JP5413527B2 - Steering device - Google Patents

Description

  The present invention relates to a steering device, and more particularly, to a steering device that absorbs an impact load by collapsing from a vehicle body to the vehicle body front side together with a steering shaft in a secondary collision.

  In the steering device for a vehicle, the capsule and the flange portion of the vehicle body mounting bracket are connected by a synthetic resin shear pin, the shear pin is sheared by the impact at the time of collision, and the column is moved forward along with the flange portion of the vehicle body mounting bracket. To move away from the capsule and absorb the impact energy at the time of collision to ensure the driver's safety.

  In the steering apparatus having such a capsule, when the column moves to the front side of the vehicle body together with the flange portion of the vehicle body mounting bracket at the time of the secondary collision, the capsule remains on the vehicle body side and the flange portion is detached from the capsule. As a result, the column and the steering wheel are separated from the vehicle body and fall to the vehicle body lower side. For this reason, the smooth collapse movement of the column after detachment from the capsule is impaired, and there is a possibility that the impact energy at the time of collision may be insufficiently absorbed. Further, since the steering wheel falls off to the lower side of the vehicle body, the steering wheel cannot be operated after the secondary collision.

  The steering devices disclosed in Patent Document 1 and Patent Document 2 are guided by a fixed bracket fixed to the vehicle body at the time of a secondary collision so that the column moves in a collapsed manner toward the front side of the vehicle body over the entire length of the collapse movement stroke. ing. Therefore, the column moves smoothly without collapsing to the lower side of the vehicle body, and shock energy at the time of collision is absorbed smoothly to ensure the safety of the driver. However, in the steering devices disclosed in Patent Document 1 and Patent Document 2, since the structure of the fixed bracket that guides the column over the entire length of the collapse movement stroke is increased and the structure becomes complicated, the weight of the fixed bracket increases and the manufacturing cost increases. Will rise.

  In the steering device disclosed in Patent Document 3, a plate-like energy absorber fixed to a sliding plate with a bolt extends to the front side of the vehicle body, and when the column collapses to the front side of the vehicle body during a secondary collision. The impact energy is absorbed by plastically deforming the energy absorber. However, the energy absorber of the steering device disclosed in Patent Document 3 does not have a function of guiding the smooth collapsing movement of the column after being detached from the sliding plate, and there is a possibility that the absorption of the impact energy at the time of collision becomes insufficient. is there.

Japanese Patent Laying-Open No. 2005-280654 Special table 2007-504985 Japanese Patent No. 3254640

  An object of the present invention is to provide a steering device that is simple in structure and light in weight, smoothly absorbs impact energy at the time of a secondary collision, and enables operation of a steering wheel after the secondary collision. .

The above problem is solved by the following means. That is, the first invention sandwiches a steering shaft on which a steering wheel can be mounted on the rear side of the vehicle body, a vehicle body mounting bracket attached to a column that rotatably supports the steering shaft, and a flange portion of the vehicle body mounting bracket. A pair of left and right capsules that have a pair of upper and lower upper clamping plates and a lower clamping plate that can be fixed to the vehicle body, connect the upper clamping plate and the lower clamping plate, and vehicle widths of the upper clamping plate and the lower clamping plate A connecting part having a side surface whose dimension in the vehicle width direction is smaller than a dimension in the direction, connecting means for connecting the flange part to the capsule so as to be detachable from the capsule by a predetermined impact force toward the front side of the vehicle body, and an upper side of the capsule A vehicle body formed on both the clamping plate and the lower clamping plate and extending longer than the collapse movement distance to the vehicle body front side than the vehicle body front side end surface of the flange portion. A vehicle body front side extension portion that guides the flange portion to the collapse moving end on the upper surface and the lower surface, and both the vehicle body front side extension portion are fixed on the vehicle body front side end surface. A steering apparatus having an end bracket for increasing the rigidity of a front extension, wherein the upper surface of the lower holding plate or the lower surface of the upper front plate of the vehicle front extension An inclined surface is formed such that the gap between the flange portion and the lower surface becomes narrower from the front end surface of the flange portion toward the front side of the vehicle body. The steering device is characterized in that the surface contacts the flange portion and plastically deforms to absorb impact energy at the time of collision.

