JP2008132987A - Shock absorbing steering column device - Google Patents

Abstract

An impact-absorbing steering column device capable of adjusting an energy absorption amount during a secondary collision according to a driver's physique and vehicle speed by changing an operating load that absorbs collision energy is provided.
An impact absorption type steering column device includes collision energy absorbing means for absorbing secondary collision energy of an occupant at the time of a vehicle collision, and energy absorption for changing the amount of secondary collision energy absorbed by the collision energy absorbing means. An amount adjusting means, at least one sensor for detecting the state of an occupant or a vehicle, and an electric control means for driving and controlling the energy absorption amount adjusting means based on the detection result of the sensor.
[Selection] Figure 2

Description

  The present invention relates to an impact absorption type steering column device, and more particularly to a technique for realizing a variable collapse load.

  When an automobile collides with another automobile or a building, the driver may make a secondary collision with the steering wheel due to inertia. In recent passenger cars and the like, in order to prevent the driver from being damaged in such a case, an impact absorption type steering shaft and an impact absorption type steering column device are widely adopted. The shock absorption type steering column device is one in which the steering column is detached together with the steering shaft when the driver makes a secondary collision, and usually collides simultaneously with the steering shaft, and at that time, the collision energy is absorbed.

  As a collision energy absorbing method, a mesh type that compressively buckles and deforms a mesh portion formed in a part of a steering column has been known for a long time. However, as described in Japanese Patent Publication No. 46-35527, etc. Also, a ball type in which a metal ball is interposed between the outer column and the inner column and a plastic groove is formed on the inner peripheral surface of the outer column or the outer peripheral surface of the inner column at the time of collapse is widely adopted.

  In recent years, the ironing method described in JP-A-7-329796 has been adopted. The ironing-type collision energy absorbing mechanism is, for example, a steel rod that is fixed to one end of an energy absorbing member made of a strip-shaped steel plate on a vehicle body side bracket and fitted into a bent portion formed on the energy absorbing member on the steering column side. An ironing means is provided, and the energy absorbing member is ironed and deformed by the ironing means when the steering column moves forward.

  Furthermore, the tearing type described in Japanese Utility Model Laid-Open No. 5-68776 is also adopted in part. The tear-type collision energy absorption mechanism, for example, fixes the central part of the energy absorbing member made of a strip-shaped steel plate to the vehicle body side bracket, while bending both side parts into a U-shape to fix it to the steering column side, When the steering column moves forward, the energy absorbing member is bent and deformed to be torn.

  By the way, in the above-described shock absorption type steering column device, the steering column collapses when a predetermined collapse load is applied. Normally, this collapse load is applied to the steering wheel at a predetermined speed by a driver with a standard weight. It is set based on the kinetic energy at the time of secondary collision. However, when the driver is a small woman or the like, when the vehicle is at a low speed, the kinetic energy naturally becomes small, and the amount of energy absorption cannot be adjusted according to the driver's physique, vehicle speed, etc. is there.

  The present invention has been made in view of the above-described situation, and realizes a variable collapse load so that the energy absorption amount at the time of a secondary collision can be adjusted according to the physique, vehicle speed, etc. of the driver. An object is to provide a steering column device.

Therefore, in the invention of claim 1, in order to solve the above problem,
A steering column that rotatably supports the steering shaft;
A vehicle body side bracket that is fixed to the vehicle body side to support the steering column and that allows the steering column to be detached when an impact load of a predetermined value or more is applied;
A secondary collision of an occupant at the time of a vehicle collision is provided by breaking or bending and breaking an energy absorbing member made of a metal plate as a material of the metal plate provided between the steering column and the vehicle body. A collision energy absorbing means for absorbing energy ;
A shock-absorbing steering column device comprising:
Energy absorption amount adjusting means for changing the amount of secondary collision energy absorbed by the collision energy absorbing means;
At least one sensor for detecting a state of the occupant or the vehicle;
Based on the detection result of the sensor, an electric control unit that drives and controls the energy absorption amount adjusting unit is proposed.

  In the present invention, for example, when the driver's weight is large or the vehicle speed is high, the control means drives and controls the energy absorption amount adjusting means to increase the collapse load at which the collision energy absorbing means operates, while the driver When the weight of the vehicle is small or the vehicle speed is low, the collapsible load at which the collision energy absorbing means operates is reduced, so that the collapsible column is appropriately collapsible.

  In the present invention, for example, the central portion of the energy absorbing member is fixed to the vehicle body side bracket, and both side portions thereof are connected to the steering column, and the electric control means has the energy absorbing member 2 when the weight of the driver is large. Increase operating load by tearing at points. Further, when the driver's weight is small, the electric control means reduces the operating load by breaking the connection between one side of the energy absorbing member and the steering column and tearing the energy absorbing member only at one place. Let

According to a second aspect of the present invention, the steering column that rotatably supports the steering shaft, and the steering column that is fixed to the vehicle body side to support the steering column, and when an impact load greater than a predetermined value is applied to the steering column. Vehicle body side bracket that allows detachment, and between the steering column and the vehicle body , with the movement of the steering column, by breaking or bending deformation and breaking the energy absorbing member made of a metal plate, A shock absorption type steering column apparatus having a collision energy absorbing means for absorbing a secondary collision energy of an occupant is proposed, which includes an energy absorption amount adjusting means for changing the amount of absorption of the secondary collision energy.

  In this invention, for example, the center part of the energy absorbing member is fixed to the vehicle body side bracket, and both side parts thereof are connected to the steering column, and the driver manually operates the changeover switch or the like, thereby increasing the weight of the driver. In some cases, the operating load is increased by tearing the energy absorbing member at two locations. Further, when the driver's weight is small, the electric control means reduces the operating load by breaking the connection between one side of the energy absorbing member and the steering column and tearing the energy absorbing member only at one place. Let

The invention according to claim 3 proposes the impact absorption type steering column apparatus according to claim 1 or 2 , wherein the energy absorption amount adjusting means uses an electromagnetic actuator as a drive source.

  In the present invention, for example, the electric control means drives and controls the electric actuator of the energy absorption amount adjusting means based on input signals from various sensors, and the relative position of the ironing means with respect to the energy absorbing member is changed.

The invention according to claim 4 proposes the impact absorption type steering column apparatus according to claim 1 or 2 , wherein the energy absorption amount adjusting means uses an electric motor as a drive source.

  In the present invention, for example, based on input signals from various sensors, the electric control means drives and controls the electric motor of the energy absorption amount adjustment means, and changes the relative position of the iron absorption means and the like to the energy absorption member.

According to a fifth aspect of the present invention, in the shock absorbing steering column apparatus according to the first to fourth aspects, the energy absorption amount adjusting means changes the amount of absorption of the secondary collision energy by the energy absorbing means in at least three stages. Suggest what you want.

  In this invention, for example, the slide block that the electric motor faces the ironing pin is advanced or retracted by the screw mechanism, and the position of the ironing pin with respect to the energy absorbing member is changed by a plurality of step portions formed on the slide block.

According to a fifth aspect of the present invention, in the shock absorption type steering column apparatus according to the first to fourth aspects, the energy absorption amount adjusting means has two or more types of absorption amounts of the secondary collision energy by the energy absorption means. It is proposed that the energy absorption load is substantially constant with respect to the progress of the collapse stroke after the inflection point of the two or more types of energy absorption characteristics.

  In the present invention, for example, in the case of a structure with a sufficient margin for the collapse stroke, an appropriate amount of energy absorption can be obtained for a large or small physique.

