JP6263415B2 - Steering device - Google Patents

Description

  The present invention relates to a steering device mounted on a vehicle.

  As a conventional steering device, Patent Literature 1 discloses a steering device including an impact absorbing mechanism that absorbs impact energy generated when a driver collides with a steering wheel during a vehicle collision.

  The steering device includes a bracket for attaching the upper column to the vehicle body, and a capsule fixed to the flange portion of the bracket. The capsule is provided with a bolt hole, and the capsule is fixed to the vehicle body by inserting the bolt into the bolt hole. The bracket and the capsule are provided with through holes at positions facing each other, and a resin pin is formed by injection molding resin into the through hole. The bracket is fixed to the capsule by this resin pin.

  If the driver collides with the steering wheel and an impact is applied in the direction in which the bracket slides with respect to the capsule during a vehicle collision, the resin pin breaks and the impact energy is absorbed.

JP 2007-76613 A

  However, in the above conventional technique, when the resin pin is injection-molded in the through hole, it is necessary to adjust the amount and pressure of the resin, so that the skill of the operator is required.

  The present invention has been made in view of such a technical problem, and provides a steering device including an impact absorbing mechanism that can absorb an impact at the time of a vehicle collision and does not require an operator's skill at the time of manufacture. Objective.

The present invention is a steering device including an impact absorbing mechanism that absorbs impact energy applied to a steering shaft through a steering wheel, and an upper column tube that rotatably supports the steering shaft, a vehicle body that is fixed to the vehicle body, and the upper column tube A lower column tube movable relative to the upper column tube, and an upper fixing bracket connected to the upper column tube. The upper fixing bracket includes a bracket connecting portion connected to the upper column tube, and a bracket connecting portion. A bracket side portion that extends laterally and is fixed to the vehicle body via the shock absorbing mechanism, and the bracket side portion has a notch cut out on the steering wheel side, The shock absorbing mechanism is fixed to the side portion of the bracket. A bracket fixing portion, a capsule portion fixed to the vehicle body and engaged with the notch portion of the bracket side portion, the bracket fixing portion and the capsule portion connected to each other, and the upper fixing bracket and the A rupture portion that breaks when the capsule portion moves relative to each other, and the bracket fixing portion of the shock absorbing mechanism is hook-shaped that is engaged with an end portion of the side portion of the bracket on the front side of the vehicle body. It has the part .
The present invention also provides a steering apparatus including an impact absorbing mechanism that absorbs impact energy applied to the steering shaft through the steering wheel, the upper column tube supporting the steering shaft rotatably, a vehicle body fixed to the vehicle body, A lower column tube movable relative to the column tube; and an upper fixing bracket connected to the upper column tube. The upper fixing bracket includes a bracket connecting portion connected to the upper column tube; and the bracket connecting A bracket side portion that extends laterally from the portion and is fixed to the vehicle body via the shock absorbing mechanism, and the bracket side portion has a cutout portion cut out on the steering wheel side. And the shock absorbing mechanism is located on the side of the bracket. A bracket fixing portion that is fixed to the vehicle body, a capsule portion that is fixed to the vehicle body and engages with the notch portion on the side portion of the bracket, and the bracket fixing portion and the capsule portion are connected to each other to connect the upper fixing bracket And a rupture portion that breaks when the capsule portion relatively moves, and the capsule portion is fixed to the vehicle body and engages with the notch portion, and the rupture portion And a capsule fixing part connected to the bracket fixing part and fitted to the capsule.
The present invention also provides a steering apparatus including an impact absorbing mechanism that absorbs impact energy applied to the steering shaft through the steering wheel, the upper column tube supporting the steering shaft rotatably, a vehicle body fixed to the vehicle body, A lower column tube movable relative to the column tube; and an upper fixing bracket connected to the upper column tube. The upper fixing bracket includes a bracket connecting portion connected to the upper column tube; and the bracket connecting A bracket side portion that extends laterally from the portion and is fixed to the vehicle body via the shock absorbing mechanism, and the bracket side portion has a cutout portion cut out on the steering wheel side. And the shock absorbing mechanism is located on the side of the bracket. A bracket fixing portion that is fixed to the vehicle body, a capsule portion that is fixed to the vehicle body and engages with the notch portion on the side portion of the bracket, and the bracket fixing portion and the capsule portion are connected to each other to connect the upper fixing bracket And the rupture portion that breaks when the capsule portion relatively moves, and the shock absorbing mechanism is formed integrally with the bracket fixing portion, the capsule portion, and the rupture portion. It is an integrally formed member.