  The steering device according to the present invention has a capsule having a pair of upper and lower upper clamping plates and a lower clamping plate that clamps the flange portion of the vehicle body mounting bracket. The vehicle body front side extension portion also extends long, and the vehicle body front side extension portion guides the flange portion to the collapse moving end.

  Therefore, the structure is simple, lightweight and inexpensive, and the body mounting bracket can be smoothly moved to the collapse moving end by the collapse moving distance without falling off the capsule, and the impact energy at the time of collision can be absorbed smoothly. Thus, the driver's safety can be ensured. In addition, since the vehicle body mounting bracket does not fall off the capsule, the steering wheel can be operated even after the secondary collision, so that it is possible to perform driving operations such as driving the car and retreating to a safe place. .

  Also, if both the lower sandwiching plate and the upper sandwiching plate of the capsule are extended to the front side of the vehicle body to form the vehicle body front side extension portion, the rigidity of the vehicle body front side extension portion is increased, and the vehicle body mounting bracket becomes the collapse moving end. As a result, the shock energy can be absorbed more smoothly during a collision.

  Further, if an uneven portion is formed on the vehicle body front side extension portion, the uneven portion comes into contact with the flange portion and plastically deforms to absorb impact energy at the time of collision. Accordingly, the vehicle body front side extension can also serve as the impact energy absorbing mechanism, and the installation space for the impact energy absorbing mechanism can be saved.

  Also, the upper surface of the vehicle body front side extension of the lower clamping plate or the lower surface of the vehicle body front side extension of the upper clamping plate is spaced from the vehicle body front side end surface of the flange portion to the vehicle body front side. If an inclined surface inclined so as to become narrower is formed, the inclined surface comes into contact with the flange portion and plastically deforms, and absorbs impact energy at the time of collision. Accordingly, the vehicle body front side extension can also serve as the impact energy absorbing mechanism, and the installation space for the impact energy absorbing mechanism can be saved.

1 is an overall perspective view of a steering device according to a first embodiment of the present invention. (1) is the perspective view which looked at the principal part of the steering apparatus of Example 1 of this invention from the vehicle body upper side, (2) is the perspective view of a capsule single-piece | unit. It is a front view of the principal part of the steering device of Example 1 of the present invention. FIG. 4 is a view taken in the direction of arrow P in FIG. 3. It is Q arrow line view of FIG. It is AA sectional drawing of FIG. FIG. 6 is a view corresponding to FIG. 5 illustrating a state in which the column collapsed to the collapse moving end on the front side of the vehicle body due to a secondary collision. FIG. 3 is a view corresponding to FIG. 2 (1) illustrating a main part of a steering device according to a second embodiment of the present invention. It is a front view which shows the upper vehicle body attachment bracket vicinity of the steering apparatus of Example 2 of this invention. FIG. 3 is a view corresponding to FIG. 2 (1) illustrating a main part of a steering device according to a third embodiment of the present invention. It is a front view which shows the upper vehicle body attachment bracket vicinity of the steering apparatus of Example 3 of this invention. FIG. 2 is a view corresponding to FIG. 2 (1) illustrating a main part of a steering device according to a fourth embodiment of the present invention. It is a front view which shows the upper vehicle body attachment bracket vicinity of the steering device of Example 4 of this invention.

  In the following embodiments, an example in which the present invention is applied to a tilt / telescopic steering device that adjusts both the tilt position and the telescopic position of a steering wheel will be described.

  FIG. 1 is an overall perspective view of a steering apparatus according to a first embodiment of the present invention, which is a column assist type rack and pinion type power steering apparatus. The column assist type rack and pinion type power steering apparatus shown in FIG. 1 applies the steering assist force of the electric assist mechanism 102 attached to the column 105 to the steering shaft in order to reduce the operating force of the steering wheel 101, and the intermediate shaft 106. This is a power steering device of a type in which the rack of a rack and pinion type steering gear 103 is reciprocated via the steering wheel and the steering wheel is steered via a tie rod 104.