According to a seventh aspect of the present invention, in the shock absorption type steering column apparatus according to the first to fourth aspects, the energy absorption amount adjusting means has two or more types of absorption amounts of the secondary collision energy by the energy absorption means. It is proposed that the energy absorption load gradually increase as the collapse stroke progresses after the inflection point of the two or more types of energy absorption characteristics.

  In the present invention, for example, in the case of a structure that does not have a sufficient margin for the collapse stroke, a peak load is generated when the full stroke is applied to the bottom, but a peak with a bottom is generated by gradually increasing the load in the second half of the stroke. Can be eliminated.

Hereinafter, some reference examples and embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a side view showing a passenger compartment side portion of a steering apparatus according to a first reference example, and reference numeral 1 in the same figure denotes a collapsible column. The collapsible column 1 includes an outer column 3 and an inner column 5 made of steel pipes and a collision energy absorbing mechanism 7 as components, and an upper column bracket 9 that holds the outer column 3 and a lower column bracket that holds the inner column 5. 11 to the vehicle body side member 13. In this reference example , an aluminum alloy capsule 15 is interposed between the upper column bracket 9 and the vehicle body member 13, and when an impact load of a predetermined value or more is applied, the upper column bracket 9 is While the column 3 is separated forward, the separation mechanism other than the capsule method may be employed.

  The collapsible column 1 holds the upper steering shaft 21 rotatably through a bearing (not shown). A steering wheel 23 is attached to the upper end of the upper steering shaft 21, and a lower steering shaft 27 is connected to the lower end via a universal joint 25. In FIG. 1, reference numeral 29 denotes a column cover that covers the upper portion of the steering column 1, reference numeral 31 denotes a dashboard that partitions the vehicle compartment and the engine room, and reference numeral 33 denotes a tilting operation of the collapsible column 1. The tilt lever is shown. The upper steering shaft 21 is formed with a known collision energy absorbing mechanism such as resin injection or serration ellipse fitting, and absorbs collision energy while shortening in the event of a secondary collision of the driver.

  In this steering apparatus, when the driver rotates the steering wheel 23, the rotational force is transmitted to a steering gear (not shown) via the upper steering shaft 21 and the lower steering shaft 27. The steering gear incorporates a rack and pinion mechanism or the like that converts rotational input into linear motion, and steering is performed by changing the steering angle of the wheel via a tie rod or the like. In addition to the rack and pinion type, various types of steering gears such as a ball screw type and a worm roller type are known.

  2 is an enlarged view of a part A in FIG. 1, FIG. 3 is a view taken along arrow B in FIG. 2, and FIG. 4 is a cross-sectional view taken along the line CC in FIG. As shown in these drawings, the collision energy absorbing mechanism 7 includes a first metal sphere holding cylinder 35 interposed between the outer column 3 and the inner column 5, and a front of the first metal sphere holding cylinder 35. The second metal ball holding cylinder 37 and the holding cylinder driving device 39 that rotationally drives the second metal ball holding cylinder 37 are used as main components.

  The first metal ball holding cylinder 35 and the second metal ball holding cylinder 37 are made of synthetic resin, sintered oil-impregnated alloy or the like, and steel ball holding holes 45 and 47 for holding the steel balls 41 and 43 rotatably, respectively. have. An annular groove 51 is formed at the tip of the first metal ball holding cylinder 35, and a locking claw 53 formed at the rear end of the second metal ball holding cylinder 37 is engaged with the annular groove 51. Thus, the first metal sphere holding cylinder 35 and the second metal sphere holding cylinder 37 are rotatably coupled. The outer diameters of the steel balls 41 and 43 are set to be larger by a predetermined amount than the gap between the outer column 3 and the inner column 5, and when the outer column 3 and the inner column 5 move relative to each other in the axial direction, Plastic grooves are formed on the inner and outer peripheral surfaces of the columns 3 and 5.

The holding cylinder driving device 39 includes a housing 55 made of an aluminum alloy or a synthetic resin fixed to the outer column 3 and an electromagnetic actuator (hereinafter referred to as “electronic control device 57”) that is held by the housing 55 and is driven and controlled by an ECU (electronic control device) 57. 59, a drive arm 63 fixed to the tip of the plunger 61 of the solenoid 59, a compression coil spring 65 that urges the drive arm 63 (ie, the plunger 61) upward, and the like. In the case of this reference example , in addition to the seat position sensor 67, the ECU 57 is connected to at least one sensor such as a weight sensor 69, a vehicle speed sensor 71, an occupant position sensor 73, and a seat belt wearing sensor 75.

  The drive arm 63 is provided with a cylindrical drive protrusion 77 on the surface adjacent to the second metal sphere holding cylinder 37, and the drive protrusion 77 is linearly formed on the outer peripheral surface of the second metal sphere holding cylinder 37. It fits into the groove 79. The rectilinear groove 79 is formed along the axial direction of the second metal ball holding cylinder 37 and the front end side thereof is open. 2 to 4, a member denoted by reference numeral 81 is a holding claw formed on the housing 55, and firmly holds the solenoid 59. The solenoid 59 may be held and fixed by screwing, instead of the illustrated holding claw 81, or by providing a lid.

In the case of this reference example , in the state shown in FIGS. 2 to 4, the steel ball 43 held by the second metal ball holding cylinder 37 is the first metal ball holding cylinder 35 as shown by the solid line in FIG. 5. The angle phase is different from that of the steel ball 41 held on the surface. However, when the second metal ball holding cylinder 37 rotates by a predetermined angle, the angular phases of both the steel balls 41 and 43 coincide with each other.

The operation of the first reference example will be described below.

  When the vehicle starts running, the ECU 57 repeatedly calculates the target collapse load at predetermined control intervals based on the detection signals of the various sensors 67, 69, 71, 73, and 75 described above. For example, when the driver's weight is relatively large, or when the driver's weight is relatively small and the vehicle speed is high, the kinetic energy of the driver at the time of collision increases, so the target collapse load also increases. Then, the ECU 57 does not output a drive command to the solenoid 59, and the angle phase between the steel ball 41 held by the first metal ball holding cylinder 35 and the steel ball 43 held by the second metal ball holding cylinder 37 is different. Will remain.

  When the vehicle collides with another vehicle or an obstacle on the road in this state, the driver secondarily collides with the steering wheel 23 due to inertia, and the upper column bracket 9 is first moved forward together with the outer column 3 by the impact. . Thereafter, the steering wheel 23 is pressed forward by the kinetic energy of the driver, and the collapsible column 1 starts to collapse as the inner column 5 enters the outer column 3 as shown in FIG.

At this time, in the present reference example , the angle phase between the steel ball 41 on the first metal ball holding cylinder 35 side and the steel ball 43 on the second metal ball holding cylinder 37 side is different. Plastic grooves by both steel balls 41 and 43 are formed on the surface and the outer peripheral surface of the inner column 5, respectively, so that a relatively large collision energy can be absorbed. When the outer column 3 starts to collapse, the holding cylinder driving device 39 moves forward with respect to the second metal ball holding cylinder 37, so that the driving projection 77 of the driving arm 63 moves straightly in the straight groove 79 of the second metal ball holding cylinder 37. Will get out of. FIG. 7 is a graph showing the relationship between the moving stroke of the outer column 3 and the collapse load, and the solid line in the figure shows the test result at this time (at the time of a large collapse load).

