JPH0535905Y2 - - Google Patents

Description

[Detailed explanation of the invention] [Purpose of the invention] <Industrial application field> The present invention distributes the weight of the steering device between the body bracket fixed to the vehicle body and the column bracket fixed to the steering column. The present invention relates to an improved sub-assembly structure for improving the ease of attachment to a vehicle body in a steering tilt device equipped with a spring means for balancing.

<Prior Art> A steering tilt device is well known for changing the position of a steering wheel so as to accurately match the riding posture or physique of a driver. As this type of steering tilt device,
As disclosed in Utility Model Application Publication No. 55-85964,
The fixed part of the steering column to the lower part of the vehicle instrument panel is configured to be movable in the vertical direction, and the entire steering column is tilted around the universal joint that connects the steering shaft and the steering gear box. It is common to have a structure in which the vertical position of .

In addition, a structure that allows the fixed part of the steering column to be vertically displaced with respect to the lower part of the vehicle instrument panel is such that a column bracket fixed to the steering column is sandwiched between body brackets fixed to the vehicle body, and both brackets are The relative vertical position between the two brackets can be adjusted by providing a long hole in the vertical direction in one of the brackets, passing a through bolt through both brackets, and tightening and loosening an operating lever screwed to the end of the through bolt. In other words, a vehicle is known in which the angle between the vehicle body and the steering column is adjusted.

On the other hand, in order to reduce the operating load when adjusting the vertical angle of the steering column by balancing it with the weight of the steering device, a tension coil spring is installed between the above-mentioned two brackets, which allows the steering column to always face upward. In some cases, a structure that biases the

<Problem to be solved by the invention> By the way, in the subassembly state before assembly to the car body, if the tension of this coil spring acts between both brackets, the body bracket will rotate about the through bolt as a fulcrum. However, there is an inconvenience in that it is difficult to align the body bracket when attaching it to the vehicle body. It is also possible to install the coil spring after installing the body bracket to the car body, but
Since the work space is limited, it does not lead to improvement in work efficiency.

The present invention has been devised to improve these inconveniences, and its main purpose is to provide an improved subassembly structure for a steering tilt device that can take the form of a subassembly that improves installation workability. It is about providing.

[Structure of the invention] <Means for solving the problem> According to the invention, the object is to provide a body bracket that is fixed to the vehicle body side, a column bracket that is fixed to the steering column side, and a column bracket that is fixed to the steering column side. A pivot shaft passing through the bracket and a steering column stretched between the body bracket and the steering column to urge the steering column connected to the vehicle body side through the body bracket toward the vehicle body side. A subassembly structure of a steering tilt device having a spring means, wherein a locking piece is provided on the body bracket, and a locking piece is provided on the column bracket so as to be able to come into contact with a lower surface of the locking piece, and these By locking both locking pieces with each other, the mutual positional relationship between the body bracket and the steering column is maintained in a predetermined state against the biasing force of the spring means. This is achieved by providing a subassembly structure for a steering tilt device characterized by:

<Operation> In this way, the mutual positional relationship between the body bracket and the steering column is maintained by the locking means. Therefore, the position of the body bracket can be prevented from changing due to the biasing force of the spring.

<Embodiments> Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

Figures 1 to 3 show a tilt-type steering device constructed based on the present invention, and as shown in Figure 1, a steering shaft 2 is rotatably inserted through the axis of a hollow cylindrical steering column 1. A steering wheel 3 is fixed to the upper end of this steering shaft 2, and a steering gear box (not shown) is connected to the lower end via a universal joint 4.

The steering column 1 includes a tilt mechanism 6 that adjusts the angle with respect to the vehicle dash board 5, and an EAU (impact energy absorption device) 7 that absorbs shock from the steering wheel 3 applied in the axial direction, and constitutes the tilt mechanism 6. It is attached to a mount portion 5a on the lower surface of the vehicle body dash board via a column bracket and a body bracket.

As clearly shown in FIG. 2, the steering shaft 2 consists of a top shaft 2a to which the steering wheel 3 is fixed to the upper end, and a lower shaft 2b to which the universal joint 4 is fixed to the bottom end. 2b
The upper end portions each have an oval cross section and fit into each other. These fitting parts are connected to each other via polyacetal shear pins (not shown), and when a predetermined axial impact load is applied to the steering shaft 2, the shear pins are sheared and the upper shaft 2a is moved to the lower shaft 2b.
The entire length of the steering shaft 2 is reduced.