  According to the present invention, since a shock absorbing mechanism that absorbs shock energy at the time of a vehicle collision can be mounted only by being fixed to the upper fixing bracket, a steering device including an impact absorbing mechanism that does not require operator skill is provided. can do.

1 is a plan view of an electric power steering device according to an embodiment of the present invention. 1 is a side view of an electric power steering apparatus according to an embodiment of the present invention. It is sectional drawing which shows the AA cross section in FIG. It is sectional drawing which shows the BB cross section in FIG. It is sectional drawing which shows CC cross section in FIG. It is a figure explaining the assembly | attaching method of the shock absorption mechanism of FIG. 5A. It is a figure explaining the effect | action of an impact absorption mechanism. It is sectional drawing which shows the BB cross section in FIG. 1 of the modification of this invention. It is sectional drawing which shows the DD cross section in FIG. It is sectional drawing which shows the DD cross section in FIG. 7 of the other example of a modification.

  Embodiments of the present invention will be described with reference to the drawings.

  Hereinafter, an electric power steering apparatus 100 will be described as an example of the embodiment of the present invention.

  First, the overall configuration of the electric power steering apparatus 100 will be described with reference to FIGS.

  The electric power steering device 100 is a device that assists the steering force applied by the driver to the steering wheel 8 with the rotational torque of the electric motor 13.

  The electric power steering apparatus 100 includes a steering shaft 1 to which a steering wheel 1 is coupled, a steering column 2 that rotatably supports the steering shaft 1 inserted through the interior, and a torsion bar (not shown). And an output shaft 4 connected to each other.

  The output shaft 4 is connected to the wheels via a universal joint, a pinion, a rack or the like. As the driver steers the steering wheel 8, the rack moves in the axial direction and the direction of the wheels changes.

  In the following description, it is assumed that the steering wheel 8 side is the rear of the vehicle body and the output shaft 4 side is the front of the vehicle body.

  The rotational torque of the electric motor 13 is applied as auxiliary torque to the output shaft 4 via a reduction gear housed in the gear case 32. The electric motor 13 is controlled based on a detection result of a torque sensor that detects a steering force applied to the steering wheel 8. The torque sensor is accommodated in the sensor case 31.

  The steering shaft 1 is connected to a substantially cylindrical upper shaft 11 to which a steering wheel 8 is connected at a rear end portion, and is coaxially connected to the upper shaft 11, and a front side is connected to the output shaft 4 via a torsion bar. And a cylindrical lower shaft 12. The rear side of the lower shaft 12 is inserted into the hollow portion of the upper shaft 11 and both are serrated. The upper shaft 11 and the lower shaft 12 are connected by serration coupling so as to be integrally rotatable and relatively movable in the axial direction.

  The steering column 2 is disposed substantially coaxially with the upper column tube 21 that rotatably supports the upper shaft 11 via a bearing 23 and the upper column tube 21, and a front end portion is fixed to the sensor case 31. And a substantially cylindrical lower column tube 22. The rear side of the lower column tube 22 is inserted into the front side of the upper column tube 21, and both are relatively movable in the axial direction. The relative movement in the axial direction of the upper shaft 11 and the upper column tube 21 is restricted by a bearing 23. A cylindrical small-diameter portion 31a having a smaller diameter than other portions is formed in the rear portion of the sensor case 31, and the inner peripheral surface of the front end portion of the lower column tube 22 is press-fitted into the outer peripheral surface of the small-diameter portion 31a.