  FIG. 2 (1) is a perspective view of the main part of the steering device according to the first embodiment of the present invention as viewed from above the vehicle body, and FIG. 2 (2) is a perspective view of a single capsule. FIG. 3 is a front view of a main part of the steering device according to the first embodiment of the present invention. 4 is a view taken in the direction of arrow P in FIG. FIG. 5 is a view taken in the direction of the arrow Q in FIG. 6 is a cross-sectional view taken along the line AA in FIG. FIG. 7 is a view corresponding to FIG. 5 showing a state in which the column collapsed to the collapse moving end on the vehicle body front side due to the secondary collision.

  As shown in FIGS. 2 to 7, the column 105 includes an outer column 42 and an inner column 46 on the vehicle body front side (left side in FIG. 3) of the outer column 42, and a steering wheel 101 is mounted on the vehicle body rear side. A steering shaft 41 is rotatably supported by a cylindrical outer column 42. The outer column 42 is guided by the tilt adjusting long grooves 26 and 26 of the upper vehicle body mounting bracket (vehicle mounting bracket) 21 and can be tilt-adjusted. The tilt adjusting long grooves 26 and 26 are formed in the side plates 21 b and 21 b of the upper vehicle body mounting bracket 21.

  An inner column 46 is fitted on the front side of the outer column 42 in the vehicle body (left side in FIG. 3) so as to be telescopically movable in the axial direction, and an electric assist mechanism (electric power steering) 102 is provided on the front side of the inner column 46 in the vehicle body. Is installed. The electric assist mechanism 102 is pivotally supported by the lower vehicle body mounting bracket 44 fixed to the vehicle body 11 so as to be tiltable about the tilt central shaft 45.

  Further, a slit 422 that penetrates the inner peripheral surface (see FIG. 6) 421 of the outer column 42 is formed on the lower surface of the outer column 42. Further, the outer column 42 includes telescopic adjustment long grooves 423 and 423 formed so that the major axis direction extends in parallel with the axis of the outer column 42 (direction perpendicular to the paper surface of FIG. 6).

  A tightening rod 51 is inserted into the tilt adjusting long grooves 26 and 26 and the telescopic adjusting long grooves 423 and 423 from the left side of FIG. A fixed cam 52, a movable cam 53, and an operation lever 54 are externally fitted in this order on the outer periphery on the left side (left side in FIG. 6) of the tightening rod 51. An adjustment nut 55 is fitted on the right end (right side in FIG. 6) of the tightening rod 51, and a female screw formed on the inner diameter portion of the adjustment nut 55 is screwed into a male screw 56 formed on the right end of the tightening rod 51. Thus, the left end surface of the adjustment nut 55 is in contact with the outer surface of the right side plate 21b.

  An operation lever 54 is fixed to the left end surface of the movable cam 53, and the movable cam 53 and the fixed cam 52 that are integrally operated by the operation lever 54 constitute a cam lock mechanism.

  The side surface of the outer column 42 is tightened by the side plates 21 b and 21 b of the upper vehicle body mounting bracket 21 by the swinging operation of the operation lever 54. By this tightening operation, the outer column 42 is clamped / unclamped to the upper vehicle body mounting bracket 21, and the tilt position of the outer column 42 is adjusted during unclamping. Also, by this tightening operation, the inner peripheral surface 421 of the outer column 42 is reduced in diameter, and the outer column 42 is clamped / unclamped to the outer peripheral surface of the inner column 46, and the telescopic position of the outer column 42 is adjusted during unclamping. Do.

  An output shaft (see FIG. 3) 43 on the front side of the vehicle body of the electric assist mechanism 102 is connected to a pinion that meshes with the rack shaft of the steering gear 103 via the intermediate shaft 106 so that the rotation operation of the steering wheel 101 can be performed by the steering device. Communicating.

