JPH10100911A - Steering structure for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it possible to stably absorb impact in a steering structure for vehicles, in which an opening is formed forward between the right and left parts of a column bracket to which a steering column is mounted, and the right and left parts of the column bracket are mounted to the vehicle side through flexible stays as impact absorbing mechanisms. SOLUTION: The front end parts of the right and left flange parts 19c of a column bracket 19 are connected to each other by a connecting member 31 to prevent the front end parts of the column bracket 19 from being opened when a vehicle collides secondarily, and to prevent the column bracket 19 from becoming impossible to move forward due to the opening of its front end parts. Thus, stable, impact absorption by flexible stays 21 becomes possible.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle steering structure.

[0002]

2. Description of the Related Art In a steering structure of a vehicle, as disclosed in Japanese Patent Application Laid-Open No. 6-255496, a steering column (generally, an outer tube) which can be displaced forward by a predetermined external force or more. And an inner tube fitted to the outer tube, which can be shortened), is attached to the vehicle body using a column support member. The column support member has a groove formed between the left and right portions for storing the steering column. In a state where the steering column is stored in the groove, the left and right ends of the column support member are connected via an impact energy absorbing mechanism. Each is mounted on the vehicle body.

Thus, even if a secondary collision occurs in which the occupant collides with a steering wheel (generally, a steering wheel) disposed at the rear end of the steering column due to the collision inertia force, the impact energy at that time is reduced. As the steering column is displaced (shortened), it is absorbed by the impact energy absorbing mechanism, thereby protecting the occupant.

[0004]

However, the present inventor has
The following problems were found. That is, in the steering structure of the vehicle, the two impact energy absorbing mechanisms work to suppress the movement of the column supporting member, and the impact energy absorbing mechanisms move inward in the direction in which the two impact energy absorbing mechanisms are arranged. , A groove is disposed at a fixed distance from the, due to the secondary collision, the groove moves forward with respect to each impact energy absorbing mechanism with the forward movement of the steering column, The movement power is
As a component force, a force is generated that pushes the two groove walls apart from each other, and the two groove walls expand in the direction away from each other as they move forward. In particular, the upper ends of both the groove walls function as free ends with respect to the groove bottom, and the above-described tendency becomes stronger. For this reason, the so-called opening of the both groove walls interferes with the arrangement elements around the steering column and the column support member, and suppresses the forward movement of the steering column, and reduces the impact energy absorption mechanism. Absorption may be difficult.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a column support member for mounting a steering column, wherein an opening is formed forward between left and right portions thereof, and the left and right portions of the column support member are formed. Is to enable stable shock absorption in a vehicle steering structure attached to the vehicle body via an impact energy absorbing mechanism.

In order to achieve the above object, according to the present invention, a column supporting member is attached to a steering column which is displaced forward by a predetermined external force or more. An opening is formed forward and left between the left and right portions of the column support member, and the left and right portions of the column support member are attached to the vehicle body via an impact energy absorbing mechanism. The left and right portions of the support member are connected via a connection member.

Preferred embodiments based on the above configuration are as described in Claims 2 and 3 in the claims.

[0008]

According to the first aspect of the present invention, the left and right portions at the front end of the column support member tend to open as the steering column moves forward due to the secondary collision. The member regulates the opening of the member, preventing interference with the components disposed around the steering column, and ensuring the forward movement of the steering column. Therefore, stable shock absorption can be achieved.

In the case where the groove is formed between the left and right portions of the column support member,
As described in claim 3, even when the steering column swings based on the steering tilt mechanism in the groove, the opening at the end of the groove forms an opening facing forward. Terms 2, 3
In any case of the present invention, as in the first aspect, the opening of the two groove walls can be prevented by the connecting member, and stable shock absorption can be secured.

According to the fourth aspect of the present invention, when the inner tube is fitted (for example, caulked) to the outer tube so as to be displaced based on a predetermined or more forward external force to constitute a steering column, In order to secure the working space, a notch may be formed at the front end of the column support member, and an opening facing forward may be formed based on the notch. The member prevents opening of the left and right portions that define the notch, and secures stable shock absorption.