  The output shaft 4 is rotatably supported by the gear case 32 via the bearing 16.

  The electric power steering device 100 is fixed to the vehicle body and supports an upper fixing bracket 35 that supports the steering column 2, and a lower that is fixed to the vehicle body and supports the gear case 32 so as to be swingable via a pair of arms 38a and 38b. It is attached to the vehicle body via a fixing bracket (not shown).

  The electric power steering apparatus 100 enables the steering column 2 to swing about a pair of arms 38a and 38b so that the steering wheel 8 moves in the vertical direction (in the direction of the solid arrow shown in FIG. 2) when viewed from the driver. A tilt mechanism, a telescopic mechanism that allows the steering column 2 to extend and retract so that the steering wheel 8 moves in the front-rear direction (in the direction of the dotted arrow shown in FIG. 2) when viewed from the driver, and swing and expansion / contraction of the steering column 2 A release mechanism capable of switching between restriction and release of the restriction.

  Hereinafter, a tilt mechanism, a telescopic mechanism, and a release mechanism will be described.

  A column bracket 51 is fixed to the upper column tube 21 so as to surround the outer periphery. The column bracket 51 is supported by a support bracket 52 fixed to the upper fixing bracket 35, and is connected by a guide pin 53 so as to be movable with respect to the support bracket 52.

  The support bracket 52 has a pair of side walls 52 a extending so as to sandwich both side walls 51 a of the column bracket 51. The guide pins 53 are provided through the both side walls 52 a of the support bracket 52 and the both side walls 51 a of the column bracket 51. Guide holes 52 b for guiding the movement of the guide pins 53 are formed in both side walls 52 a of the support bracket 52. The guide hole 52 b is formed in a direction substantially orthogonal to the axial direction of the steering column 2. As the guide pin 53 moves along the guide hole 52 b, the column bracket 51 moves along the inner peripheral surfaces of the side walls 52 a of the support bracket 52. As a result, the steering column 2 swings about the pair of arms 38a and 38b, and the steering wheel 8 moves in the vertical direction as viewed from the driver.

  Further, guide holes 51b (see FIG. 3) for guiding the movement of the guide pins 53 are formed in both side walls 51a of the column bracket 51 along the axial direction of the steering column 2. As the guide pin 53 moves along the guide hole 51 b, the column bracket 51 moves along the inner peripheral surfaces of the side walls 52 a of the support bracket 52. Thereby, the upper column tube 21 moves in the axial direction together with the upper shaft 11, and the steering wheel 8 moves in the front-rear direction as viewed from the driver.

  An operation lever 37 that can be operated by the driver at the driver's seat is rotatably attached to the guide pin 53. By operating the operation lever 37, the both side walls 51a of the column bracket 51 are tightened and released by the both side walls 52a of the support bracket 52. Specifically, tightening and releasing thereof are performed by the action of a cam that rotates as the operation lever 37 is operated.

  When the operation lever 37 is in the tightening position, the side walls 51a of the column bracket 51 are tightened by the side walls 52a of the support bracket 52, and the movement of the column bracket 51 with respect to the support bracket 52 is restricted. The swing and expansion / contraction of the column 2 is restricted. On the other hand, when the operation lever 37 is in the open position, the side walls 51a of the column bracket 51 are not tightened by the side walls 52a of the support bracket 52, and the column bracket 51 can be moved relative to the support bracket 52. Therefore, the swing and expansion / contraction restrictions of the steering column 2 are released.

  Next, the shock absorbing mechanism 39 and the upper fixing bracket 35 to which the shock absorbing mechanism 39 is fixed will be described. 4 is a cross-sectional view showing a cross section taken along the line BB in FIG. 1, and members other than the upper fixing bracket 35 and the shock absorbing mechanism 39 are omitted. FIG. 5A is a cross-sectional view showing a CC cross section in FIG. 4, and FIG. 5B is a view showing assembly of the shock absorbing mechanism 39. 6 is an excerpt of the shock absorbing mechanism 39 and the upper fixing bracket 35 in FIG. The shock absorbing mechanism 39 shown in FIGS. 4 to 6 includes a capsule 34 that engages with the upper fixing bracket 35, and a resin shock absorbing member 40 that engages with the capsule 34 while engaging with the upper fixing bracket 35. Have.