  The upper vehicle body mounting bracket 21 is fixed to the vehicle body 11. The mounting structure of the vehicle body 11 and the upper vehicle body mounting bracket 21 is the flange portion 21a at the upper portion of the upper vehicle body mounting bracket 21, and a pair of left and right cutout grooves (see FIG. 7) 23, 23 formed in the flange portion 21a. The capsules 24 and 24 are fitted in the left and right side edges of the notch grooves 23 and 23, and are symmetrical in the vehicle width direction (vertical direction in FIGS. 4 and 5) with respect to the axis of the outer column 42. It has a structure. On the vehicle body front side end surface 211 of the flange portion 21a, a bent portion 21c that is bent in an L shape is formed on the vehicle body lower side over the entire width in the vehicle width direction, thereby increasing the rigidity of the upper vehicle body mounting bracket 21.

  The upper vehicle body mounting bracket 21 and the outer column 42 are made of a conductive material such as metal, and the notched grooves 23 and 23 are opened on the vehicle body rear side of the flange portion 21a. The notches 23 and 23 are fitted with capsules 24 and 24 made of a conductive material such as a metal (light alloy such as aluminum or zinc alloy die-cast), and each of the capsules 24 and 24 has four shear pins. (Connecting means) 24c is coupled to the flange portion 21a. Further, the capsules 24 and 24 are fixed to the vehicle body 11 by bolts 25 and nuts (see FIG. 6) 27 inserted into long groove-like bolt holes 24 d formed in the capsule 24.

  When the driver collides with the steering wheel 101 due to the impact at the time of the secondary collision and a strong impact force is applied to the front side of the vehicle body, the shear pin 24c is sheared, and the flange portion 21a of the upper vehicle body mounting bracket 21 is detached from the capsule 24. Thus, it moves in a collapsed manner toward the front side of the vehicle body (the left side of FIGS. 3, 4 and 5). Then, the outer column 42 moves along the inner column 46 toward the front side of the vehicle body and absorbs impact energy at the time of collision. When the outer column 42 performs a collapse movement by the collapse movement distance L1 shown in FIG. 3, the vehicle body front side end surface 424 of the outer column 42 comes into contact with the vehicle body rear side end surface 102a of the electric assist mechanism 102, and the collapse movement ends.

  As shown in FIGS. 2 (2) and 6, the capsule 24 is formed with an upper clamping plate 24a and a lower clamping plate 24b, and a flange portion 21a is provided between the upper clamping plate 24a and the lower clamping plate 24b. Inserted, the upper and lower clamping plates 24a and 24b sandwich the left and right edges of the cutout grooves 23 and 23.

  The capsule 24 is formed with a connecting portion 24e that connects the upper clamping plate 24a and the lower clamping plate 24b. Both side surfaces of the connecting portion 24e in the vehicle width direction are sandwiched between both side surfaces of the notch groove 23 in the vehicle width direction. The dimension of the connecting portion 24e in the vehicle width direction is smaller than the dimension of the upper clamping plate 24a and the lower clamping plate 24b in the vehicle width direction. The outer side surface 241 of the connecting portion 24e in the vehicle width direction is parallel to the axis of the outer column 42 on the rear side of the vehicle body (right side in FIG. 5), and the front side of the vehicle body (left side in FIG. 5) is the axis of the outer column 42. It is formed on an inclined surface inclined in a direction approaching the heart.

  Further, the inner side surface 242 of the connecting portion 24e in the vehicle width direction is parallel to the axis of the outer column 42 on the rear side of the vehicle body (right side in FIG. 5), and the outer column 42 is on the front side of the vehicle body (left side in FIG. 5). It is formed in the inclined surface inclined in the direction away from the axial center. That is, as for the dimension in the vehicle width direction of the connecting portion 24e, the width on the vehicle body front side (left side in FIG. 5) is the narrowest, and the width gradually increases toward the vehicle body rear side (right side in FIG. 5). It is formed with a certain width.

Outer surfaces 231 and 231 of the cutout grooves 23 and 23 in the vehicle width direction are formed on the flange portion 21a along the shape of the outer surfaces 241 and 241 of the connecting portions 24e and 24e in the vehicle width direction.
Further, inner side surfaces 232 and 232 of the notch grooves 23 and 23 in the vehicle width direction are formed in the flange portion 21a along the shape of the inner side surfaces 242 and 242 of the connecting portions 24e and 24e in the vehicle width direction. .