According to the fifth aspect of the present invention, since the connecting member is disposed on the side opposite to the column supporting member with respect to the steering column, an impact force is applied to the connecting member via the steering column. Even if it acts, the acting force can be used as a force for bringing the left and right portions of the column support member closer to each other as the inner portion in the extending direction of the connection member moves away from the column support member, and the connection member can be used more effectively. Therefore, opening of the front end of the column support member can be prevented. In particular, in the invention of claim 6, since the column supporting member is disposed below the steering column and the connecting member is disposed above the steering column, a forward impact force accompanying the secondary collision is reduced. The steering column is inclined so as to extend upward toward the rear of the vehicle body, so that it is applied to the connecting member as an upward force (component force), and a realistic impact force is used accurately and effectively. Thus, opening of the front end of the column support member can be prevented.

According to the seventh aspect of the present invention, the disposition relationship between the column supporting member and the connecting member is opposite to each other between the connecting portions of the column supporting member and the connecting member and between the connecting portions. Therefore, when a force is applied to the connecting member by the steering column in a direction away from the column supporting member, the force is applied to both connecting portions of the column supporting member and the connecting member. It can be used as a force for strengthening the connection with each other (a force for preventing the connection portion from peeling).

According to the eighth aspect of the present invention, since the connecting member is connected to the left and right portions of the column support member at the foremost ends of the left and right portions, the portions where the opening is the largest are That is, the portions where the moment arm lengths are the longest are connected by the connecting member, so that opening of the front end portion of the column supporting member can be prevented with a minimum opening restricting force. For this reason, the connecting member can be effectively used as the opening restriction member.

According to the ninth aspect of the present invention, since the length of the connecting member in the extending direction is set to be the shortest, the tensile strength in the extending direction of the connecting member can be quickly and effectively reduced. It can be used for restricting the opening of the member.

According to the tenth aspect, the connecting member has
Since the harness mounting member is integrally provided near the steering tilt mechanism, not only can the harness mounting member be provided using the connecting member, but also the harness mounting member can be provided. Is arranged close to the steering tilt mechanism, even if the harness is extended rearward of the steering tilt mechanism, it is possible to prevent bending as much as possible.

According to the eleventh aspect of the present invention, since the connecting member is disposed forward of the steering tilt mechanism, the connecting member is disposed at a position where the swing amount of the steering column based on the steering tilt mechanism is small. Therefore, the degree of freedom of the connecting member itself (shape, length in the extending direction, etc.) can be increased.

According to the twelfth aspect of the present invention, when a secondary collision occurs, the steering column easily swings to the uppermost tilt position based on the inclined arrangement of the steering column. Since the length of the connecting member in the extending direction is set to the shortest length, the maximum amount of tilt of the steering column is ensured, and interference between the steering column and the connecting member is avoided, while the front end of the column supporting member is prevented. The opening of the part can be effectively prevented.

According to the thirteenth aspect of the present invention, even when the column supporting member has a groove, and the steering column is housed in the groove and fixed at the column fixing portion, the column supporting member moves forward of the column supporting member. With the movement of the column support member, there is a tendency for the front end of the column support member to open, but the opening is restricted by the connecting member connecting the left and right mounting portions on the front side of the vehicle body from the column fixing portion. Become. Therefore, the forward movement of the steering column is ensured, and stable shock absorption can be achieved.

According to the fourteenth aspect, the opening itself of the front end of the column support member accompanying the forward movement of the steering column and the column support member can be reduced as much as possible.

According to the fifteenth aspect of the present invention, even if the steering column is fixed at the column fixing portion to the column supporting member having the notch at the front end, the column supporting member can be moved forward. As a result, an opening is generated at the front end of the column support member, and the opening is regulated by a connecting member that is connected to the left and right mounting portions so as to straddle the notch. Therefore, also in this case, the forward movement of the steering column is ensured, and stable shock absorption can be achieved.

Embodiments of the present invention will be described below with reference to the drawings. In FIG. 1, reference numeral 1 denotes a steering shaft (inner shaft), and the steering shaft 1 is arranged so as to be inclined gradually downward as it moves forward (to the left in FIG. 1). The rear end (the right end in FIG. 1) of the steering shaft 1 is located on the vehicle compartment A side, and the steering handle 2
Is installed. A front end (the left end in FIG. 1) of the steering shaft 1 is connected to the intermediate shaft 3 via a universal joint 4 at a rear end thereof, and the front end of the intermediate shaft 3 is connected to an engine room. B is connected via a universal joint 6 to a steering gear box (not shown) disposed in B. This gearbox is provided with a transmission (not shown) disposed in the engine room B.
The transmission is formed with a power plant together with an engine and a clutch (or a torque converter) (not shown). The transmission is mounted on the vehicle body frame so as to be displaced rearward and downward in a frontal collision. I have. In addition, in FIG. 1, 7 is a tow which separates the cabin A and the engine room B.
It is a board.