  The upper fixing bracket 35 includes a bracket central portion 35a as a bracket connecting portion that is connected to the upper column tube 21, and a bracket side portion 35b that extends to both sides of the bracket central portion 35a and is fixed to the vehicle body via an impact absorbing mechanism 39. And having. The bracket side portion 35b of the upper fixing bracket 35 has a stopper 35e for restricting the impact absorbing mechanism 39 from moving sideways, and a notch portion that opens to the steering wheel 8 side and engages the capsule 34. 35c is formed. Engaging grooves 34 a that engage with the notches 35 c are formed on both side surfaces of the capsule 34. When the capsule 34 is slid from the opening side into the cutout portion 35c and fitted, the bracket side portion 35b is sandwiched by the capsule 34, and the bracket side portion 35b and the capsule 34 are in a direction perpendicular to the axis of the upper column tube 21. Relative movement is restricted. The upper fixing bracket 35 is not limited to the above configuration, and for example, the end portion of the bracket side portion 35b may be connected to the upper column tube 21 and the bracket central portion 35a may be omitted.

  The capsule 34 further includes an insertion hole 34b through which a bolt that fixes the capsule 34 to the vehicle body is inserted, and a raised portion 34c that protrudes toward the vehicle body along the outer edge of the insertion hole 34b. The insertion hole 34 b and the raised portion 34 c are formed in the approximate center of the capsule 34. The insertion hole 34b is formed as a long hole in order to adjust the mounting position of the electric power steering apparatus 100. The shape of the insertion hole 34b is not limited to this, and may be a circular hole.

  The shock absorbing member 40 includes a bracket fixing portion 41 having a hook-like portion 41a that is engaged with an end portion 35d on the front side of the vehicle body of the bracket side portion 35b, and an inner periphery that fits with an outer periphery of the raised portion 34c of the capsule 34 The capsule fixing part 42 having the through-hole 42a and the fracture part 43 connecting the bracket fixing part 41 and the capsule fixing part 42 are formed integrally with resin. In the present embodiment, the portion where the capsule 34 and the capsule fixing portion 42 are fitted and integrated corresponds to the capsule portion of the claims.

  As shown in FIG. 6, the breaking portion 43 includes a portion of the connection surface 42 b of the capsule fixing portion 42 closer to the front of the vehicle body and a connection surface 41 b of the bracket fixing portion 41 over a predetermined region in the front-rear direction of the vehicle body. Connected. That is, the portion closer to the front of the vehicle body of the connection surface 42b of the capsule fixing portion 42 becomes a connection region to which the breaking portion 43 is connected, while the portion closer to the rear of the vehicle body becomes a non-connection region where the breaking portion 43 is not connected. . The fact that the breaking portion 43 is connected to the front portion of the connection surface 42b of the capsule fixing portion 42 means that the breaking portion 43 is located more than the center of the tightening position by the bolt that passes through the through hole 42a of the capsule fixing portion 42. It means that the break portion 43 is connected to the capsule fixing portion 42 in a state where the intermediate point in the vehicle longitudinal direction is located on the vehicle front side in the vehicle longitudinal direction. Further, as shown in FIG. 4, the breaking portion 43 is formed thinner than the capsule fixing portion 42 and the bracket fixing portion 41, and has a shape that is easier to break than other portions.

  Next, a method for assembling the shock absorbing mechanism 39 will be described with reference to FIG. 5B. First, the capsule 34 is slid and fitted into the cutout portion 35c of the bracket side portion 35b. Next, the hook-like portion 41a of the bracket fixing portion 41 of the shock absorbing member 40 is hooked on the end portion 35d of the bracket side portion 35b, and the shock absorbing member 40 is moved in the direction indicated by the arrow in FIG. Rotate around 35d. The impact absorbing member 40 is rotated, and the through hole 42a of the capsule fixing portion 42 is fitted into the raised portion 34c of the capsule 34. In this way, the shock absorbing mechanism 39 is fixed to the bracket side portion 35b.