  On the other hand, when the driver is a small woman or the like having a relatively small weight, the kinetic energy of the driver at the time of collision is relatively small, so the target collapse load calculated by the ECU 57 is also small. Then, the ECU 57 outputs a drive command to the solenoid 59 and lowers the plunger 61. As a result, the second metal sphere holding cylinder 37 is rotationally driven clockwise in FIG. 4 by the drive projection 77 provided on the drive arm 63, and the angular phase of the steel ball 41 held by the first metal sphere holding cylinder 35. And the angular phase of the steel ball 43 held by the second metal ball holding cylinder 37 coincide with each other.

  When the vehicle collides with another vehicle or an obstacle on the road in this state, the collapsible column 1 starts to collapse after the outer column 3 is detached by the same process as described above. At this time, since the angle phases of both the steel balls 41 and 43 coincide with each other, the steel ball 43 on the second metal ball holding cylinder 37 side is a plastic formed by the steel ball 41 on the first metal ball holding cylinder 35 side. It rolls along the groove and absorbs almost no collision energy. As a result, even if the driver is a small woman or the like, the collapse of the collapsible column 1 is performed smoothly, and no great impact is applied to the chest and head of the driver. The broken line in FIG. 7 shows the test result at this time (at the time of a small collapse load), and it can be seen that the small collapse load is significantly smaller than the large collapse load.

FIG. 8 is a cross-sectional view showing a main part of a steering apparatus according to a second reference example of the present invention. The second reference example has substantially the same configuration as the first reference example described above, but the configuration of the holding cylinder drive device 39 is different. That is, in this reference example , the holding cylinder driving device 39 includes the electric motor 85 and the worm pinion 87, and the worm pinion 87 meshes with the worm wheel 89 formed on the outer peripheral surface of the second metal ball holding cylinder 37. ing. When the electric motor 85 is rotated by a command from the ECU 57, the worm wheel 89 (second metal ball holding cylinder 37) meshed with the worm pinion 87 is rotated. In the case of this reference example , even if the supply of power is cut off due to an impact at the time of collision, the second metal ball holding cylinder 37 maintains the angle immediately before the collision, so that the collapse load does not change carelessly. As a gear device interposed between the holding cylinder rotation driving device 39 and the second metal ball holding cylinder 37, a spar gear train, a bevel gear train or the like can be adopted in addition to the exemplified worm mechanism. is there.

FIG. 9 is a side view showing a steering apparatus according to a third reference example of the present invention. In the third reference example , the present invention is applied to an electric power steering apparatus. The positional relationship between the outer column 3 and the inner column 5 is reversed, and the outer column 3 is connected to the upper column bracket 9 and the lower column. Except for being fixed to the vehicle body side member 13 via the bracket 11, a configuration substantially similar to that of the first reference example described above is adopted. Reference numeral 91 in FIG. 9 denotes a steering actuator including an electric motor 93 and a gear (not shown).

FIG. 10 is a longitudinal sectional view showing a main part of a steering apparatus according to a fourth reference example of the present invention. The fourth reference example employs a configuration in which the second metal ball holding cylinder 37 is rotationally driven by the electric motor 85 and the worm mechanism as in the second reference example described above, but the first and second metal ball holding cylinders are used. The holding positions of the steel balls 41 and 43 in 35 and 37 and the drive mode of the second metal ball holding cylinder 37 are different. 11 (side view showing the first and second metal ball holding cylinders), FIG. 12 (DD sectional view in FIG. 11), and FIG. 13 (EE sectional view in FIG. 11). As described above, the steel balls 41 in the two rows on the tip side of the first metal ball holding cylinder 35 face the two rows of steel balls 43 in the second metal ball holding cylinder 37, and the steel balls 41 in the first metal ball holding cylinder 35. The holding interval is set to 10 °, 50 °, 30 °, 30 °, 50 °, 10 ° left and right from the upper end starting from the vertical line Lv, while the second metal ball holding cylinder 37 holds the steel ball 43. The intervals are set to 0 °, 40 °, 40 °, 20 °, 40 °, and 40 ° from the upper end to the left and right starting from the vertical line Lv. In FIG. 11, the worm wheel on the outer periphery of the second metal ball holding cylinder 37 is not shown in order to avoid the drawing from becoming complicated.

The operation of the fourth reference example will be described below with reference to FIGS.

  When the automobile starts traveling, the ECU 57 calculates the target collapse load at a predetermined control interval, and then appropriately rotates and drives the second metal ball holding cylinder 37 according to the value. For example, when the target collapse load is not less than the first set value, the second metal ball holding cylinder 37 is not rotated from the original position as shown in FIG. In this case, the angle phases of the steel balls 41 of the first metal ball holding cylinder 35 and the steel balls 43 of the second metal ball holding cylinder 37 do not coincide at all, and the collapse load is maximized. 14 to 17, for convenience of explanation, the inner circle indicates the first metal ball holding cylinder 35 and the outer circle indicates the second metal ball holding cylinder 37.

  On the other hand, when the target collapse load is smaller than the first set value and greater than or equal to the second set value, the ECU 57 rotates the second metal ball holding cylinder 37 to the left by 30 ° from the original position as shown in FIG. In this case, the angle phases of the steel balls 41 of the first metal ball holding cylinder 35 and the steel balls 43 of the second metal ball holding cylinder 37 coincide at two locations, and the collapse load is slightly reduced. In FIGS. 15 to 17, the steel balls 41 and 43 having the same angle phase are blacked out for easy understanding. Further, when the target collapse load is smaller than the second set value and equal to or larger than the third set value, the ECU 57 rotates the second metal ball holding cylinder 37 to the left by 50 ° from the original position as shown in FIG. In this case, the angle phases of the steel balls 41 of the first metal ball holding cylinder 35 and the steel balls 43 of the second metal ball holding cylinder 37 coincide at four locations, and the collapse load is further reduced. Then, when the target collapse load is smaller than the third set value, the ECU 57 rotates the second metal ball holding cylinder 37 to the left by 90 ° from the original position as shown in FIG. In this case, the angle phases of the steel balls 41 of the first metal ball holding cylinder 35 and the steel balls 43 of the second metal ball holding cylinder 37 coincide at six locations, and the collapse load is minimized.

Thus, in this reference example , the collapse load can be switched in four stages by appropriately rotating the second metal ball holding cylinder 37. As a matter of course, it is possible to obtain five or more stages of collapse loads by appropriately setting the holding positions of the steel balls 41 and 43 in the first and second metal ball holding cylinders 35 and 37.

In the first to fourth reference examples described above, the angle between the steel ball on the first metal ball holding cylinder side and the steel ball on the second metal ball holding cylinder side is obtained by rotating the second metal ball holding cylinder with the actuator. The collapse load is changed by matching or different phases, but disengagement means is provided between the first metal ball holding cylinder and the second metal ball holding cylinder to hold the first metal ball at the time of a small collapse load. The connection between the cylinder and the second metal ball holding cylinder may be released, and only the steel ball on the first metal ball holding cylinder side may be operated.

As described above, according to the shock absorbing type steering column apparatus according to the first to fourth reference examples of the present invention, the collapsible column that supports the steering shaft rotatably and is shortened by a predetermined collapse load is provided. The collapsible column includes an outer column, an inner column that is fitted into the outer column, and enters the outer column when the collapsible column is shortened, and is interposed between the outer column and the inner column. In an impact absorption type steering column apparatus comprising a plurality of metal balls forming plastic grooves in at least one of the outer column and the inner column so as to absorb collision energy when the collapsible column is shortened Changing the number of plastic grooves formed by the metal balls when the collapsible column is shortened. For example, when the driver's weight is large, the number of plastic grooves formed by the metal balls is increased to increase the collapse load, while the driver's weight is small. By reducing the number of the plastic grooves and reducing the collapse load, the collapse of the collapsible column can be appropriately performed.

