rear half of the locking notch are inclined in a direction approaching each other toward the rear (but in a symmetrical manner). .
Alternatively, as in the invention described in claim 4, in addition to a gap existing between the inner surface of the locking notch and the surface of the locking capsule facing the inner surface, At least a part of the gap existing between the upper and lower surfaces and the mating surface is also closed with a material that is torn along with the secondary collision. This gap exists at two locations, the upper and lower surfaces of the bracket on the vehicle body, and the mating surface. However, closing at least a part of the bracket means closing only one of the gaps, Alternatively, both of the methods include closing only a part of the gap in the both directions.
Furthermore, as in the invention described in claim 5, the length of the locking notch in the front-rear direction is made larger than the length of the locking capsule in the same direction. Even when the locking capsule is displaced forward together with the steering column at the time of the secondary collision, at least a part of the locking capsule is positioned above the front end portion of the vehicle body side bracket. Makes it possible to prevent the falling.

  According to the steering column support device of the present invention configured as described above, tuning for easily displacing the steering wheel forward in the event of a secondary collision is easy, and the locking capsule is supported on the steering column side. However, it is possible to keep the load required to move forward from the locking notch provided on the vehicle body side bracket.

First, to facilitate the tuning to stably displace the steering wheel forward in the event of a secondary collision, the vehicle body side bracket and the locking capsule are engaged only at the center in the width direction of the vehicle body side bracket. I can plan.
Further, the load required for the locking capsule to come out of the locking notch forward can be kept low by using a part of the material torn along with the secondary collision, and the inner surface of the locking notch and the This can be achieved by closing at least a part of the gap between the locking capsule and the surface facing the inner surface. That is, by adopting this configuration, it is possible to prevent the two surfaces from rubbing directly, and to reduce the resistance caused by friction between the two surfaces when the locking capsule is pulled forward from the locking notch. The load can be reduced.

In particular, as in the invention described in claim 2, if a synthetic resin is interposed over the entire length in a portion where the both surfaces face each other, the load is greatly reduced, and the locking is performed from the steering wheel. Even under severe conditions where a load directed obliquely forward is applied to the capsule, the locking capsule smoothly exits forward from the locking notch to protect the driver in the event of a collision accident. Further enhancement can be achieved.
According to a third aspect of the present invention, if the left and right side edges of at least the rear half of the locking notch are inclined in a direction approaching each other toward the rear, the locking capsule is engaged with the engagement notch. It can be easily pulled out from the notch. In addition, driver protection in the event of a collision can be further enhanced.

  Further, as in the invention described in claim 4, if at least a part of a gap existing between the upper and lower surfaces of the vehicle body side bracket and the mating surface is also covered with a material that tears due to a secondary collision. The rattling of the joint between the vehicle body side bracket and the column side bracket that supports and fixes the locking capsule can be eliminated. Further, it is possible to prevent the steering wheel supported via the steering column and the steering shaft from rattling with respect to the column bracket, thereby improving the operational feeling of the steering wheel.

  Further, as in the invention described in claim 5, the length of the locking notch in the front-rear direction is made sufficiently larger than the length of the locking capsule in the same direction, and the locking capsule becomes the locking notch. If the vehicle is prevented from slipping forward, it is possible to prevent the steering wheel from being excessively displaced in the vertical direction even when a secondary collision has progressed. The steering wheel can be easily operated even after an accident. For example, when the accident vehicle can be self-propelled, it is possible to easily perform the operation for moving the accident vehicle from the accident site to the road shoulder.

The principal part top view which shows the 1st example of embodiment of this invention. AA sectional drawing of FIG. The expanded BB sectional drawing of FIG. Partial plan view (A) showing a small notch part constituting a structure belonging to the technical scope of the present invention, and partial plan view (B) showing a small through hole constituting a structure deviating from the technical scope of the present invention . The figure similar to FIG. 2 which shows the 2nd example of embodiment of this invention. The partial cut side view which shows an example of the steering apparatus known conventionally. The top view which shows one example of the conventional steering column support apparatus in the state of normal time. Similarly side view. The side view which shows the state which the steering column incline a little with the secondary collision regarding one example of the conventional support apparatus for steering columns. Sectional drawing regarding the virtual plane which exists in the direction orthogonal to the central axis of a steering column which shows an example of the conventional structure. Similarly, the perspective view shown in the state before couple | bonding a vehicle body side bracket and a column side bracket. Similarly, the perspective view shown in the state which described the connecting pin instead of omitting a steering column. The perspective view which shows the structure of a prior invention in the state seen from back upper direction. Similarly, the orthographic view shown in the state which abbreviate | omitted one part and was seen from back. Similarly, the top view shown in the state seen from the upper direction of FIG. FIG. 16 is an enlarged CC cross-sectional view of FIG. 15 showing a first example of a structure of a coupling portion between a vehicle body side bracket and a column side bracket. The figure similar to FIG. 16 which shows the 2nd example.