  Therefore, during the collapse movement of the upper body mounting bracket 21, the outer surfaces 231 and 231 in the vehicle width direction of the cutout grooves 23 and 23 and the inner surfaces 232 and 232 in the vehicle width direction are in the vehicle width direction of the connecting portions 24e and 24e. It moves away from the outer side surfaces 241 and 241 and the inner side surfaces 242 and 242 in the vehicle width direction and moves forward of the vehicle body.

  As shown in FIGS. 2 to 5, the capsules 24, 24 have vehicle body front side extension portions 243, 243 that extend longer on the vehicle body front side than the vehicle body front side end surface 211 of the flange portion 21 a on the lower holding plate 24 b. Is formed. The vehicle body front side extension 243 is formed so as to protrude by a length L2 parallel to the axis of the outer column 42 and on the vehicle body front side of the vehicle body front side end surface 211 of the flange portion 21a. The length L2 of the vehicle body front side extension 243 is formed to be slightly longer than the collapse movement distance L1 of FIG.

  As shown in FIG. 6, a rectangular cutout hole 21d into which the vehicle body front side extension 243 can be inserted is formed in the bent portion 21c of the vehicle body front side end surface 211 of the flange portion 21a, and the vehicle body is passed through the cutout hole 21d. A vehicle body front side extension 243 projects from the front side end surface 211 to the vehicle body front side.

  Accordingly, the flange portion 21a of the upper vehicle body mounting bracket 21 is moved along the vehicle body front side extensions 243 and 243 until the upper vehicle body mounting bracket 21 moves by the collapse movement distance L1 and reaches the collapse movement end on the vehicle body front side. Guided. Therefore, the flange portion 21a of the upper vehicle body mounting bracket 21 can smoothly move to the collapse moving end without falling off from the capsules 24, 24.

  When a driver collides with the steering wheel 101 due to an impact at the time of a secondary collision and a strong impact force is applied to the front side of the vehicle body, the upper vehicle body mounting bracket 21 moves in a collapsed manner toward the front side of the vehicle body, and the shear pin 24c shears. When the shear pin 24c is sheared, the capsule 24 remains on the vehicle body 11 side, and the flange portion 21a of the upper vehicle body mounting bracket 21 collapsingly moves to the vehicle body front side.

  Then, as shown in FIG. 7, the outer side surfaces 231 and 231 in the vehicle width direction of the flange portion 21a and the inner side surfaces 232 and 232 in the vehicle width direction are the outer surfaces 241 and 241 in the vehicle width direction of the connecting portions 24e and 24e and Detach from the inner side surfaces 242 and 242 in the vehicle width direction. However, the flange portion 21a of the upper vehicle body mounting bracket 21 is guided along the vehicle body front side extensions 243 and 243 until reaching the collapse moving end on the vehicle body front side. Since the vehicle body front side extensions 243 and 243 have a simple structure and are light in weight, an increase in manufacturing cost can be suppressed.

  Therefore, the upper vehicle body mounting bracket 21 can smoothly move to the collapse moving end by the collapse moving distance L1 without falling off the capsules 24, 24. Therefore, the impact energy absorbing member (not shown) is plastically deformed, so that the impact energy at the time of collision can be absorbed smoothly, and the driver's safety can be ensured reliably. Further, since the upper body mounting bracket 21 does not fall off from the capsules 24, 24, the steering wheel 101 can be operated even after the secondary collision. Therefore, the vehicle is driven and retreated to a safe place. The operation can be performed.

  Next, a second embodiment of the present invention will be described. FIG. 8 is a view corresponding to FIG. 2 (1) showing a main part of the steering device according to the second embodiment of the present invention. FIG. 9 is a front view showing the vicinity of the upper vehicle body mounting bracket of the steering device according to the second embodiment of the present invention. In the following description, only structural parts different from those of the first embodiment will be described, and redundant description will be omitted. Further, the same parts will be described with the same numbers.

  The second embodiment is an example in which a vehicle body front side extension portion that extends long in the vehicle body front side is formed on both the upper side clamp plate 24a and the lower side clamp plate 24b, thereby increasing the rigidity of the vehicle body front side extension portion.