FIG. 18 is a side view showing a compartment side portion of a steering apparatus according to a fifth reference example of the present invention, and reference numeral 101 in the figure denotes an impact absorption type steering column apparatus. The shock absorbing steering column device 101 is mounted on the vehicle body side member 103 at two locations, upper and lower, and an upper steering shaft (hereinafter simply referred to as a steering shaft) 109 is rotatably supported by bearings 105 and 107. . A steering wheel 111 is attached to the upper end of the steering shaft 109, while a lower steering shaft 115 is connected to the lower end via a universal joint 113. In the figure, 117 is a column cover that covers the upper part of the steering column 1, and 119 is a dashboard that partitions the vehicle compartment and the engine room.

  In this steering device, when the driver rotates the steering wheel 111, the rotational force is transmitted to a steering gear (not shown) via the steering shaft 109 and the lower steering shaft 115. The steering gear incorporates a rack and pinion mechanism or the like that converts rotational input into linear motion, and steering is performed by changing the steering angle of the wheel via a tie rod or the like. In addition to the rack and pinion type, various types of steering gears such as a ball screw type and a worm roller type are known.

19 is a side view showing an impact absorption type steering column apparatus according to a fifth reference example , FIG. 20 is a plan view showing the same apparatus (as viewed from arrow F in FIG. 19), and FIG. FIG. 22 is an enlarged GG sectional view in FIG. 19, FIG. 22 is an enlarged HH sectional view in FIG. 19, and FIG. 23 is an enlarged II sectional view in FIG. As shown in these drawings, the steering column 121 has a steel plate upper distance bracket (hereinafter abbreviated as “upper bracket”) 125 welded and joined to a substantially central portion of a steel tube column tube 123. 19 and 20 is manufactured by welding a lower distance bracket (hereinafter abbreviated as a lower bracket) 127 made of a steel plate.

  The upper bracket 125 is held by a tilt bracket 131 of a steel plate welded structure fixed to the vehicle body side member 103, and is clamped and fixed with a predetermined fastening force by a tilt bolt 133 and a nut 135 that penetrate the tilt bracket 131. Has been. The upper bracket 125 is formed with a substantially U-shaped notch 137 that opens to the rear, and the tilt bolt 133 is inserted into the front end side of the notch 137. 21 and 23, members denoted by reference numerals 141 and 143 are known tilt cams, and are used for fixing the steering column 121 at a predetermined angle. A member denoted by reference numeral 145 is a tilt lever that rotationally drives the tilt cam 141, and a member denoted by reference numeral 147 is a thrust bearing that is interposed between the head of the tilt bolt 133 and the tilt lever 145.

  On the other hand, the lower bracket 127 is sandwiched by a cast pivot bracket 151 fixed to the vehicle body side member 103, and is fixed by a pivot bolt 153 and a nut 155 that penetrate the pivot bracket 151. The pivot bracket 151 is formed with a substantially U-shaped notch 157 opening forward, and the pivot bolt 153 is fitted into the rear end side of the notch 157. The steering column 121 can swing around the pivot bolt 153, and by operating the tilt lever 145, the driver can adjust the vertical position of the steering wheel 111 within a predetermined range.

In the case of this reference example , the collision energy absorbing means includes an energy absorbing plate 161 held by a tilt bolt 133 and a variable ironing device 163 fixed to the steering column 121. The energy absorbing plate 161 is a substantially U-shaped steel plate opened forward, and a tilt bolt 133 passes through the vicinity of the rear end portion.

  On the other hand, the variable ironing device 163 is welded to the column tube 123 as shown in FIGS. 23, 24 (the JJ sectional view in FIG. 23), and 25 (the KK sectional view in FIG. 23). A base plate 165 of a steel plate press-formed product, a housing 167 bolted to the base plate 165, a slide block 169 slidably held in the housing 167, and an ECU (electronic control unit) 170 held by the housing 167 It is composed of an electromagnetic actuator (hereinafter referred to as a solenoid) 171 that is driven and controlled. In addition to the seat position sensor 173, the ECU 170 is connected to at least one sensor such as a weight sensor 174, a vehicle speed sensor 175, an occupant position sensor 176, and a seat belt wearing sensor 177.

The plunger 179 of the solenoid 171 is engaged and connected to the slide block 169 at its tip, and is extended by the biasing force of the coil spring 181 interposed between the solenoid 171 and the slide block 169 except when energized. It has become. In FIG. 23 , members denoted by reference numerals 183 and 184 are cushioning materials attached to the slide block 169, and suppress the collision noise of the slide block 169 with the housing 167 and the solenoid 171.

  The housing 167 holds a pair of left and right guide plates 185 and 187 adjacent to both side surfaces of the slide block 169. The energy absorbing plate 161 described above is disposed between the guide plates 185 and 187 and the slide block 169. Is inserted. Both guide plates 185 and 187 have U-shaped recesses 189 and 191 inside the substantially central portion and the rear portion, respectively, and before and after the U-shaped recesses 189 and 191 are formed on the energy absorbing plate 161. U-shaped bent portions 193 and 195 are inserted.

  In the energy absorbing plate 161, a fixed-side iron pin 197 is fitted into the front U-shaped bent portion 193, while a moving-side iron pin 199 is fitted into the rear U-shaped bent portion 195. The housing 167 is formed with a pair of left and right elongated holes 201 and 203 for holding the moving-side ironing pins 199, and the moving-side ironing pins 199 can move in the left and right directions by a predetermined amount. Yes.

Hereinafter, the operation of the fifth reference example will be described.

  When the automobile starts traveling, the ECU 170 repeatedly calculates the target operating load of the collision energy absorbing means at predetermined control intervals based on the detection signals of the various sensors 173 to 177 described above. For example, when the driver's weight is relatively large, or when the driver's weight is relatively small and the vehicle speed is high, the kinetic energy of the driver at the time of collision increases, so the target operating load also increases. Then, ECU 170 outputs a drive current to solenoid 171 and causes plunger 179 to be magnetically attracted into solenoid 171 as shown in FIG. As a result, the slide block 169 connected to the plunger 179 moves rearward, and its rear side surface is located inside the moving side ironing pin 199, thereby restricting the movement of the moving side ironing pin 199 to the inside. Become.

  In this state, when the vehicle collides with another vehicle or an obstacle on the road, the driver has a secondary collision with the steering wheel 111 due to inertia, and FIG. 27 and FIG. 28 (viewed by the arrow L in FIG. 27) due to the impact. As shown in FIG. 5, the upper bracket 125 disengages forward from the tilt bracket 131, while the lower bracket 127 disengages forward from the pivot bracket 151, and the steering column 121 disengages to start moving forward. As the steering column 121 moves forward, as shown in FIG. 29, the variable ironing device 163 on the steering column 121 side moves forward with respect to the energy absorbing plate 161 held on the tilt bolt 133 on the vehicle body member 103 side. To do.

Then, in the energy absorbing plate 161, the front U-shaped bent portion 193 fitted between the U-shaped concave portion 189 and the fixed side ironing pin 197 and the U-shaped concave portion 191 and the moving side ironing pin 199 are fitted. The rear U-shaped bent portion 195 moves forward. As a result, the energy absorbing plate 161 is ironed in the form of being sequentially wound around the ironing pins 197 and 199 at four positions on the left and right sides, so that a relatively large collision energy can be absorbed. The relationship between the moving stroke of the steering column 121 and the operating load is the same as in the first reference example .