On the other hand, the steering column 1 consists of an upper tube 1a and a lower tube 1b that are connected via a number of steel balls (not shown) that are press-fitted into the gaps between their fitting parts, and usually maintain a predetermined axial dimension. However, when a predetermined axial load is applied to the steering column 1, the contact portions with the steel balls deform and slide against each other. The upper shaft 2a is supported by the upper tube 1a, and the lower shaft 2b is supported by the lower tube 1b so as not to be displaced in the axial direction.

Hot spots on steering column 1
A column bracket 8 consisting of a pair of plates 8a spaced apart from each other at a predetermined distance in the vehicle width direction and a shaft 8b connecting the inner surfaces of these plates 8a is fixed to the upper outer periphery of 1a. The outer surface of this column bracket 8 is held between a pair of body brackets 9 for fixing the steering column 1 to a mount portion 5a on the lower surface of a vehicle dash board.

The body bracket 9 consists of a pair of left-right symmetrical shapes curved from plate material, and the column bracket 8
The hanging part 9a that holds the
b. As shown in FIG. 3, the horizontal portion 9b is formed with a U-shaped slot 10 that opens toward the steering wheel 3.
Two small holes 11 are bored on each side of this slot 10. A slide plate 12 made of polyacetal is insert-molded through the slot 10 and the small hole 11 so as to sandwich the horizontal portion 9b from both upper and lower surfaces thereof. This results in
The portion through the small hole 11 serves as a shear pin that connects the horizontal portion 9b and the slide plate 12. Further, a spacer boss 13 is protruded from the center of the upper surface of the slide plate 12 so as to leave an appropriate gap between it and the mount portion 5a on the lower surface of the vehicle dash board.

A bolt hole 14 is bored in the center of the connecting shaft 8b of the column bracket 8, passing through both the left and right sides. Furthermore, vertically elongated holes 15 having a partially arcuate shape are formed in both body brackets 9 at positions aligned with the bolt holes 14. And these long holes 1 of both body brackets 9
5 and the clamp bolt 16 is inserted coaxially into the bolt hole 14 of the connecting shaft 8b, and the clamp bolt 1 protrudes from the hanging portion 9a of one body bracket 9.
The column bracket 8 and the body bracket 9 can be fastened to each other by screwing and tightening the threaded portion 18 of the operating lever 17 onto the end of the column bracket 6.

The EAU 7 is provided on the upper surface side of the uppipe tube 1a of the steering column 1. This EAU 7 includes a hollow box-shaped casing 19 with both front and rear (left and right in the figure) open end faces, and an energy absorber 20 housed within the casing 19.
It is made up of. The energy absorber 20 is a third
As shown in the figure, a single wire with both ends curved in a U-shape is folded back at the center, and each curved portion 21
The tips of a and 21b are free ends, and the casing 1
Its shape is defined by the inner surface of the side wall 9. Both of these curved parts 21a and 21b are inserted into the casing 19 while being covered with a rubber cover 22, so that the casing 19
and the energy absorber 20 can be relatively displaced along the axial direction of the steering column 1 without metal contact. Further, the central portion 23 folded back into a loop shape passes through a boss 25 that projects from an island 24 formed on the upper surface of the uppipe tube. A rubber spacer 26 is fixed to this boss 25, and a nut 2 is attached to the upper end of the spacer 26.
7 is screwed on, thereby preventing the central portion 23 of the energy absorber 20 from slipping out upward from the boss 25.

A pair of stopper pins 28 are provided in the casing 19 so that the free ends of the curved portions 21a and 21b come into contact with each other when the energy absorber 20 and the casing 19 are relatively displaced in the extension direction. These left and right stopper pins 28 are arranged in parallel at substantially the same position in the axial direction. On the other hand, both curved portions 2 in the energy absorber 20
Regarding the axial positions of 1a and 21b, the one 21a located on the right side when viewed from the steering wheel side protrudes more toward the steering wheel side, and accordingly, each free end of both curved portions 21a and 21b and the stopper pin 28 The distance between the right side and the right side 21a is also wider.