[First example of embodiment]
1 to 4 show a first example of an embodiment of the present invention. The feature of the present invention, including this example, is that when a secondary collision occurs, the locking structure of the vehicle body side bracket 11b and the locking capsule 47c connected and fixed to the column side bracket 33a is devised. The capsule 47c is separated from the vehicle body side bracket 11b smoothly. Since the structure and operation of other parts are the same as the structure according to the prior invention shown in FIGS. 13 to 17 described above, the illustration and description of the equivalent parts are omitted or simplified. And it demonstrates centering on a different part from the structure which concerns on the said prior invention.

  The locking capsule 47c is coupled and fixed to the upper surface of the column side bracket 33a by a plurality of (three in the illustrated example) rivets 53 and 53. The basic shape and structure of the locking capsule 47c are the same as the locking capsule 47 incorporated in the structure of the first example of the previous invention shown in FIG. However, the shape of the lower half of the locking capsule 47c incorporated in the structure of this example is such that the left and right side edges of the middle part in the front-rear direction to the rear end part are inclined in a direction in which the width dimension becomes smaller toward the rear. It has a trapezoidal shape. That is, the shape of the locking capsule 47c is bilaterally symmetric in both the upper half and the lower half, but the left and right side edges of the middle and rear ends of the lower half are opposite to each other in the longitudinal direction. It is inclined to. Similarly, the upper half of the locking capsule 47c protrudes from the lower half to both sides and rear to form a flange 48a.

  On the other hand, the second half portion of the locking notch 45a formed in the vehicle body side bracket 11b has the same shape as the lower half portion of the locking capsule 47c (similar shape slightly larger). However, the width dimension of the locking notch 45a is slightly smaller than the width dimension of the portion of the lower half portion of the locking capsule 47c where the front and rear positions match in the combined state shown in FIG. About 5 to 2 mm) large. Further, small notches 54 and 54 are formed at a plurality of locations (eight locations in the illustrated example) on the inner edge of the locking notch 45a. As shown in FIG. 4A, each of the small notches 54 and 54 is open toward the inside of the locking notch 45a. Furthermore, small through holes 49a and 49a are respectively formed in portions of the collar portion 48a of the locking capsule 47c so as to be aligned with the small notches 54 and 54, respectively. In the case of this example, a pair of left and right small through holes 49c, 49c are also formed in portions of the flange portion 48a that are out of the small cutout portions 54, 54. In the vehicle body side bracket 11b, small holes similar to the case of the prior invention shown in FIG. 16 are formed in a portion aligned with both small holes 49c, 49c.

  As described above, each of the small through holes 49a, 49a is formed in the flange portion 48a of the upper half, and the locking capsule 47c is coupled and fixed to the column side bracket 33a by the rivets 53, 53; The small notches 54 and 54 and the vehicle body side bracket 11b in which the small through holes are formed are detachably coupled by a synthetic resin 56 based on an impact load at the time of a secondary collision. That is, between the small notches 54 and 54 and the small through holes formed on the vehicle body side bracket 11b side and the small through holes 49a and 49c formed on the locking capsule 47c side, The synthetic resin 56, which is a thermoplastic resin, is poured and solidified (injection molding) in a molten state so as to be spanned between the vehicle body side bracket 11b and the flange portion 48a. At this time, the lower half of the locking capsule 47c is positioned at the center in the width direction of the locking notch 45a, and between the left and right side edges of the lower half and the inner edge of the locking notch 45a. The minute gap 55 is interposed over the entire length including the portion between the back end portion of the locking notch 45a and the rear end surface of the lower half portion.