  On the other hand, when the driver is a small woman or the like having a relatively small weight, the kinetic energy of the driver at the time of collision is relatively small, so the target operating load calculated by the ECU 170 is also small. Then, the ECU 170 does not output a drive current to the solenoid 171 and causes the plunger 179 to be expanded by the urging force of the coil spring 181 as shown in FIG. As a result, the slide block 169 continues to move forward, and the moving side ironing pin 199 can freely move in the long holes 201 and 203.

  In this state, when the automobile collides with another automobile or an obstacle on the road, the steering column 121 is separated and advanced by the same process as described above, and the variable ironing device 163 advances with respect to the energy absorbing plate 161. . However, in this case, since the moving ironing pin 199 is not restrained by the slide block 169, the rear U-shaped bent portion 195 of the energy absorbing plate 161 advances from the U-shaped concave portion 191 as shown in FIG. When moving, the moving ironing pin 199 is pressed inward to move, and then disappears.

As a result, the energy absorbing plate 161 is squeezed only by the two fixed-side squeezing pins 197 on the left and right sides, the amount of collision energy absorbed is reduced, and even if the driver is a small woman or the like, the steering column 121 Thus, the forward movement of the vehicle is carried out smoothly, and a large impact is not applied to the chest and head of the driver. FIG. 7 described above also applies to this reference example , and the broken line indicates the test result at this time (at the time of a small operating load), and the small operating load becomes significantly smaller with respect to the large operating load.

FIG. 31 is a cross-sectional side view of an essential part of a steering apparatus according to a sixth reference example of the present invention, and FIG. 32 is a view taken in the direction of arrow M in FIG. As shown in these drawings, the overall configuration of the sixth reference example is substantially the same as that of the fifth reference example described above, but an energy absorbing wire 211 formed by bending a steel wire is used as the energy absorbing member. Also in the case of this reference example , the variable ironing device 263 incorporates a fixed ironing pin and a moving ironing pin, and the number of ironing points of the energy absorbing wire 211 is set to eight or four, so that the fifth reference example and The same operating load can be adjusted. In the sixth reference example , the same parts as those in the fifth reference example are denoted by the same reference numerals.

FIG. 33 is a cross-sectional view of main parts of a steering apparatus according to a seventh reference example of the present invention. As shown in the figure, the overall configuration of the seventh reference example is substantially the same as that of the fifth reference example described above, except that four moving-side ironing pins 399 are disposed in the variable ironing device 363, The shape of the slide block 369 is different. That is, four semicircular recesses 321 are formed in the slide block 369, and when the slide block 369 moves forward, the moving-side ironing pin 399 is fitted into the semicircular recess 321. As shown in FIG. At this time, the movable ironing pin 399 protrudes to the energy absorbing plate 361 side by a predetermined amount. Thereby, it is possible to adjust the iron deformation amount in two stages, and the operation load can be adjusted in the same manner as in the fifth reference example . Also in the seventh reference example , the same parts as those in the fifth reference example are denoted by the same reference numerals.

FIG. 35 is a cross-sectional view of main parts of a steering apparatus according to an eighth reference example of the present invention, and FIG. 36 is a view taken in the direction of arrow N in FIG. As shown in these drawings, the overall configuration of the eighth reference example is substantially the same as that of the fifth reference example described above. However, as the ironing means, a fixed iron ball 431 and a moving iron ball 433 made of steel balls are used. It is used. Also in this reference example , by moving the slide block 469, the moving side ironing ball 433 advances and retreats with respect to the energy absorbing plate 461, and the operation load can be adjusted in the same manner as in the fifth reference example . Also in the eighth reference example , the same parts as those in the fifth reference example are denoted by the same reference numerals.

37 is a cross-sectional view of a main part of a steering apparatus according to a ninth reference example of the present invention, FIG. 38 is an enlarged cross-sectional view taken along line OO in FIG. 37, and FIG. 39 is a line PP in FIG. It is an expanded sectional view. As shown in these drawings, the overall configuration of the ninth reference example is substantially the same as that of the fifth reference example described above, but the structure and operation of the variable ironing device 563 are different. That is, the variable ironing device 563 has an electric motor 541 instead of the electromagnetic actuator, and incorporates a slide block 569 having a step 543 formed at the rear end. A male screw shaft 547 is fixed to and integrated with the rotor shaft 545 of the electric motor 541, while a female screw 549 that is screwed to the male screw shaft 547 is formed at the center of the slide block 569. Then, the slide block 569 moves forward or backward. In the figure, reference numeral 551 denotes a locking claw projecting from the housing 567, which holds and fixes the electric motor 541. A member denoted by reference numeral 553 is a position sensor that outputs a position signal of the slide block 569 to the ECU 170, and a detection pin 555 that engages with the slide block 569 protrudes from the lower surface thereof. Also in the ninth reference example , the same parts as those in the fifth reference example are denoted by the same reference numerals.

The operation of the ninth reference example will be described below.

  When the automobile starts traveling, the ECU 170 repeatedly calculates the target operating load of the collision energy absorbing means at predetermined control intervals based on the detection signals of the various sensors 173 to 177 described above. For example, when the driver's weight is relatively large, or when the driver's weight is relatively small and the vehicle speed is high, the kinetic energy of the driver at the time of collision increases, so the target operating load also increases. Then, the ECU 170 outputs a drive current to the electric motor 541 to cause the male screw shaft 547 to rotate forward, and based on the position signal from the position sensor 553, as shown in FIG. 40, the slide block 569 is retracted to the last retracted position. Let As a result, the side surface of the slide block 569 is positioned inside the moving-side ironing pin 599, and the movement of the moving-side ironing pin 599 is completely restricted, and a relatively large collision occurs during the secondary collision of the driver. Energy absorption is realized. FIG. 41 is a graph showing the relationship between the moving stroke of the variable ironing device 563 and the operating load, and the solid line in the figure shows the test result at this time (at the time of a large operating load).

  Further, when the driver is a small woman having a relatively small weight, the kinetic energy of the driver at the time of the collision is relatively small, so that the target operating load calculated by the ECU 170 is also small. Then, the ECU 170 outputs a drive current to the electric motor 541 to reverse the male screw shaft 547, and advances the slide block 569 to the most advanced position as shown in FIG. 42 based on the position signal from the position sensor 553. . As a result, the moving ironing pin 599 can freely move in the long holes 501 and 503, and a relatively small collision energy can be absorbed during the secondary collision of the driver. The broken line in FIG. 41 shows the test result at this time (at the time of a small operating load).

  On the other hand, when the driver has a standard weight or the like, the kinetic energy of the driver at the time of the collision is medium, so the target operating load calculated by the ECU 170 is also medium. Then, the ECU 170 outputs a drive current to the electric motor 541 to rotate the male screw shaft 547 forward or backward, and based on the position signal from the position sensor 553, the slide block 569 is moved to the intermediate position as shown in FIG. Move. As a result, the step 543 of the slide block 569 is positioned inside the moving-side ironing pin 599, and the movement of the moving-side ironing pin 599 is partially restricted, and the moving-side ironing pin 599 has the step 543. The inside of the long holes 501 and 503 can be moved until they come into contact with each other. In this state, when the driver has a secondary collision with the steering wheel 111, the moving side ironing pin 599 protrudes to the energy absorbing plate 561 side by a predetermined amount, so that the middle collision energy is absorbed during the driver's secondary collision. Realized. The two-dot chain line in FIG. 41 shows the test results at this time (medium operating load).