At the end of the casing 19 of the EAU 7 on the steering wheel side, projecting parts 29 are formed in both left and right directions along the horizontal part 9b of the body bracket 9. An engagement hole 30 is formed in the center of both of the projecting portions 29, through which a spacer boss 13 protruding from the slide plate 12 of the body bracket 9 is loosely inserted. In addition, hooks 31 are protruded from both the left and right ends of the casing 19 on the side of the universal joint, and a spring receiver 32 is fixed to the lower surface of the attachment tube 1a.
The EAU 7 is always elastically biased downward by the tension coil spring 33 stretched between the EAU 7 and the tension coil spring 33 .

In the tilt type steering device configured in this way, a fixing bolt 35 is inserted into a bolt hole 34 drilled through the spacer boss 13 in the center of the slide plate 12, and the fixing bolt 35 is inserted into the mounting portion of the vehicle dash board. 5a, it is fixed to the vehicle body via the attachment tube 1a of the steering column 1. The lower tube 1b is fixed to the vehicle body via a jacket tube bracket (not shown).

Next, the operation of the above embodiment will be explained.

As described above, the body bracket 9 is fixed to the mount portion 5a of the vehicle body with the fixing bolt 35 inserted through the horizontal portion 9b, and the body bracket 9 and the column bracket 8 are connected via the clamp bolt 16. Therefore, the coupling force of the column bracket 8 to the body bracket 9 is determined exclusively by the tightening torque of the clamp bolt 16.
This tightening torque is determined by tightening or loosening the operating lever 17. That is, when the operating lever 17 is rotated in the loosening direction, the steering column 1 can be tilted vertically within the range of the elongated hole 15 in the body bracket 9, thereby changing the vertical position of the steering wheel 3. It will be done.

Then, by rotating the operating lever 17 in the tightening direction at an appropriate position, the position of the steering column 1 is fixed. A tension coil spring 36 is provided between the operating lever 17 and the column bracket 8 to constantly bias the operating lever 17 to rotate in the tightening direction, so as to improve the operability of the operating lever 17. is being used. At the same time, a protruding piece 37 that abuts the upper surface of the operating lever 17 is provided to protrude from the plate 8a of the column bracket 8 to prevent the operating lever 17 from rotating more than necessary. Moreover, between the horizontal part 9a of the body bracket 9 and the lower part of the column bracket 8,
Balance spring 3 that balances the weight of the steering device
7 is stretched to prevent the steering column 1 from falling suddenly when the operating lever 17 is loosened.

Incidentally, the upper shaft 2a and the lower shaft 2b are connected via a shear pin, and the horizontal portion 9a of the body bracket 9 and the mount portion 5a of the vehicle body are connected via the shear pin portion of the slide plate 12 and the fixing bolt 35. Therefore, under the normal operating load, the relative movement of the upper tube 1a and the lower tube 1b in the axial direction is defined, and at the same time, the position of the body bracket 9 with respect to the vehicle body mount portion 5a is also defined. Therefore, the rotational force applied to the steering wheel 3 is transmitted to the steering gear box via the steering shaft 2 and the universal joint 4.

When a driver collides with the steering wheel 3 due to a vehicle collision or the like, the shear pin between the upper shaft 2a and the lower shaft 2b is cut due to the impact load at this time, and both shafts 2a and 2b are relatively displaced in the direction of contraction. At the same time, this impact load is also transmitted to the body bracket 9 via the column bracket 8 fixed to the attachment tube 1a, and also cuts the shear pin portion of the slide plate 12. In this part, since the fixing bolt 35 is inserted into the slot 10 of the horizontal part 9b of the body bracket 9, only the horizontal part 9b falls off from the fixing bolt 35 forward. Thereby, the attachment tube 1a can also be moved forward.

During this time, a portion of the impact energy is absorbed by the cutting of each shear pin.