  That is, as shown in FIGS. 8 and 9, in the second embodiment, as in the first embodiment, the capsule 24 has a lower holding plate 24 b on the front side of the vehicle body on the front side end surface 211 of the flange portion 21 a. A vehicle body front side extension 243 is formed which extends long. Similarly, a vehicle body front side extension 244 that extends longer on the vehicle body front side than the vehicle body front side end surface 211 of the flange portion 21a is also formed on the upper clamping plate 24a.

  The vehicle body front side extension portions 243 and 244 are formed to be parallel to the axis of the outer column 42 and protrude by the same length L2 from the vehicle body front side end surface 211 of the flange portion 21a toward the vehicle body front side. The length L2 of the vehicle body front side extensions 243 and 244 is formed to be slightly longer than the collapse movement distance L1 of FIG.

  As shown in FIG. 9, in the bent portion 21c of the vehicle body front side end surface 211 of the flange portion 21a, a rectangular cutout into which the vehicle body front side extension 243 of the lower clamping plate 24b can be inserted is the same as in the first embodiment. A hole 21d is formed, and a vehicle body front side extension 243 projects from the vehicle body front side end surface 211 to the vehicle body front side through the notched hole 21d. In this way, after the capsule 24 is assembled to the flange portion 21a, the end bracket 245 is fixed to the vehicle body front side end surface of the vehicle body front side extension portions 243 and 244, and the rigidity of the vehicle body front side extension portions 243 and 244 is increased. doing. Since the vehicle body front side extensions 243 and 244 have a simple structure and are lightweight, an increase in manufacturing cost can be suppressed.

  Accordingly, the upper vehicle body mounting bracket 21 is held by the vehicle body front side extensions 243 and 244 until the upper vehicle body mounting bracket 21 moves by the collapse movement distance L1 and reaches the collapse movement end on the front side of the vehicle body, and the flange portion 21a of the upper vehicle body mounting bracket 21. Will be guided. Therefore, the flange portion 21a of the upper vehicle body mounting bracket 21 can be collapsed to the collapse moving end without dropping from the capsules 24, 24.

  In the second embodiment, the vehicle body front side extension portions 243 and 244 having high rigidity guide both the upper surface and the lower surface of the flange portion 21a, and the flange portion 21a moves in a collapse manner toward the vehicle body front side. Therefore, even if an impact load inclined with respect to the axis of the outer column 42 is applied, the upper body mounting bracket 21 is not easily detached from the capsules 24, 24, and smoothly collapses to the collapse moving end by the collapse moving distance L1. Can move. Therefore, the upper vehicle body mounting bracket 21 does not fall off the capsules 24, 24, and the steering wheel 101 can be operated even after the secondary collision. Therefore, the vehicle is driven and retreated to a safe place. The operation can be performed.

  Next, a third embodiment of the present invention will be described. FIG. 10 is a view corresponding to FIG. 2 (1) showing a main part of the steering apparatus according to the third embodiment of the present invention. FIG. 11 is a front view showing the vicinity of the upper vehicle body mounting bracket of the steering device according to the third embodiment of the present invention. In the following description, only structural parts different from the above-described embodiment will be described, and redundant description will be omitted. Further, the same parts will be described with the same numbers.

  Example 3 is an example in which an uneven part is formed in the vehicle body front side extension part, and the impact energy at the time of collision is absorbed by this uneven part. That is, as shown in FIGS. 10 and 11, in the third embodiment, as in the second embodiment, it is parallel to the axial center of the outer column 42 and extends longer from the vehicle body front side end surface 211 of the flange portion 21a to the vehicle body front side. Vehicle body front side extensions 243 and 244 are formed. The length L2 of the vehicle body front side extensions 243, 244 is formed to be slightly longer than the collapse movement distance L1, as in the second embodiment. In addition, an end bracket 245 is fixed to the vehicle body front side end surface of the vehicle body front side extension portions 243 and 244 to increase the rigidity of the vehicle body front side extension portions 243 and 244.