FIG. 44 is a cross-sectional view of main parts of a steering apparatus according to a tenth reference example of the present invention. As shown in this figure, the configuration of the tenth reference example is substantially the same as that of the ninth reference example described above, but the slide block 669 is formed with an inclined surface 661 instead of a stepped portion. In this reference example , by moving the slide block 669 forward by a predetermined amount by the electric motor 641, the moving side ironing ball 699 continuously advances and retreats with respect to the energy absorbing plate 561 in the long holes 601 and 603, and the operating load Can be adjusted steplessly. In the tenth reference example , the same parts as those in the eighth reference example are denoted by the same reference numerals.

In the fifth to tenth reference examples , the operating load is adjusted by displacing the ironing member by driving the slide block with a solenoid or an electric motor. However, a cam ring or the like may be used instead of the slide block. . In contrast to the above reference example , the energy absorbing plate may be fixed to the steering column side, and the variable ironing device may be fixed to the vehicle body side. In addition, the specific configuration of the steering column device and the energy absorption amount adjusting means and the material and shape of the ironing means can be changed as appropriate without departing from the gist of the present invention. As described above, according to the shock absorbing type steering column apparatus according to the fifth to tenth reference examples of the present invention , the steering column that rotatably supports the steering shaft, and the steering column that is fixed to the vehicle body side are attached. A vehicle body side bracket that supports and allows the steering column to be detached when an impact load of a predetermined value or more is applied, and is provided between the steering column and the vehicle body side bracket. In the impact absorption type steering column apparatus, the energy absorbing member made of a metal plate or metal wire is plastically deformed by the ironing means, and the collision energy absorbing means absorbs the secondary collision energy of the occupant. Energy absorption amount adjusting means for changing the absorption amount of Therefore, for example, when the driver's weight is large, the operating load is increased by increasing the amount of squeezing of the energy absorbing member. On the other hand, when the driver's weight is small, the squeezing amount of the energy absorbing member is decreased. Thus, the operating load can be reduced and the steering column can be moved forward appropriately.

FIG. 45 is a side view showing a compartment side portion of the steering device according to the first embodiment of the present invention. A member indicated by reference numeral 701 in the drawing is a steering column, and holds the upper steering shaft 703 so as to be rotatable. A steering wheel 705 is attached to the upper end of the upper steering shaft 703, and a lower steering shaft 709 is connected to the lower end via a universal joint 707. 45, reference numeral 711 denotes a column cover that covers the upper portion of the steering column 701, reference numeral 713 denotes a dashboard that partitions the vehicle compartment and the engine room, and reference numeral 715 is used for a tilt operation of the steering column 701. A tilt lever is shown.

In the steering column 701, a steel plate distance bracket 723 is welded and joined to a substantially central portion of a steel tube column tube 721, and a steel plate plate bracket 725 is also attached to a front portion (left side in FIG. 45 ) of the distance bracket 723 . Are manufactured by welding. The distance bracket 723 is held by a tilt bracket 727 of a steel plate welded structure fixed to the vehicle body side member 717, and is clamped and fixed with a predetermined fastening force by a tilt bolt 729 and a nut 731 that penetrate the tilt bracket 727. Has been. The steering column 701 is fitted and held in a lower bracket 733 fixed to the vehicle body side member 717 at the front portion thereof, and is positioned in the axial direction by a rubber bush 735 that also serves as a tilt hinge. A member denoted by reference numeral 737 in FIG. 45 is an energy absorbing plate made of a strip steel plate, and is a component of the collision energy absorbing mechanism 739.

  In this steering apparatus, when the driver rotates the steering wheel 705, the rotational force is transmitted to a steering gear (not shown) via the upper steering shaft 703 and the lower steering shaft 709. The steering gear incorporates a rack and pinion mechanism or the like that converts rotational input into linear motion, and steering is performed by changing the steering angle of the wheel via a tie rod or the like. In addition to the rack and pinion type, various types of steering gears such as a ball screw type and a worm roller type are known.

  46 is an enlarged view of a portion Q in FIG. 45, FIG. 47 is a view taken along arrow R in FIG. 46, and FIG. 48 is a cross-sectional view taken along the line SS in FIG. As shown in these drawings, the energy absorption plate 737 has a rear portion divided into a center lip 745 and left and right side lips 747 and 749 by a pair of left and right slits 741 and 743, and a rear end portion of the center lip 745 is formed. The left and right side lips 747 and 749 are bent into a U shape and are connected to the plate bracket 725 while being wound and fixed to the tilt bolt 729. A reference numeral 751 in FIGS. 46 to 48 indicates an electromagnetic actuator (hereinafter referred to as a solenoid) driven and controlled by an ECU (electronic control unit) 753.

  As shown in FIG. 48, the right side lip 749 of the energy absorbing plate 737 is fixed to the plate bracket 725 by a rivet 755. On the other hand, the left side lip 747 of the energy absorbing plate 737 is connected to the plate bracket 725 via a plunger 759 of a solenoid 751 fitted into a through hole 757 formed at the end thereof. In addition to the seat position sensor 761, at least one sensor such as a weight sensor 762, a vehicle speed sensor 763, an occupant position sensor 764, a seat belt wearing sensor 765, and the like is connected to the ECU 753.

Hereinafter, the operation of the first embodiment will be described.

  When the automobile starts running, the ECU 753 repeatedly calculates the target operating load of the collision energy absorbing mechanism 739 at a predetermined control interval based on the detection signals of the various sensors 761 to 765 described above. For example, when the driver's weight is relatively large, or when the driver's weight is relatively small and the vehicle speed is high, the kinetic energy of the driver at the time of collision increases, so the target operating load also increases. Then, the ECU 753 does not output a drive current to the solenoid 751 and keeps the plunger 759 protruding from the solenoid 751 as shown in FIG. As a result, the left side lip 747 is connected to the plate bracket 725 by the plunger 759 fitted in the through hole 757.

  In this state, when the vehicle collides with another vehicle or an obstacle on the road, the driver has a secondary collision with the steering wheel 5 due to inertia, and due to the impact, FIG. 49 and FIG. 50 (T arrow view in FIG. 49). As shown in FIG. 5, the distance bracket 723 is detached forward from the tilt bracket 731, while the front portion of the column tube 721 breaks the rubber bush 735 and the steering column 701 starts moving forward.

  Then, the left and right side lips 747 and 749 connected to the plate bracket 725 move forward with respect to the center lip 745 fixed to the tilt bolt 729 while changing the bending position. As a result, the energy absorbing plate 737 is broken in the form of being torn at the portions of the left and right slits 741 and 743, and combined with resistance to bending deformation, a relatively large secondary collision energy is absorbed. FIG. 51 is a graph showing the relationship between the movement stroke of the collision energy absorbing mechanism 739 and the operating load, and the solid line in FIG. 51 shows the test result at this time (at the time of a large operating load).

  On the other hand, when the driver is a small woman or the like having a relatively small weight, the kinetic energy of the driver at the time of the collision is also reduced, so that the target operating load calculated by the ECU 753 is also reduced. Then, the ECU 753 outputs a drive current to the solenoid 751 and causes the plunger 759 to be magnetically attracted into the solenoid 751 as shown in FIG. As a result, the engagement of the plunger 759 with respect to the through hole 757 is released, and the connection between the left side lip 747 and the plate bracket 725 is broken.