As shown in FIG. 3, the steering shaft 1 is divided into a front shaft portion 1a and a rear shaft portion 1b, and the front shaft portion 1a is fitted into the rear shaft portion 1b. . In FIG. 3, reference numeral 8 denotes a sleeve as a component provided at the front end of the rear shaft portion 1b to form a fitting hole for fitting the front shaft portion 1a. The front shaft portion 1a and the rear shaft portion 1b
(Sleeving) means a resin pin (in the present embodiment,
The steering shaft 1 formed by the front shaft portion 1a and the rear shaft portion 1b is compressed when a large external force greater than a predetermined value is applied. It can be long.

The steering shaft 1 is rotatably held in a steering column (outer shaft) 10. The steering column 10 is divided into two parts, a front column (inner tube) 10a and a rear column (outer tube) 10b. The front column 10a is fitted into the rear column 10b. I have. In the present embodiment, the front column portion 10a and the rear column portion 10b are held by caulking at two places.
When an external force greater than a predetermined value is applied to the steering column 10, the steering column 10 contracts. In FIG. 3, arrows indicate swaging points.

As shown in FIGS. 3 and 5, the steering shaft 1 is held on the steering column 10 by a rear shaft portion 1b of the steering shaft 1 via a ball bearing 11 at the rear end of the steering column 10. The front shaft portion 1a of the steering shaft 1 is held at the front end of the steering column 10 via a roller bearing 12. This is because, when the rear end of the steering shaft 1 is held at the rear end of the steering column 10 via the ball bearing 11, the holding state becomes steady without rattling. This is because it is necessary to hold the roller bearing 12 with some margin in order to allow the steering column 10 to be smoothly held against the front end of the steering column 10.

Specifically, in assembling, first, the bearing 1 at the rear end of the steering shaft 1 is used.
3 (the inner diameter of the ball bearing is restricted by being reduced in diameter as compared with the other parts,
In FIG. 1, the ball bearing 11 is mounted on the steering shaft 1 and a stopper 14 is provided at the rear end of the steering shaft 1 so as to restrict its movement outward in the axial direction.
And a steering column 1
A roller bearing 12 is mounted on the inner periphery of the front end of the steering column 10 so that the roller bearing 12 is prevented from coming off by bending the peripheral edge of the front end of the steering column 10. Then, the steering shaft 1 is inserted from the rear end side of the steering column 10, and the front end of the steering shaft 1 is held by the roller bearing 12, while the ball bearing 11 of the steering shaft 1 is connected to the rear end side of the steering column 10. The ball bearing 11 is fitted to the inner periphery and the peripheral edge of the rear end of the steering column 10 is bent to prevent the ball bearing 11 from coming off the rear end of the steering column 10. At this time, the rear end of the steering shaft 1 is firmly held by the ball bearing 11 at the rear end of the steering column 10 without rattling, and the state of the front end of the steering shaft 1 is changed to the rear end of the steering column 10. Will be determined by the holding state of the rear end of the steering shaft 1
Even if the state of the front end of the roller is deviated from the desired normal state, the roller bearing 12 will absorb the state.
Thus, the rear shaft portion 1b of the steering shaft 1 is held so as not to be displaced in the axial direction relative to the steering column 10, and the front shaft portion 1a is displaceable in the axial direction relative to the steering column 10. Will be retained.

As shown in FIG. 1, the steering column 10 is held by a vehicle body 15 via first and second vehicle body side brackets 16 and 17. The first vehicle body-side bracket 16 has its upper side fixed to the vehicle body 15, while its lower side is swingably held by the front column portion 10 a of the steering column 10. In FIG. 1, Y is a swing axis extending in the left-right direction, and this swing axis Y serves as a swing fulcrum in a tilt mechanism described later.

The second vehicle body side bracket 17 is fixed to a steering support member 18 as a strength member extending in the lateral direction of the vehicle body. This second vehicle body side bracket 17
The first vehicle body-side bracket 16 is attached to the front end of the vehicle body, and the rear end of the second vehicle body-side bracket 17 holds a column bracket 19 as a column support member. Is held.