  Since the impact absorbing member 40 is fitted to the capsule 34 via the capsule fixing portion 42 and is locked to the bracket side portion 35b via the hook-like portion 41a of the bracket fixing portion 41, the upper fixing bracket 35 is provided. Even if vibration or the like accompanying transportation or assembly to the vehicle body is applied after being mounted on the upper bracket 35, it will not fall off from the upper fixing bracket 35. Further, the lateral movement of the bracket fixing portion 41 is restricted by a stopper 35e formed on the bracket side portion 35b. The stopper 35e may be any shape as long as it protrudes adjacent to the side of the bracket fixing portion 41 and can restrict the movement of the bracket fixing portion 41. The shape of the stopper 35e is not limited to a convex shape, and may be a concave portion cut out at the end portion 35d of the bracket side portion 35b in accordance with the width of the bracket fixing portion 41.

  Next, the operation of the shock absorbing mechanism 39 will be described with reference to FIGS.

  When an excessive load is applied to the steering shaft 1 through the steering wheel 8 at the time of a vehicle collision, the upper shaft 11 and the upper column tube 21 are integrally moved in the axial direction, and the guide pin 53 is moved to the end of the guide hole 51b (telescopic adjustment mechanism). Until it touches the stroke end). Further, the load acts on the upper fixing bracket 35 from the upper column tube 21 through the column bracket 51 and the support bracket 52. When a load is applied to the upper fixing bracket 35, the upper fixing bracket 35 tends to move in a direction in which the notch 35 c is detached from the engagement groove 34 a of the capsule 34, that is, in a direction opposite to the steering wheel 8. At this time, the capsule fixing portion 42 fixed to the capsule 34 and the bracket fixing portion 41 fixed to the upper fixing bracket 35 move relative to each other, and the breaking portion 43 is broken. Thereby, when an excessive load is applied to the steering wheel 8 at the time of a vehicle collision, the upper column tube 21 and the upper shaft 11 move with respect to the vehicle body, and impact energy applied to the upper shaft 11 is absorbed.

  Specifically, since the capsule 34 is fixed to the vehicle body by a bolt that passes through the insertion hole 34b, a load is applied to the bracket fixing portion 41 via the upper fixing bracket 35 as indicated by a solid arrow F in FIG. Acts, the load is transmitted also to the capsule fixing portion 42 and the capsule 34 through the breaking portion 43 connected to the front portion of the capsule fixing portion 42 in the vehicle body, and the capsule fixing portion 42 and the capsule 34 are fastened with bolts. A central moment acts. For this reason, as indicated by a broken line arrow M in FIG. 6, the vehicle body rear portions of the capsule fixing portion 42 and the capsule 34 move toward the bracket fixing portion 41, while the capsule fixing portion 42 and the vehicle body front portion of the capsule 34 are moved. Moves in a direction away from the bracket fixing portion 41.

  Here, as described above, since there is a non-connection region to which the fracture portion 43 is not connected near the rear of the vehicle body of the connection surface 42b of the capsule fixing portion 42, as shown in FIG. A space is formed on the rear side of the vehicle body at the bracket fixing portion 41 side. This space allows displacement of the capsule fixing part 42 and the capsule 34 toward the bracket fixing part 41, and the rear part of the capsule fixing part 42 and the capsule 34 moves toward the bracket fixing part 41 without being restricted. To do.

  As the vehicle body rear portion of the capsule fixing portion 42 moves toward the bracket fixing portion 41, the breaking portion 43 connected to the vehicle body front portion of the capsule fixing portion 42 starts to break, and the load acts on the upper fixing bracket 35. To break stably. When the breaking portion 43 is completely broken, the capsule fixing portion 42 and the capsule 34 are fixed to the vehicle body by bolts, so that the bracket fixing portion 41 is fixed to the side portion of the bracket via the hook-shaped portion 41a. Since it is locked to 35b, it moves forward along with the upper fixing bracket 35.