  In this state, when the automobile collides with another automobile or an obstacle on the road, the steering column 701 moves away and advances in the same process as described above. However, in this case, since the left side lip 747 is not locked to the plunger 759, the left side lip 747 is attached to the plate bracket 725 as shown in FIGS. Leave and move forward while maintaining the original shape.

  Therefore, the energy absorbing plate 737 is broken only at the portion of the right slit 743 as the right side lip 749 moves forward with respect to the center lip 745, and the amount of secondary collision energy absorbed is reduced. As a result, even if the driver is a small woman or the like, the steering column 701 is smoothly advanced, and a large impact is not applied to the chest and head of the driver. The broken line in FIG. 51 shows the test result at this time (at the time of a small operating load), and it can be seen that the small operating load is significantly smaller than the large operating load.

55 is a side view of the main part of the steering device according to the second embodiment of the present invention, FIG. 56 is a view taken along the arrow V in FIG. 55, and FIG. is there. As shown in these drawings, the overall configuration of the second embodiment is substantially the same as that of the first embodiment described above, but the structure and operation of the collision energy absorbing mechanism 739 are different. That is, in the second embodiment, the right side lip 749 of the energy absorbing plate 737 is also connected to the plate bracket 725 via the plunger 803 of the solenoid 801 that is driven and controlled by the ECU 753, similarly to the left side lip 747. Further, a known energy absorbing wire 805 wound around a tilt bolt 729 is connected to the distance bracket 723. In the second embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals.

Hereinafter, the operation of the second embodiment will be described.

  When the vehicle starts running, the ECU 753 repeatedly calculates the target operating load of the collision energy absorbing means at a predetermined control interval based on the detection signals of the various sensors 761 to 765 described above. For example, when the driver's weight is relatively large, or when the driver's weight is relatively small and the vehicle speed is high, the kinetic energy of the driver at the time of collision increases, so the target operating load also increases. Then, the ECU 753 does not output a drive current to the solenoid 751 and keeps the plungers 759 and 803 protruding from the solenoids 751 and 801 as shown in FIG. As a result, the left and right side lips 747 and 749 are connected to the plate bracket 725 by the plungers 759 and 803 fitted in the through holes 757 and 807.

  In this state, when the vehicle collides with another vehicle or an obstacle on the road, the driver has a secondary collision with the steering wheel 705 due to inertia, and the impact is shown in FIGS. 58 and 59 (as viewed in the direction of arrow X in FIG. 58). As shown in FIG. 5, the distance bracket 723 is detached forward from the tilt bracket 731, while the front portion of the column tube 721 breaks the rubber bush 735 and the steering column 701 starts moving forward.

  Then, the left and right side lips 747 and 749 connected to the plate bracket 725 move forward with respect to the center lip 745 fixed to the tilt bolt 729 while changing the bending position. As a result, the energy absorbing plate 737 is broken in such a manner that it is torn at the portions of the left and right slits 741 and 743, and in combination with the resistance to bending deformation and the squeezing resistance of the energy absorbing wire 805, a relatively large secondary collision energy. Absorption is realized. FIG. 60 is a graph showing the relationship between the movement stroke of the collision energy absorbing mechanism 739 and the operating load, and the solid line in the figure shows the test result at this time (at the time of a large operating load).

  Further, when the driver is a small woman having a relatively small weight, the kinetic energy of the driver at the time of the collision is relatively small, so the target operating load calculated by the ECU 753 is also small. Then, ECU 753 outputs a drive current to both solenoids 751 and 801 and causes plungers 759 and 803 to be magnetically attracted into solenoid 751 as shown in FIG. As a result, the engagement of the plungers 759 and 803 with the through holes 757 and 805 is released, and the connection between the left and right side lips 747 and 749 and the plate bracket 725 is broken.

  In this state, when the automobile collides with another automobile or an obstacle on the road, the steering column 701 moves away and advances in the same process as described above. However, in this case, since the left and right side lips 747 and 749 are not locked to the plungers 759 and 803, the left and right side lips 747 are shown in FIG. 62 and FIG. 63 (as viewed from the arrow Y in FIG. 62). , 749 move away from the plate bracket 725 and move forward while maintaining the original shape.

  For this reason, the energy absorbing plate 737 is not broken, and only the resistance when the energy absorbing wire 805 is rubbed against the tilt bolt 729 is generated, so that the amount of absorption of the secondary collision energy is reduced. As a result, even if the driver is a small woman or the like, the steering column 701 is smoothly advanced, and a large impact is not applied to the chest and head of the driver. The broken line in FIG. 60 shows the test result at this time (at the time of a small operating load), and it can be seen that the small operating load is significantly smaller than the large operating load.

  On the other hand, when the driver has a standard weight or the like, the kinetic energy of the driver at the time of the collision is medium, so the target operating load calculated by the ECU 753 is also medium. Then, the ECU 753 outputs a drive current to one solenoid (in this embodiment, the solenoid 751), and attracts the plunger 759 into the solenoid 751 by magnetic force as shown in FIG. As a result, the engagement of the plunger 759 with respect to the through hole 757 is released, and the connection between the left side lip 747 and the plate bracket 725 is broken.

  In this state, when the automobile collides with another automobile or an obstacle on the road, the steering column 701 moves away and advances in the same process as described above. However, in this case, since the left side lip 747 is not locked to the plunger 759, the left side lip 747 is attached to the plate bracket 725 as shown in FIGS. Leave and move forward while maintaining the original shape.

  Therefore, the energy absorbing plate 737 is broken only at the portion of the right slit 743 as the right side lip 749 moves forward with respect to the center lip 745, and the amount of secondary collision energy absorbed is reduced. As a result, medium collision energy absorption is realized during the secondary collision of the driver. The two-dot chain line in FIG. 60 shows the test result at this time (at the time of medium operating load).

FIG. 67 is a plan sectional view of a steering apparatus according to an eleventh reference example of the present invention. FIG. 68 (a) is a graph showing the relationship between the moving stroke of the variable ironing device and the operating load, and the relationship between the moving stroke of the part of the column excluding the variable ironing device and its starting load, and FIG. FIG. 68 is a graph showing the relationship between the movement stroke of the entire column and the operating load when the start time of the ironing load is not delayed, and FIG. 68 (c) is the entire column when the start time of the ironing load is delayed. It is a graph which shows the relationship between the movement stroke of this and an operation load.

The eleventh reference example is different from the fifth reference example (FIGS. 18 to 30) in that a bending portion M is provided between the fixing portion (tilt bolt 133) of the energy absorbing plate 161 and the variable ironing device 163. Is different.

  By adding this bending part M, the ironing load of the ironing pins 197 and 199 is not generated until the bending part M is fully extended, and the start-up time of the ironing load can be delayed.

  The effect of delaying the start-up time of the ironing load will be described with reference to FIGS. 68 (a) (b) (c). Generally, when the steering column collapses, in addition to the load due to the energy absorbing member, there is a moving start load that occurs when the column main body is detached from the vehicle body fixing portion. FIG. 68 (a) shows the detachment load of the column main body with a dotted line in addition to the two types by variable energy absorption. If the start-up time of the ironing load is not delayed, as shown in FIG. 68 (b), the separation load of the column main body and the energy absorption load overlap with each other, and the overall movement load increases. As the load on the entire column increases, the impact on the driver increases. Therefore, when the start-up time of the ironing load is delayed, as shown in FIG. 68 (c), the separation load of the column and the load of the energy absorbing member do not overlap, and the movement start load can be reduced.

  Thus, by providing the bending part M and delaying the start-up time of energy absorption by the energy absorption plate 161, the movement of the collapse becomes smooth, and the effect of adjusting the energy absorption amount can be further enhanced.