The column bracket 19 is formed, for example, by bending an iron plate to form the steering column 10.
Each of a pair of left and right vertical wall portions 19a (groove walls) formed so as to sandwich the (rear column portion 10b), a bottom wall portion 19b connecting lower end portions of the vertical wall portions 19a, and a vertical wall portion 19a. A pair of left and right flange portions 19c as left and right portions extending in a direction away from each other from the upper end. In the column bracket 19, a pair of left and right vertical wall portions 19a and a bottom wall portion 19b form a groove between a pair of left and right flange portions 19c, and an opening facing forward at the end of the groove portion.

As shown in FIG. 2, a notch 20 is formed in each of the right and left flange portions 19c. Each notch 20 is formed in a wedge shape from the rear end to the front at the rear end of the flange portion 19c.

As shown in FIGS. 1 to 4, a flexible stay 21 as an impact energy absorbing mechanism is interposed between the left and right flange portions 19c and the second vehicle body side bracket 17, respectively. . The flexible stay 21 is formed by bending a band plate having a predetermined width into a substantially U-shape. One end of the flexible stay 21 is fixed to the lower surface of the flange portion 19c in front of the notch 20, and the other end is provided. The portion extends below the notch 20. The other end of the flexible stay 21 is provided with a thick holding portion 22. This holding part 22
It is slidably held only rearward with respect to the peripheral edge of the notch 20 at the rear end of the flange portion 19c, and a bolt is inserted into the holding portion 22 and the other end of the flexible stay 21 so as to face the notch 20. A hole 23 is formed,
A mounting bolt 24 (see FIG. 1) is inserted through the bolt insertion hole 23, and the holding portion 2 is
2 is fixed to the second vehicle body side bracket 17. Further, between the holding portion 22 and the peripheral portion of the notch 20 of the flange portion 19c, fastening with the resin pin 25 is performed (see FIG. 2). The resin pin 25 is designed to be broken when it receives an external force greater than a predetermined value in the axial direction of the steering shaft 1. 19) is to move forward from the holding portion 22 based on the wedge-shaped notch 20.

4 is provided between the pair of left and right vertical wall portions 19a.
, An intermediate bracket 26 is provided.
The intermediate bracket 26 is formed by, for example, bending an iron plate, and the intermediate bracket 26 is welded to a lower portion of the rear column portion 10b. A bolt 27 penetrates through the intermediate bracket 26, and a long hole 45 (FIG. 3) through which the bolt 27 penetrates is formed in the vertical wall portion 19a.
(See middle and imaginary lines). This long hole 45 is
It extends in the up-down direction and is formed in an arc shape around the swing fulcrum Y. A lock nut 29 is screwed into one end of a bolt 27 protruding to the outside of the vertical wall portion 19a via a friction element 28. An operation arm 30 that is manually operated by a driver is attached to the lock nut 29. It is integrated.

By operating the operating arm 30 to loosen the lock nut 29, the steering column 10, that is, the steering shaft 1 is swung (tilted) around the swing fulcrum Y in the range of the elongated hole. In the desired swing position (tilt), the operation arm 3
The steering column 10, that is, the steering shaft 1 is locked at the desired swinging position by operating the lock nut 29 by operating “0”.
In the axial direction of the steering column 10,
Since the bolt 27 is restricted by the inner wall of the elongated hole 45, the steering column 10 moves forward integrally with the column bracket 19, the intermediate bracket 26, and the like.

Both front end portions of the left and right flange portions 19c are
As shown in FIGS. 1 to 4, they are connected via a connecting member 31. Each flange portion 19c has a winding portion 19d which extends to the vertical wall portion 19a at the front end portion while winding the flexible stay 21 therein, and the leading end portion of which is welded to the vertical wall portion 19a. From the winding part 19d,
The protruding plate portion 32 protrudes forward with its plate surface facing up and down.

The connecting member 31 is disposed so as to cross the upper side of the steering column 10 (rear column portion 10b) with a band-shaped member. Both ends of the connecting member 31 are also brought into contact with the lower surface of each protruding plate portion 32, and each end of the connecting member 31 and each protruding plate portion 32 are connected as a connecting portion in this state. (Such as welding). This connecting member 31 has a shortest distance that does not interfere with the steering column 10 when the steering column 10 is tilted to the uppermost position (FIG.
FIG. 4 shows a state in which the steering column 10 is at the uppermost position of the tilt, and therefore, from the connecting portion formed by each end of the connecting member 31 and each projecting plate portion 32 to the upper side of the steering column. Thus, it is linearly extended.