When the upper tube 1a starts to move forward, the steel balls between the upper tube 1a and the lower tube 1b deform and displace the fitting surfaces relative to each other, and a part of the impact energy is further absorbed by this deformation. On the other hand, since the fixing bolt 35 remains on the vehicle body mount part 5a, when the attachment tube 1a moves forward, the energy absorber 20 connected to the attachment tube 1a and the casing 19 connected to the fixation bolt 35 are separated. will undergo a relative displacement. As a result, the free end of the left curved portion 21b first hits the corresponding stopper pin 28. Then, the axial movement of the free end of the curved portion is restricted, so that the central portion 2
3, the curved portion 21b deforms while being continuously shifted one after another, and the impact energy is further absorbed. Next, when the free end of the right side curved portion 21a comes into contact with the corresponding stopper pin 28, this side 21a
is deformed in the same way, and the impact energy is absorbed.

In this way, as the upper tube 1a moves forward, the steel ball, the left curved portion 21b, and the sea pin between the upper tube 1a and the lower tube 1b.
The right curved portion 21a is activated in this order, and the resistance force thereof increases sequentially in accordance with the amount of axial displacement of the steering column 1. Therefore, depending on the magnitude and duration of the impact load when the driver collides with the steering wheel 3, a buffering effect works more accurately, and the reaction force applied to the occupant can be suppressed to a minimum.

Since the EAU 7 of the above type can be designed separately from the steering column 1, extremely high versatility can be obtained. However, on the other hand, since it is necessary to connect one end to the steering column 1 and the other end to the car body dart board 5, one point is that it must be made to follow the tilting of the steering column 1 when attached to a tilt type steering device. It was becoming an obstacle. Therefore, in this embodiment,
Both connecting ends of the EAU 7 are provided with play in the vertical direction, as shown by dimensions A and B in Figure 2. By doing so, it is possible to prevent the EAU 7 from interfering with the tilting operation of the steering column 1.

Furthermore, the distance between the horizontal part 9a of the body bracket 9 and the lower surface of the vehicle body mount part 5a is emphasized and shown widely in FIG. It is preferable to be as narrow as possible in order to increase the rigidity of the So the second
As shown at angle C in the figure, the overhanging portion 29 of the casing 19 is bent so that the steering wheel side is directed somewhat downward. By doing this, as shown by comparison in FIGS. 4 and 5, the tilting angle from the position approximately parallel to the steering column 1 is the same gap (dimension D).
If the angle is within the range, a larger angle (1<2) of displacement is possible.

In addition, play in the connecting parts (A and B in Figure 2)
In order to prevent the EAU 7 from vibrating due to the size), a tension coil spring 33 is stretched between the casing 19 and the attachment tube 1a.

On the other hand, in such a tilt-type steering device, the operating lever 17 tends to be located close to the driver's knees, but when the driver moves left or right in the event of a side collision, etc., the operating lever 17
There is a risk that your knee will hit the ground. This operating lever 17
has relatively high rigidity, and therefore the reaction force on the knee in the event of a collision is large, and is thought to cause relatively large damage. Therefore, in this embodiment, as shown in FIGS. 6 to 8, a bulge 41 that can be deformed when the knee bumps is provided on the lower side of the pivot, which has particularly high rigidity. .

The impact absorbing surface of this bulge 41 is provided with an opening 42 of an appropriate area, and a crease 43 is formed by pressing. In this way, the deformation strength and directionality are adjusted, and the impact absorption properties are stabilized. Further, the bulging portion 41 forms a hollow portion 45 by joining a main portion 41a made of a relatively thick plate and a subordinate portion 41b serving as an impact dispersion member made of a thin plate. By doing this, the subordinate part 4
1b serves as a cover that smoothly covers the shock absorbing surface side of the operating lever 17, and the slave portion 41b
The main part 41a and the main part 41a deform sequentially to absorb the impact in stages, thereby alleviating the reaction force caused by the collision from being suddenly applied to the knee part.

Although the edge 44 of the subordinate part 41b is bent toward the main part 41a, this bending angle is an obtuse angle as shown in FIG. 41a, this edge 44
Regularity is given to the direction of deformation. By stretching this bent portion 46, a portion of the impact load is absorbed. Further, the shock absorption characteristics can be adjusted not only by the bent portion 46, but also by interposing a compressible resin material or the like between the main portion 41a and the subordinate portion 41b.