  The load at which the breaking portion 43 breaks changes depending on the size of the non-connection region, that is, the connection position of the breaking portion 43 with respect to the capsule fixing portion 42. For example, when it is desired to reduce the breaking load, the connection position of the breaking portion 43 with respect to the capsule fixing portion 42 is shifted toward the front of the vehicle to increase the non-connection region, and when the load is applied, the vehicle body rear portion of the capsule fixing portion 42 is The structure is easy to move to the bracket fixing portion 41 side.

  According to the above embodiment, there exist the effects shown below.

  The hook-like portion 41a of the bracket fixing portion 41 is locked to the end portion 35d of the bracket side portion 35b on the front side of the vehicle body, and the through hole 42a of the capsule fixing portion 42 is fitted into the raised portion 34c of the capsule 34. Since the shock absorbing mechanism 39 can be fixed to the upper fixing bracket 35, the electric power steering apparatus 100 including the shock absorbing mechanism 39 that does not require the skill of the operator can be provided.

  Further, since the shock absorbing member 40 is fitted to the capsule 34 via the capsule fixing portion 42 and is locked to the bracket side portion 35b via the hook-like portion 41a of the bracket fixing portion 41, the upper fixing is performed. Even if vibration or the like associated with transportation or assembly to the vehicle body is applied after being mounted on the bracket 35, the shock absorbing mechanism 39 can be prevented from falling off because it does not come off from the upper fixing bracket 35.

  Moreover, since the shock absorbing member 40 is made of resin and the bracket fixing portion 41, the capsule fixing portion 42, and the fracture portion 43 are integrally formed, the manufacturing cost of the shock absorbing member 40 can be suppressed.

  Further, the breaking portion 43 that determines the breaking load of the shock absorbing mechanism 39 is formed between the bracket fixing portion 41 and the capsule fixing portion 42, and is not directly formed on the upper fixing bracket 35 or the like. The breaking load can be stabilized without being affected by the processing accuracy of the upper fixing bracket 35 and the like.

  In addition, since the shape of the rupture portion 43 that affects the rupture load is visible at the time of manufacture, the presence or absence of product abnormality and the rupture load can be easily determined based on the appearance and dimensions of the rupture portion 43. It is possible to stabilize the quality.

  Further, since the shock absorbing mechanism 39 is provided in the bracket side portion 35b of the upper fixing bracket 35 and is not provided in the bracket central portion 35a, the space above the upper column tube 21 can be effectively used. it can.

  Moreover, since the load at which the breakage portion 43 breaks varies depending on the connection position of the breakage portion 43 with respect to the capsule fixing portion 42, the breakage load can be appropriately set by changing the connection position.

  Next, a modified example of the shock absorbing mechanism 39 will be described. FIG. 7 is a cross-sectional view showing a BB cross section in FIG. 1 of the modified example, and members other than the upper fixing bracket 35 and the impact absorbing mechanism 39 are omitted. 8A and 8B are cross-sectional views taken along the line DD of FIG. In the modification shown in FIG. 7, FIG. 8A and FIG. 8B, the portion corresponding to the capsule 34 and the capsule fixing portion 42 of the above-described embodiment is integrally formed as the capsule portion 44. It is different from the form. The capsule part 44 in the modification corresponds to the capsule part in the claims.

  The shock absorbing mechanism 39 in the modified example includes a bracket fixing portion 41 having a hook-like portion 41a that engages with an end portion 35d on the front side of the vehicle body of the bracket side portion 35b, and a notch portion 35c of the bracket side portion 35b. The capsule portion 44 to be injection-molded and the fracture portion 43 that connects the bracket fixing portion 41 and the capsule portion 44 are formed integrally with resin.