  Concave and convex portions 243a and 243a are formed on the upper surfaces of the vehicle body front side extension portions 243 and 243 up to the vehicle body front end of the vehicle body front side extension portions 243 and 243. Accordingly, the upper vehicle body mounting bracket 21 is held by the vehicle body front side extensions 243 and 244 until the upper vehicle body mounting bracket 21 moves by the collapse movement distance L1 and reaches the collapse movement end on the front side of the vehicle body, and the flange portion 21a of the upper vehicle body mounting bracket 21. Will be guided.

  In the third embodiment, similarly to the second embodiment, the rigid vehicle body front side extension portions 243 and 244 guide both the upper surface and the lower surface of the flange portion 21a, and the flange portion 21a moves in a collapsed manner toward the vehicle body front side. . Therefore, even if an impact load inclined with respect to the axis of the outer column 42 is applied, the upper body mounting bracket 21 is not easily detached from the capsules 24, 24, and smoothly collapses to the collapse moving end by the collapse moving distance L1. Can move.

  Further, the concave and convex portions 243a and 243a are plastically deformed by contact with the lower surface of the flange portion 21a to absorb impact energy at the time of collision. Therefore, since the vehicle body front side extensions 243 and 243 can also serve as the impact energy absorbing mechanism, the installation space for the impact energy absorbing mechanism can be saved.

  In the third embodiment, the uneven portions 243a and 243a are formed on the upper surfaces of the vehicle body front side extension portions 243 and 243. However, the uneven portions may be formed on the lower surface of the vehicle body front side extension portions 244 and 244.

  Next, a fourth embodiment of the present invention will be described. FIG. 12 is a view corresponding to FIG. 2 (1) showing a main part of the steering apparatus according to the fourth embodiment of the present invention. FIG. 13 is a front view showing the vicinity of the upper vehicle body mounting bracket of the steering device according to the fourth embodiment of the present invention. In the following description, only structural parts different from the above-described embodiment will be described, and redundant description will be omitted. Further, the same parts will be described with the same numbers.

  Example 4 is an example in which an inclined surface is formed in the vehicle body front side extension, and the impact energy at the time of collision is absorbed by this inclined surface. That is, as shown in FIGS. 12 and 13, in the fourth embodiment, as in the second embodiment, it is parallel to the axis of the outer column 42 and extends longer from the vehicle body front side end surface 211 of the flange portion 21a to the vehicle body front side. Vehicle body front side extensions 243 and 244 are formed. The length L2 of the vehicle body front side extensions 243, 244 is formed to be slightly longer than the collapse movement distance L1, as in the second embodiment. In addition, an end bracket 245 is fixed to the vehicle body front side end surface of the vehicle body front side extension portions 243 and 244 to increase the rigidity of the vehicle body front side extension portions 243 and 244.

  On the upper surface of the vehicle body front side extensions 243 and 243, inclined surfaces 243b and 243b are formed up to the vehicle body front end of the vehicle body front side extensions 243 and 243. The inclined surfaces 243b and 243b are such that the distance between the upper surface of the vehicle body front side extension portions 243 and 243 and the lower surface of the vehicle body front side extension portions 244 and 244 is directed from the vehicle body front side end surface 211 of the flange portion 21a toward the vehicle body front side. And inclined so as to be narrow. Accordingly, the upper vehicle body mounting bracket 21 is held by the vehicle body front side extensions 243 and 244 until the upper vehicle body mounting bracket 21 moves by the collapse movement distance L1 and reaches the collapse movement end on the front side of the vehicle body, and the flange portion 21a of the upper vehicle body mounting bracket 21. Will be guided.

  In the fourth embodiment, similarly to the second embodiment, the rigid vehicle body front side extension portions 243 and 244 guide both the upper surface and the lower surface of the flange portion 21a, and the flange portion 21a moves in a collapse manner toward the vehicle body front side. . Therefore, even if an impact load inclined with respect to the axis of the outer column 42 is applied, the upper body mounting bracket 21 is not easily detached from the capsules 24, 24, and smoothly collapses to the collapse moving end by the collapse moving distance L1. Can move. In addition, the inclined surfaces 243b and 243b are plastically deformed by contact with the lower surface of the flange portion 21a and absorb impact energy at the time of collision. Therefore, since the vehicle body front side extensions 243 and 243 can also serve as the impact energy absorbing mechanism, the installation space for the impact energy absorbing mechanism can be saved.