  The synthetic resin 56 is fed into the small cutouts 54 and 54 through the small through holes 49a and 49a. The small cutouts 54 and 54 are inserted into the locking cutouts 45a. It is open. Accordingly, the synthetic resin 56 fed into the locking notches 45 a enters the minute gap 55 over the entire length of the minute gap 55 and is cooled and solidified in the minute gap 55. The synthetic resin 56 flows smoothly from the small notches 54 and 54 into the minute gap 55. That is, as shown in FIG. 4 (B), when a small through hole independent of the locking notch 45a is formed in a part of the vehicle body side bracket 11b, it is sufficiently placed in the minute gap 55. It is difficult to feed an amount of synthetic resin 56. On the other hand, in the case of this example, the notches 54 and 54 open in the locking notch 45a as shown in FIG. A sufficient amount of synthetic resin 56 can be reliably fed.

  In the synthetic resin 56, the small through holes 49a and 49a and the small cutout portions 54 and 54 are connected to the small through holes 49a and 49a and the small cutout portions 54 and 54, respectively. The portions that are cooled and solidified in a state of being sandwiched between the plurality of members constitute a plurality of coupling members described in the claims. The locking capsule 47c is coupled and supported to the vehicle body side bracket 11b so as to be displaced forward by an impact load applied at the time of a secondary collision. Further, a part of the synthetic resin 56 fed into each of the small notches 54, 54 includes the upper and lower surfaces of the vehicle body side bracket 11b, and the lower surface of the flange portion 48a and the column, which are mating surfaces, respectively. It enters into a minute gap existing between the upper surface of the side bracket 33a and is cooled and solidified in this minute gap. As a result, rattling of the mounting portion of the column side bracket 33a with respect to the vehicle body side bracket 11b can be eliminated, and as described above, the operational feeling of the steering wheel can be improved. In addition, either one of the upper and lower surfaces of the vehicle body side bracket 11b and the lower surface of the flange portion 48a and the upper surface of the column side bracket 33a, which are mating surfaces, are brought into contact with each other without gaps, A part of the synthetic resin 56 may be allowed to enter only into a minute gap existing between the other surfaces.

  According to the steering column support device of the present example configured as described above, tuning for stably displacing the steering wheel forward at the time of a secondary collision is easy, and the column side bracket 33a with respect to the steering column is easy. Thus, the load required for the locking capsule 47c supported via the vehicle to come out forward from the locking notch 45a provided in the vehicle body side bracket 11b can be kept low.

  In particular, since the minute gap 55 existing between the inner edge of the locking notch 45a and both side edges of the lower half of the locking capsule 47c is filled with the synthetic resin 56, the both edges are Direct rubbing can be prevented. Therefore, even when the vehicle body side bracket 11b and the locking capsule 47c are both made of metal, when the lower half of the locking capsule 47c comes out of the locking notch 45a due to a secondary collision. , Metals will not rub against each other. Therefore, even when a large force applied obliquely forward is applied to the locking capsule 47c from the steering wheel, the locking capsule 47c can be separated smoothly (with a light force) from the vehicle body side bracket 11b. Improve driver protection. In addition, in the case of this example, the shape of the lower half portion of the locking notch 45a and the locking capsule 47c is designed so that the width dimension becomes smaller toward the rear, so that the locking capsule 47c is The locking notch 45a can be easily pulled out further forward, and driver protection in the event of a collision can be further enhanced.

[Second Example of Embodiment]
FIG. 5 shows a second example of the embodiment of the present invention. In the case of this example, the locking grooves 20a formed on the left and right sides and the rear side of the locking capsule 47d are engaged with the peripheral portion of the locking notch 45a in the vehicle body side bracket 11b. That is, this example shows the case where the present invention is applied to the second example of the structure according to the previous invention shown in FIG. In the case of this example, the upper end portion of the locking capsule 47d that exists on the upper side of the locking groove 20a corresponds to the flange described in the claims.
Since the configuration and operation of the other parts are the same as in the first example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

  In the embodiment described above, the present invention is applied to a steering column support device having both a tilt mechanism for adjusting the vertical position of the steering wheel and a telescopic mechanism for adjusting the front-back position. Explained. However, the present invention is implemented by a steering column support device having only a tilt mechanism or only a telescopic mechanism, and further by a steering column support device having a fixed steering wheel position that does not have both of these mechanisms. You can also do it.