  The capsule portion 44 is injection-molded by sandwiching a portion of the cutout portion 35c of the bracket side portion 35b excluding the opening end on the steering wheel 8 side. For this reason, an engagement groove 44a extending in the front-rear direction of the vehicle body is formed in the capsule portion 44 at a portion corresponding to the notch portion 35c. An insertion hole 44c through which a bolt for fixing the electric power steering device 100 to the vehicle body is inserted is formed in a portion surrounded by the engagement groove 44a of the capsule portion 44. The insertion hole 44c is formed as a long hole in order to adjust the mounting position of the electric power steering apparatus 100. The shape of the insertion hole 44c is not limited to this, and may be a circular hole. Further, a metal collar member may be provided in the insertion hole 44c for reinforcement.

  As shown in FIG. 8A, the bracket fixing portion 41 includes a retaining portion 41c that is locked to a through hole 35f that penetrates the bracket side portion 35b, in addition to the hook-shaped portion 41a that is locked to the bracket side portion 35b. May be provided. Since the hook-shaped portion 41a and the retaining portion 41c are formed by injection molding, the bracket fixing portion 41 is in close contact with the bracket side portion 35b. For this reason, the bracket fixing | fixed part 41 is fixed to the bracket side part 35b reliably. Further, as shown in FIG. 8B, the bracket fixing portion 41 may be formed so that the hook-like portion 41a and the retaining portion 41c are connected. In this case, since a part of the bracket side portion 35b is encased in the bracket fixing portion 41, the bracket fixing portion 41 is more reliably fixed to the bracket side portion 35b. Both the hook-shaped portion 41a and the retaining portion 41c may be provided, or only one of them may be provided. The cross-sectional shape and the number of the through holes 35f and the retaining portions 41c are appropriately set according to the required coupling strength between the bracket fixing portion 41 and the bracket side portion 35b.

  The fracture portion 43 connects the connection surface 41b of the bracket fixing portion 41 and the connection surface 44b of the capsule portion 44 in the same manner as in the above-described embodiment.

  Also in the modified example, as in the above-described embodiment, the breaking portion 43 breaks stably according to the load acting on the upper fixing bracket 35.

  According to the above modification, in addition to the effects of the above-described embodiment, the following effects can be obtained.

  Since the capsule portion 44 fixed to the vehicle and the breaking portion 43 that is broken by an impact are integrally formed with the upper fixing bracket 35, the manufacturing cost is reduced compared to the case where these are manufactured as separate members. be able to.

  Further, the breaking load of the shock absorbing mechanism 39 is mainly determined by the injection molding state of the capsule portion 44 and the breaking portion 43, so that no special adjustment work by the operator is required, and the steering device can be easily assembled.

  Further, since the bracket fixing portion 41 is firmly fixed to the bracket side portion 35b via the hook-shaped portion 41a and the retaining portion 41c, when a load is applied to the upper fixing bracket 35, the bracket fixing portion 41 is It moves reliably together with the fixed bracket 35 to the front of the vehicle body.

  The embodiment of the present invention has been described above. However, the above embodiment is merely one example of application of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  For example, although the electric power steering device 100 has been described in the above embodiment, the present invention can also be applied to a hydraulic power steering device, and the steering device does not assist the steering force applied to the steering wheel 8 by the driver. Can also be applied.

  Furthermore, in the said embodiment, although the impact-absorbing member 40 is a product made from resin, another raw material may be sufficient.

  Furthermore, in the said embodiment, although the fracture | rupture part 43 of the impact-absorbing mechanism 39 is impact-absorbing by fracture | rupturing at the time of a vehicle collision, you may combine another impact-absorbing mechanism.

  For example, serrations are formed on the outer periphery of the lower shaft 12 and the inner periphery of the upper shaft 11, and the lower shaft 12 is formed in a tapered shape so that the outer diameter increases downward in the axial direction. A configuration in which both serrations are plastically or shear-deformed by relative movement between the upper shaft 11 and the upper shaft 11 may be combined.