Now, in the above-mentioned tilt type steering device, a spring means is usually provided in order to balance the weight of the steering device applied downward during an adjustment operation. However, in order to simplify parts management and reduce assembly man-hours, it is preferable to promote subassembly within a range where the handling weight does not exceed a certain limit. However, in the above structure, the tension of the balance spring 37 causes the body bracket 9 to rotate about the clamp bolt 16, resulting in a large deviation between the angle of the horizontal portion 9b and the angle of the mount portion 5a. Sometimes it happens. Therefore, in the present invention, a locking piece 51, which locks each other, is provided between the column bracket 8 and the body bracket 9.
52 are provided in a protruding manner, thereby preventing rotation of the body bracket 9 due to spring tension.

The structure to prevent this rotation is as follows:
A locking piece 53 is attached to the front end of the casing 19 of EAU7.
is provided, and this and the horizontal part 9b of the body bracket 9
The space between the island 24 provided in the uppipe tube 1a and the horizontal portion 9b of the body bracket 9 may be stretched by the projecting portion 29 engaged with the spacer boss 13 projecting from the top tube 1a. In addition, in this case, from the spacer boss 13 upward
To prevent EAU7 from coming off,
It is even better if the locking pawl 54 is provided so that the body bracket 9 and the horizontal portion 9a of the body bracket 9 lock with each other.

[Effects of the invention] As described above, according to the invention, it is possible to promote the subassembly of the tilt device, and the EAU
Since the device can also be made into subassemblies, it becomes possible to simplify the manufacturing process and parts management, which is highly effective in reducing manufacturing costs.

[Brief explanation of the drawing]

FIG. 1 is a schematic overall side view of a tilt type steering device constructed based on the present invention. FIG. 2 is an enlarged side view with a portion cut away, and FIG. 3 is an enlarged plan view. FIG. 4 is a schematic diagram showing the displacement of the connecting portion of the EAU with the vehicle body without any countermeasures taken, and FIG. 5 is a schematic diagram similar to FIG. 4 but with the countermeasures taken. FIG. 6 is a partially enlarged view of the tilt operating lever, FIG. 7 is a view taken in the direction of arrows in FIG. 6, and FIG. 8 is a partial sectional view taken along the - line. 1... Steering column, 1a... Atsupati tube, 1b... Lower tube, 2... Steering shaft, 2a... Atsupashi shaft, 2b...
...lower shaft, 3...steering wheel,
4...Universal joint, 5...Car body dart board, 5
a...Mount section, 6...Tilt mechanism, 7...
EAU, 8...Column bracket, 8a...Plate material,
8b...Connection shaft, 9...Body bracket, 9a
...Drooping part, 9b...Horizontal part, 10...Slot, 11...Small hole, 12...Slide plate,
13... Spacer boss, 14... Bolt hole, 15
... Long hole, 16 ... Clamp bolt, 17 ... Operation lever, 18 ... Threaded part, 19 ... Casing, 20 ... Energy absorber, 21a, 21b ...
...Curved part, 22...Cover, 23...Central part, 2
4...Island, 25...Boss, 26...Spacer, 27...Natsuto, 28...Stoppin,
29... Overhanging portion, 30... Engaging hole, 31... Hook, 32... Spring receiver, 33... Tension coil spring, 34... Bolt hole, 35... Fixing bolt,
36...Tension coil spring, 37...Balance spring, 41...Bulging part, 41a...Main part, 41b...
...Subordinate part, 42...Opening, 43...Fold, 44...
...Edge, 45...Hollow part, 46...Bent part, 51
~53... Locking piece, 54... Locking claw.

Claims (1)

[Claims for Utility Model Registration] A body bracket 9 fixed to the vehicle body side, a column bracket 8 fixed to the steering column 1 side, a shaft 8b for pivotally connecting these brackets to each other, and and a spring means 37 stretched between the body bracket and the steering column to urge the steering column connected to the vehicle body side toward the vehicle body side. In this structure, a locking piece 51 is provided on the body bracket, and a locking piece 52 is provided on the column bracket so as to be able to come into contact with the lower surface of the locking piece, and both of these locking pieces lock with each other. A sub for a steering tilt device, characterized in that the body bracket and the steering column are held in a predetermined position in a predetermined position against the biasing force of the spring means by fitting the body bracket and the steering column. Assembly structure.