FIGS. 1, 3, and 4 show the connecting member 31.
As shown in the figure, a harness mounting portion 33 is provided integrally. The harness mounting portion 33 is closer to the lock nut 29 and the like from the front side than the lock nut 29 and the like (steering tilt mechanism). The harness extending rearward is also held directly or indirectly.

The intermediate shaft 3 is divided into two parts in the axial direction of a front shaft 3a and a rear shaft 3b. The two shafts 3a and 3b are connected by selection, spline, etc. (Not shown) so as to prevent relative displacement in the axial direction. Among them, the front shaft 3a is configured to be broken when it receives an external force of a predetermined value or more in the axial direction. That is, as shown in FIG. 6, the front shaft 3a holds the split sleeves 34a, 34b on the outer periphery thereof at the wedge-shaped intervals by the breaking pins 35, 36, 37, respectively. When an external force greater than a predetermined value acts on the front shaft 3a, first, the breaking pin 35 breaks,
Only the members having the closest relationship between the bushings 34a and 34b contact each other, and a bending force acts on the front shaft 3a around the contact point. And after this, the breaking pins 36 and 37 also break,
The thin portion 3 of the front shaft 3a
8 moves, and its thin portion 38 is broken.

When the front shaft portion 3a breaks as described above,
Since the support is lost, the front shaft portion 1a of the steering shaft 1 tends to protrude from the front column portion 10a, but the front shaft portion 1a has a portion near the roller bearing 12 as shown in FIGS. , A ring-shaped stopper 39 is provided so that even if the front shaft portion 3a is broken, the stopper 39 abuts on the roller bearing 12 to prevent the front shaft portion 1a from projecting from the front column portion 10a. Is supposed to be.

In such a steering structure,
When a secondary collision occurs and an external force equal to or more than a predetermined value acts forward from the steering handle 2 side, the steering shaft 1 and the steering column 10 contract, and accordingly, the flange portion 19c of the column bracket 19 and the holding portion 22 is broken and the holding resin 2 is broken.
2 is a second vehicle body side bracket 17
The column bracket 19 (flange portion 19c) moves forward while remaining on the (vehicle body side). As a result, the flexible stay 21 is pushed open in its substantially U-shaped shape, and the deformation of the flexible stay 21 absorbs impact energy.

In this case, as the steering column 10 moves forward, the left and right vertical wall portions 1 of the column bracket 19 are moved.
Although the front end of 9a tries to open the mouth as shown by the phantom line in FIG. 2, the connection member 31 regulates the opening, and interference with the arrangement elements around the steering column 10 is prevented. This prevents the column bracket 19 from moving forward. For this reason, the flexible stay
21 is appropriately deformed, and stable shock absorption can be enabled.

FIG. 7 shows another embodiment. In this embodiment, the same components as those in the above embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

This embodiment shows a modification of the column bracket 19. That is, when the front column portion 10a and the rear column portion 10b are swaged in the fitted state when the steering column 10 is configured, it is necessary to secure a working space therefor. For this reason, in this embodiment, a notch 40 is formed at the front end of the column bracket 19, and an opening facing forward is formed based on the notch 40. In order to prevent opening and secure stable shock absorption, connecting members 31 are attached to both flange portions 19c.
Are connected. Note that the bolt insertion holes are omitted from the column bracket 19 in FIG.

In this case, after the front column portion 10a and the rear column portion 10b are crimped in a fitted state, the column bracket 19 is attached (welded, etc.) to the rear column portion 10b as described above. It is conceivable that a special column bracket 19 need not be used. However, the rear column part 1
0b is provided with a key cylinder and a steering lock
If the column bracket 19 is not correctly attached to these positions, there is a problem in that the column bracket 19 cannot be assembled properly to the vehicle.
And caulking the rear column portion 10b in a fitted state.
If it is performed in the process before the column bracket 19, the weight,
Accurate positioning work becomes difficult in terms of size. For this reason, the mounting process of the column bracket 19, which does not matter in weight, is performed as a preprocess, and then the process of caulking the front column portion 10a and the rear column portion 10b in a fitted state is performed. .

[Brief description of the drawings]

FIG. 1 is a side view showing an embodiment of the present invention.

FIG. 2 is a plan view of FIG. 2;

FIG. 3 is a front view of FIG. 2;

FIG. 4 is an enlarged sectional view taken along line AA of FIG. 3;

FIG. 5 is a partially enlarged sectional view showing the inside of a steering column.

FIG. 6 is a diagram showing a front shaft of the intermediate shaft.

