JPS6121336Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a shock absorbing steering device.

A conventional device of this type is shown in FIG. In the figure, 01 is the steering wheel, 02 is the column switch, ignition key lock, etc.
5 is column pipe, 06 is column bracket (atsupa), 07 is column bracket (lower), 010
011 is the joint intermediate shaft, 012 is the joint, 013 is the rack and pinion gearbox, 014 is the threaded bolt, 015 is the pedal support, 021 is the bellows, and A is the toe board.

After the column pipe 05 is separated from the column brackets 06 and 07, the joint intermediate shaft 011 is stopped by the toe board A, and the bellows 021 of the steering shaft 010 is collapsed and absorbs the impact energy.

In the case of the toe board B, the range in which the joint intermediate shaft 011 can move is wide, and the column pipe 05 moves without being inputted to the bellows 021, so that impact energy cannot be efficiently absorbed.

In the steering system in the toe board A state, the distance between the column switch etc. 02 and the column bracket 06, that is, the movable space of the column pipe, is l ₃
Assuming that the possible space of the joint intermediate shaft 011 is l ₄ , it was possible to absorb the shock for a displacement of l ₃ - l ₄ , but in the steering system in the state of toe board B, the joint intermediate shaft 011
If the movable space of is set to _l5 , then _l5 > _l3 and the shock cannot be absorbed effectively.

In addition, the conventionally known method of squeezing the shaft cylinder with a die tends to have a high impact load peak value.
If it is lowered, there is a drawback that it is not possible to absorb all of the impact energy within the displacement of _l3 , and the column pipe tends to break easily.

The object of the present invention is to provide a shock-absorbing steering device that eliminates the above-mentioned drawbacks, and its features include a steering shaft that connects the steering wheel and a joint intermediate shaft that connects to the gearbox, and a steering shaft that rotates the steering shaft. A steering device comprising a column pipe that is movably housed, a column bracket having a U-shaped cross section through which the column pipe is inserted and both legs fixed to the vehicle body, and a threaded bolt that locks the column pipe to the column bracket. , a different diameter portion formed by enlarging the diameter of a protruding portion of the column pipe toward the steering wheel from the column bracket, and both leg portions of the column bracket on the steering wheel side are attached to the outer diameter of the column pipe. A column pipe guide is provided which connects both legs of the column bracket on the joint intermediate shaft side and is close to the outer diameter of the column pipe.

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

2 is an explanatory diagram showing one example of the device according to the present invention, FIG. 3 is an explanatory diagram showing an enlarged main part of the device in FIG. 2, and FIG. 4 is a view in the direction of arrow A in FIG. FIG. 5 is a view taken along arrow B in FIG.

In Fig. 2, 1 is a steering wheel;
2 is a column switch, 3 is a column cover, and 4 is an ignition key lock.

A column pipe 5 rotatably accommodates a steering shaft 10 via a bearing 9 and the like. Reference numeral 6 indicates an upper column bracket, and 7 indicates a lower column bracket. Both have a U-shaped cross section, both legs are fixed to a pedal support 15 on the vehicle body side, and a column pipe 5 is inserted inside. 11 is a joint intermediate shaft, 12 is a joint, 13 is a rack and pinion gear box, and 16 is a toe board.

Reference numeral 14 denotes a threaded bolt that is fixed to the column bracket 6 through a long groove 6a opening on the end surface of the joint intermediate shaft 12 of the column bracket 6;
The column pipe 5 is locked at the tip. The same applies to the column bracket 7 side.

Reference numeral 6b denotes a constricted portion, which is provided at the end of the column bracket 6 on the side of the steering wheel 1, and constricts both leg portions of the column bracket 6 to an interval such that they substantially come into contact with the outer diameter of the column pipe 5.

A column pipe guide 8 connects both legs of the column bracket 6 on the joint intermediate shaft 11 side, and is disposed close to the outer diameter of the column pipe 5.

Reference numeral 5' denotes a different diameter portion, which is formed by enlarging the diameter of the portion of the column pipe 5 that protrudes from the column bracket 6 toward the steering wheel 1.

The operation in the case of the above configuration will be described.