  Further, for example, the upper column tube 21 side and the lower column tube 22 side are connected by an S-shaped plate, and the S-shaped plate is moved along with the relative movement of the upper column tube 21 and the lower column tube 22 at the time of a vehicle collision. You may combine the structure which absorbs shock by being used.

1 Steering shaft 8 Steering wheel 21 Upper column tube 22 Lower column tube 34 Capsule (capsule part)
35 Upper fixing bracket 35a Bracket center part (bracket connection part)
35b Bracket side portion 35c Notch portion 39 Shock absorbing mechanism 40 Shock absorbing member 41 Bracket fixing portion 41a Hook-shaped portion 42 Capsule fixing portion (capsule portion)
43 Breaking portion 44 Capsule portion 100 Electric power steering device (steering device)

Claims (4)

A steering device comprising an impact absorbing mechanism for absorbing impact energy applied to a steering shaft through a steering wheel,
An upper column tube for rotatably supporting the steering shaft;
A lower column tube fixed to the vehicle body and movable relative to the upper column tube;
An upper fixing bracket coupled to the upper column tube;
With
The upper fixing bracket includes a bracket connecting portion connected to the upper column tube, and a bracket side portion extending laterally from the bracket connecting portion and fixed to the vehicle body via the shock absorbing mechanism. ,
The bracket side portion has a notch cut out on the steering wheel side,
The shock absorbing mechanism includes a bracket fixing portion fixed to the bracket side portion, a capsule portion fixed to the vehicle body and engaged with the notch portion of the bracket side portion, and the bracket fixing portion. have a, a breaking portion and the upper fixed bracket and connecting the capsule part and the capsule part is broken by the relative movement,
The steering apparatus according to claim 1, wherein the bracket fixing portion of the shock absorbing mechanism has a hook-shaped portion that is engaged with an end portion of the side portion of the bracket on the front side of the vehicle body . A steering device comprising an impact absorbing mechanism for absorbing impact energy applied to a steering shaft through a steering wheel,
An upper column tube for rotatably supporting the steering shaft;
A lower column tube fixed to the vehicle body and movable relative to the upper column tube;
An upper fixing bracket coupled to the upper column tube;
With
The upper fixing bracket includes a bracket connecting portion connected to the upper column tube, and a bracket side portion extending laterally from the bracket connecting portion and fixed to the vehicle body via the shock absorbing mechanism. ,
The bracket side portion has a notch cut out on the steering wheel side,
The shock absorbing mechanism includes a bracket fixing portion fixed to the bracket side portion, a capsule portion fixed to the vehicle body and engaged with the notch portion of the bracket side portion, and the bracket fixing portion. A rupture portion that connects the capsule portion and breaks when the upper fixing bracket and the capsule portion move relative to each other;
The capsule part is
A capsule fixed to the vehicle body and engaged with the notch,
A steering device comprising: a capsule fixing portion that is connected to the bracket fixing portion via the fracture portion and fits into the capsule. A steering device comprising an impact absorbing mechanism for absorbing impact energy applied to a steering shaft through a steering wheel,
An upper column tube for rotatably supporting the steering shaft;
A lower column tube fixed to the vehicle body and movable relative to the upper column tube;
An upper fixing bracket coupled to the upper column tube;
With
The upper fixing bracket includes a bracket connecting portion connected to the upper column tube, and a bracket side portion extending laterally from the bracket connecting portion and fixed to the vehicle body via the shock absorbing mechanism. ,
The bracket side portion has a notch cut out on the steering wheel side,
The shock absorbing mechanism includes a bracket fixing portion fixed to the bracket side portion, a capsule portion fixed to the vehicle body and engaged with the notch portion of the bracket side portion, and the bracket fixing portion. A rupture portion that connects the capsule portion and breaks when the upper fixing bracket and the capsule portion move relative to each other;
The impact absorbing mechanism is an integrally formed member in which the bracket fixing portion, the capsule portion, and the fracture portion are integrally formed. The steering device according to claim 3 , wherein the bracket fixing portion further includes a retaining portion that is locked to a through hole that penetrates the bracket side portion.

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