FIG. 7 is a perspective view showing another embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Steering column 10a Front column part 10b Rear column part 19 Column bracket 19c Flange part 21 Flexible stay 31 Connecting member 32 Projection plate part 33 Harness mounting part

Claims (15)

[Claims] 1. A column support member is attached to a steering column which is displaced forward by a predetermined external force or more forward, and the column support member is provided between the left and right portions of the column support member centered on the steering column. In the steering structure of a vehicle in which an opening is formed toward the vehicle and the left and right portions of the column support member are attached to the vehicle body via an impact energy absorbing mechanism, the left and right portions of the column support member are connected via a connection member A steering structure for a vehicle. 2. The column support member according to claim 1, wherein the column support member has a groove extending in a direction in which the steering column extends between left and right portions of the column support member, and an opening of the column support member has a groove end of the groove. A steering structure for a vehicle, comprising: 3. The steering structure according to claim 2, wherein the steering column is swingable in a groove of the column support member based on a steering tilt mechanism. 4. The steering system according to claim 1, wherein the steering column includes an outer tube and an inner tube fitted to the outer tube so as to be shortened on the basis of the external force that is greater than or equal to the predetermined value. The column support member has an opening not only in the front but also in the vertical direction between the left and right portions of the column support member, and the fitting portion of the steering column fits between the left and right portions of the column support member. A steering structure for a vehicle, wherein the steering structure is arranged as follows. 5. The steering structure for a vehicle according to claim 1, wherein the connecting member is disposed on a side opposite to the column supporting member with respect to the steering column. . 6. The vehicle according to claim 5, wherein the column support member is disposed below the steering column, and the connecting member is disposed above the steering column. Steering structure. 7. The arrangement according to claim 5, wherein an arrangement relationship between the column supporting member and the connecting member is such that the column supporting member and the connecting member have both connecting portions and between the connecting portions. A steering structure for a vehicle, wherein the steering structure is set to have an inverse relationship. 8. The vehicle according to claim 1, wherein the connecting member is connected to left and right portions of the column support member at the foremost ends of the left and right portions. Steering structure. 9. The vehicle steering structure according to claim 1, wherein the connecting member is set such that the length of the connecting member in the extending direction is the shortest. 10. The vehicle steering structure according to claim 3, wherein a harness mounting portion is integrally provided on the connecting member so as to approach the steering tilt mechanism. 11. The vehicle steering structure according to claim 3, wherein the connecting member is disposed forward of the steering tilt mechanism. 12. The vehicle according to claim 6, wherein the connecting member is set so that a length of the connecting member in an extending direction becomes a shortest length at a tilt uppermost position of the steering column. Steering structure. 13. A steering column comprising: a steering column; and a column supporting member connected to the steering column and attached to a vehicle body-side member via an impact energy absorbing mechanism, wherein the column supporting member is located on both left and right sides of the steering column. Left and right mounting portions, and a left and right connecting portion that connects the left and right mounting portions and has a groove that is continuous in the axial direction of the steering column. The left and right connecting portions include a column fixing portion that fixes the steering column. The impact energy absorbing mechanism has one end attached to the left and right mounting portions on both left and right sides of the steering column,
The other end is attached to the vehicle body-side member, and when a predetermined load or more is applied to the steering column in the axial direction, the impact energy absorbing mechanism is deformed, and the column support member and the steering column are displaced. A steering member for a vehicle, wherein the left and right mounting portions on the vehicle body front side with respect to the column fixing portion are provided with connecting members for connecting the left and right mounting portions. 14. The steering structure according to claim 13, wherein one end of the impact energy absorbing mechanism is located on the front side of the vehicle body with respect to the column fixing portion. 15. A steering column, comprising: a steering column; and a column supporting member connected to the steering column and attached to a vehicle body-side member via an impact energy absorbing mechanism, wherein the column supporting member is located on both left and right sides of the steering column. A left and right mounting portion, and a left and right connecting portion for connecting the left and right mounting portions, the left and right connecting portion includes a column fixing portion for fixing the steering column, and a notch is provided at a front end of the left and right connecting portion. The shock energy absorbing mechanism is provided with one end attached to the left and right mounting portions on both left and right sides of the steering column,
The other end is attached to the vehicle body-side member, and when a predetermined load or more is applied to the steering column in the axial direction, the impact energy absorbing mechanism is deformed, and the column support member and the steering column are displaced. The steering structure for a vehicle, wherein the left and right mounting portions are provided with a connecting member that connects the left and right mounting portions so as to straddle the notch portion.