  In the fourth embodiment, the inclined surfaces 243b and 243b are formed on the upper surfaces of the vehicle body front side extensions 243 and 243. However, the inclined surfaces may be formed on the lower surfaces of the vehicle body front side extensions 244 and 244.

  In the above embodiment, the shear pin is used as the connecting means for connecting the flange portion to the capsule so that the flange portion can be detached from the capsule with a predetermined impact force toward the front side of the vehicle body. However, instead of the shear pin, the capsule and the flange portion are used. May be coupled by press-fitting, and the flange portion may be detached from the capsule at the press-fitting portion, and may be collapsed to the front side of the vehicle body. Further, in the above-described embodiment, an example in which the present invention is applied to a tilt / telescopic steering apparatus has been described. However, a telescopic steering apparatus capable of adjusting only a telescopic position, and a steering apparatus in which neither a tilt position nor a telescopic position can be adjusted. You may apply to.

DESCRIPTION OF SYMBOLS 101 Steering wheel 102 Electric assist mechanism 102a Car body rear side end surface 103 Steering gear 104 Tie rod 105 Column 106 Intermediate shaft 11 Car body 21 Upper car body mounting bracket (car body mounting bracket)
211 Car body front side end surface 21a Flange part 21b Side plate 21c Bending part 21d Notch hole 23 Notch groove 231 Outer side surface in the vehicle width direction 232 Inner side surface in the vehicle width direction 24 Capsule 24a Upper clamping plate 24b Lower clamping plate 24c Shear pin 24d Bolt hole 24e Connecting portion 241 Outer side surface in the vehicle width direction 242 Inner side surface in the vehicle width direction 243 Car body front side extension 243a Concavity and convexity 243b Inclined surface 244 Car body front side extension 245 End bracket 25 Bolt 26 Tilt adjustment long groove 27 Nut 41 Steering shaft 42 Outer column 421 Inner peripheral surface 422 Slit 423 Long groove for telescopic adjustment 424 End face of vehicle body 43 Output shaft 44 Lower body mounting bracket 45 Tilt center shaft 46 Inner column 51 Tightening rod 52 Fixed cam 53 Possible Moving cam 54 Operation lever 55 Adjustment nut 56 Male thread

Claims (1)

Steering shaft that can be fitted with a steering wheel on the rear side of the vehicle body,
A vehicle body mounting bracket mounted on a column that rotatably supports the steering shaft;
A pair of left and right capsules that have a pair of upper and lower upper clamping plates and a lower clamping plate that clamp the flange portion of the vehicle body mounting bracket and can be fixed to the vehicle body;
A connecting portion that connects the upper clamping plate and the lower clamping plate, and has side surfaces that are smaller in the vehicle width direction than the vehicle width direction of the upper clamping plate and the lower clamping plate;
A connecting means for connecting the flange portion to the capsule so as to be detachable from the capsule with a predetermined impact force toward the vehicle body front side;
A vehicle body front side extension formed on both the upper side clamping plate and the lower side clamping plate of the capsule and extending longer than the collapse movement distance on the vehicle body front side than the vehicle body front side end surface of the flange part, Each vehicle body front side extension that guides the flange portion to the collapse moving end on the upper surface and the lower surface, and
A steering device including an end bracket that fixes both of the vehicle body front side extension portion on the vehicle body front side end surface and increases the rigidity of the vehicle body front side extension portion,
On the upper surface of the vehicle body front side extension portion of the lower clamping plate or the lower surface of the vehicle body front side extension portion of the upper clamping plate, the space between the upper surface and the lower surface is from the vehicle body front side end surface of the flange portion to the vehicle body front side. An inclined surface inclined so as to become narrower toward the
A steering device characterized in that when the flange portion collapsively moves forward of the vehicle body, the inclined surface comes into contact with the flange portion and plastically deforms to absorb impact energy at the time of collision.

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