Referring to FIGS. 3 to 5, the force transmitted to the steering shaft 10 by the impact of the arrow P causes the column pipe 5 to move in the direction of the arrow Z from the long groove portion 6a of the column bracket. Also,
Since force is also applied in the direction of the arrow Y, the different diameter portion 5' approaches the column pipe guide 8 as the column pipe 5 moves. The different diameter portion 5' is pressed against the column pipe guide 8 by a force in the direction of the arrow Y, and as it moves in the direction of the arrow Z, a deformation (indentation) _D1 occurs. Impact energy is absorbed by the resistance force in the Z direction due to this deformation and the amount of movement in the Z direction.

The above case has the following effects.

(1) The column pipe guide 8 is the only part provided for the purpose of shock absorption, making it lightweight and
Cost reduction is possible.

(2) The structure is simple, and the energy absorption mechanism (bellows) attached to conventional steering shafts is not required.

(3) The resistance force in the direction of arrow Z at the time of impact can be set by the difference in diameter between the column pipe 5 and the different diameter section 5' and the thickness of the column pipe 5 and the different diameter section 5' in FIG.

(4) The resistance force in the direction of arrow Z at the time of impact is caused by the pullout resistance force of the threaded bolt 14 in the long groove portion 6a at the beginning of the impact, and the expanded portion _l1 of the column pipe 5 moves toward the different diameter portion 5'. After that, a resistance force against the deformation (indentation) D ₂ of the different diameter portion 5' acts, so that the rise of the impact load becomes smooth. As a result, compared to the conventional method of squeezing the shaft cylinder with a die, there is a time difference between the load at the time of falling off and the load at the beginning of energy absorption, so the peak value of the impact load can be lowered.

(5) The deformation resistance force by the column pipe guide 8 acts after the column pipe 5 has moved the distance l ₂ between the column pipe guide 8 and the different diameter section 5', so the amount of impact energy absorbed is calculated by the amount of column pipe movement. can be controlled and has good shock absorption efficiency.

(6) When the column pipe 5 is bent by a force in the perpendicular direction (arrow Y direction) to the axis of the column pipe 5, the spaces l ₁ and l ₂ and the column pipe 5
Since the column pipe 5 is displaced in the direction of the arrow Y due to the deformation of the column pipe 5, there is little bending of the column pipe 5.

In addition, in the case of the structure according to the present invention, the steering shaft 10 is directly connected to the gearbox 13 or connected to a single joint 12 as shown in FIG.
In the case of a steering device that is connected to the steering shaft 10, a slide mechanism 22 is required on the steering shaft 10 (C in the figure indicates toeboard displacement (primary collision displacement)), but two joints as shown in FIG. In the steering device connected by 12, a sliding mechanism for the steering shaft 10 is not necessary, and a rigid shaft may be used. In addition, in the figure
C′ is the toeboard displacement, and the primary collision displacement is absorbed by joint rotation.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram showing a conventional steering device, FIG. 2 is an explanatory diagram showing an embodiment of the device according to the present invention, and FIG. 3 is an explanatory diagram showing an enlarged main part of the device in FIG. FIG. 4 is a view in the direction of arrow A in FIG. 3, FIG. 5 is a view in direction of arrow B in FIG. FIG. 2 is an explanatory diagram showing an in-steering device. DESCRIPTION OF SYMBOLS 1... Steering wheel, 5... Column pipe, 5'... Different diameter section, 6, 7... Column bracket, 8... Column pipe guide, 10... Steering shaft, 11... Joint intermediate shaft, 12... ...Joint, 13...Gearbox, 14...Threaded bolt, 15...Pedal support.

Claims (1)

[Scope of utility model registration request] A steering shaft that connects the steering wheel and a joint intermediate shaft that connects to the gear box, a column pipe that rotatably accommodates the steering shaft, and a U-shaped cross section through which the column pipe is inserted and both legs are fixed to the vehicle body. In a steering device having a column bracket and a threaded bolt for locking the column pipe to the column bracket, a diameter of a portion of the column pipe protruding from the column bracket toward the steering wheel is enlarged. a different diameter portion, a constricted portion formed by constricting both legs of the column bracket on the steering wheel side to an interval that substantially abuts the outer diameter of the column pipe;
A shock absorbing steering device comprising a column pipe guide connecting both legs of the column bracket on the joint intermediate shaft side and close to the outer diameter of the column pipe.