DESCRIPTION OF SYMBOLS 1 Steering wheel 2 Steering gear unit 3 Input shaft 4 Tie rod 5, 5a, 5b Steering shaft 6, 6a, 6a, 6b, 6c Steering column 7 Universal joint 8 Intermediate shaft 9 Universal joint 10, 10a Housing 11, 11a, 11b Car body side Bracket 12, 12a Column side bracket 13 Housing side bracket 14a, 14b Mounting plate 15a, 15b Notch 16a, 16b Slide plate 17 Energy absorbing member 18 Locking notch 19 Locking capsule 20, 20a Locking groove 21a, 21b Stop hole 22 Lock pin 23 Inner column 24 Outer column 25 Outer shaft 26 Ball bearing 27 Electric motor 28 Controller 29 Support cylinder 30 Center hole 31 Slit 32 Supported plate portion 33, 33a Column side bracket 3 Support plate portion 35 Vertical slot 36 Longitudinal slot 37 Adjustment rod 38 Head 39 Nut 40 Driving cam 41 Driven cam 42 Cam device 43 Adjustment lever 44 Friction plate unit 45, 45a Locking notch 46 Mounting hole 47, 47a, 47c, 47d Locking capsule 48, 48a Gutter 49a, 49b, 49c Small through hole 50 Locking pin 51 Bolt 52 Nut 53 Rivet 54 Small notch 55 Small gap 56 Synthetic resin

Claims (5)

  A vehicle body side bracket that is supported and fixed to the vehicle body side so that it does not displace forward during a secondary collision, and a front end edge side of the vehicle body side bracket that is formed at the center in the width direction of the vehicle body side bracket. A notch, a column-side bracket that is supported on the steering column side and is displaced forward together with the steering column in the event of a secondary collision, and both ends of the column-side bracket are fixed to the column-side bracket. And a locking capsule in which both side portions of the upper end are positioned on the upper side of the bracket on the vehicle body at both side portions of the locking notch, and a part of the locking capsule is disposed inside the locking notch. In this state, the locking capsule and the vehicle body side bracket are joined together by a joining member that is torn based on the impact load applied during the secondary collision. In a steering column support device in which a column side bracket is supported on the vehicle body side bracket so as to be able to be separated forward by an impact load applied during a secondary collision, an intermediate in the vertical direction is provided on both upper side surfaces of the locking capsule. And a hook portion having a width dimension that is larger than the width dimension of the locking notch, and protrudes laterally from the locking section. Are coupled by a plurality of coupling members made of a material that can be torn, and these coupling members are aligned with the small through holes formed in the flange and a portion of the bracket on the body side. Each of which is provided in a state of being spanned between a small notch formed in a state of opening toward the inside of the locking notch, and constituting each coupling member, Secondary Part of the material that breaks along with the protrusion enters between the inner surface of the locking notch and the surface of the locking capsule that faces the inner surface, and exists between these surfaces. A support device for a steering column, wherein at least a part of the gap is closed.   The material that forms each of the coupling members and is torn along with the secondary collision is a synthetic resin, and each of these coupling members injects this synthetic resin into each of the small through holes and each of the small notches. It is made by injection molding, and a part of this synthetic resin extends over the entire length of a gap existing between the inner surface of the locking notch and the surface of the locking capsule facing the inner surface. The steering column support device according to claim 1, wherein the steering column support device is closed.   3. The steering column support device according to claim 1, wherein left and right side edges of at least the rear half of the locking notch are inclined toward each other toward the rear. 4. .   In addition to the gap that exists between the inner surface of the locking notch and the surface of the locking capsule that faces the inner surface, there is a gap that exists between the upper and lower surfaces of the vehicle body side bracket and the mating surface. The steering column support device according to any one of claims 1 to 3, wherein at least a part of them is closed with a material that is torn along with the secondary collision.   Even when the length of the locking notch in the front-rear direction is larger than the length of the locking capsule in the same direction, and the locking capsule is displaced forward together with the steering column at the time of the secondary collision, the locking capsule 5. The device according to claim 1, wherein at least a portion of the locking capsule is positioned above the front end of the vehicle body side bracket and has a length sufficient to prevent the locking capsule from falling. Steering column support device.

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