FIG. 69 is a side view of a steering apparatus according to a twelfth reference example of the present invention. 70 is a plan sectional view of the steering device shown in FIG.

12 reference example book, 11th reference example and for delaying the rise timing of the load ironing Similarly, holes examples fifth reference point was changed to long hole N of the energy absorbing plate 161 to interpolate through the tilt bolt 133 (FIGS. 18 to 30).

  That is, when collapsing, the energy absorbing plate 161 moves forward with the column body. Since the tilt bolt 133 is fixed to the vehicle body side, when the tilt bolt 133 contacts the vehicle rear side of the long hole N, the ironing by the ironing pins 197 and 199 starts.

Thus, by providing the long hole N and delaying the start-up time of the energy absorption by the energy absorption plate 161, the movement of the collapse becomes smooth as in the eleventh reference example, and the effect of adjusting the energy absorption amount is obtained. It can be further enhanced.

FIG. 71 is a side view of a steering device according to a thirteenth reference example of the present invention (corresponding to FIG. 24 of the fifth reference example ). FIG. 72 is a graph showing the relationship between the moving stroke of the variable ironing device and the operating load.

The thirteenth reference example is different from the fifth reference example (FIGS. 18 to 30) in that the widths of the U-shaped bent portions 193 and 195 of the energy absorbing plate 161 are narrowed.

That is, as shown in FIG. 71, notches P,... P are formed on both edges of the U-shaped bent portions 193, 195 of the energy absorbing plate 161, respectively, and the width of the U-shaped bent portions 193, 195 is formed. Is narrowed. As a result, as shown in FIG. 72, the moving load of the variable ironing device 163 can be reduced, so that the collapse can be smoothly started. In FIG. 72, the dotted line is a graph corresponding to the fifth reference example .

73 (a) and 73 (b) are side views of the steering device according to the fourteenth reference example of the present invention, respectively. 74 (a) and 74 (b) are graphs showing the relationship between the moving stroke of the variable ironing device and the operating load in the case of FIGS. 73 (a) and 73 (b), respectively.

The fourteenth reference example is different from the fifth reference example (FIGS. 18 to 30) in that the width of the energy absorbing plate 161 is changed on the way.

  That is, as shown in FIG. 73A, the width of the intermediate portion of the energy absorbing plate 161 is narrowed. In this way, since the load is reduced when the width is narrowed, as shown in FIG. 74 (a), the load is low in the first half of the moving stroke, and the load gradually increases in the second half as shown in FIG. Can be characteristic.

  Further, as shown in FIG. 73 (b), the width of the intermediate portion of the energy absorbing plate 161 is widened. As shown in FIG. 74 (b), the load increases when the width is increased in this way, so that the load is high in the first half of the movement stroke and the load gradually decreases in the second half. Can be characteristic.

This is the end of the description of the specific embodiment and the reference example , but the aspect of the present invention is not limited to the above-described embodiments. For example, in each of the above embodiments, the ECU controls the energy absorption amount adjusting means. However, the driver may perform switching using a manual switch or the like. A mechanical switching mechanism can also be employed. Alternatively, the calculation switching timing is set at a predetermined interval, but when a change signal that can change the load setting condition is received, for example, when the seat belt is detached, when the seat position is adjusted, when the vehicle speed changes, It may be when the movement of the shift lever from the parking position is confirmed. In addition, the specific configuration and the like of the steering column device and the absorbed energy varying means can be appropriately changed without departing from the gist of the present invention.

In the first and second embodiments described above, the energy absorption characteristic indicating the relationship between the stroke and the collapse load shown in FIG. 7 and the like is a static load characteristic. Compressed at a constant speed of / min and measured the relationship between stroke and collapse load.

Furthermore, in the above-described embodiment and the first to thirteenth reference examples , the energy absorption load is substantially constant with respect to the progress of the collapse stroke after rising. In FIG. 74A of the fourteenth reference example , the energy absorption load gradually increases with the progress of the collapse stroke after being substantially constant after rising. Further, in FIG. 74B of the fourteenth reference example , the energy absorption load gradually decreases as the collapse stroke progresses after being substantially constant after rising. The static load characteristic in any case may be sufficient as this invention.

  This static load characteristic will be described below. In the case shown in FIG. 75 (a), the energy absorption load is substantially constant with respect to the progress of the collapse stroke after the inflection points (circles) of the two types of static load characteristics. In the case of a structure having a sufficient margin for the collapse stroke, an energy absorption amount appropriate for a large or small physique can be obtained. Note that the constant value of the load is not strictly constant, and includes some load fluctuation and inclination. Further, at the time of rising, either linear or non-linear may be used.

  The case shown in FIG. 75 (b) is a case where a difference of at least twice is given to the large absorption load (F2) and the small absorption load (F1). When the column collapses, the cowl, harness, etc. drag the load in addition to the column alone, but in order to make a difference of 2 times or more between the two loads, the column alone has 2F1 <F2 as shown in the figure. It is necessary to be. This can be realized by making the second wire linear with two wires.

  In the case shown in FIGS. 76 (a), 76 (b) and 77, the energy absorption load gradually increases with the progress of the collapse stroke after the inflection points (circles) of the two types of static load characteristics. Yes. In this case, for example, in the case of a structure that does not have a sufficient margin for the collapse stroke, a peak load will occur if the full stroke and bottoming occur, but by gradually increasing the load in the latter half of the stroke, Peaks can be eliminated. As shown in FIG. 76 (a), it may be nonlinear, as shown in FIG. 76 (b), it may be linear, and as shown in FIG. 77, it is almost constant. It may increase later.

[The invention's effect]
According to the present invention, in an impact absorption type steering column device having a collision energy absorbing means for absorbing a secondary collision energy of a passenger at the time of a vehicle collision, the amount of absorption of the secondary collision energy by the collision energy absorbing means is reduced. An energy absorption amount adjusting means for changing, at least one sensor for detecting a state of the occupant or the vehicle, and an electric control means for driving and controlling the energy absorption amount adjusting means based on a detection result of the sensor. Therefore, for example, when the driver's weight is large or the vehicle speed is high, the control means drives and controls the energy absorption amount adjusting means to increase the collapse load at which the collision energy absorbing means operates. When the body weight is small or the vehicle speed is low, the collision energy absorbing means is activated. Reducing the load, it can be made to collapse the collapsible column is properly performed.

It is a side view which shows the compartment side part of the steering device which concerns on a 1st reference example . It is the A section enlarged view in FIG. It is a B arrow line view in FIG. It is CC sectional drawing in FIG. It is explanatory drawing which shows the relationship of the steel ball hold | maintained at the 1st, 2nd metal ball holding cylinder. It is a side view which shows the action | operation of a collapsible column. It is a graph which shows the relationship between the movement stroke of an outer column, and a collapse load. It is a transverse cross section showing the important section of the steering device concerning the 2nd reference example . It is a side view which shows the steering device which concerns on a 3rd reference example . It is a longitudinal cross-sectional view which shows the principal part of the steering apparatus which concerns on a 4th reference example . It is a side view which shows the 1st, 2nd metal ball holding cylinder which concerns on the reference example . It is DD sectional drawing in FIG. It is EE sectional drawing in FIG. It is explanatory drawing which shows the effect | action of the 4th reference example . It is explanatory drawing which shows the effect | action of the 4th reference example . It is explanatory drawing which shows the effect | action of the 4th reference example . It is explanatory drawing which shows the effect | action of the 4th reference example . It is a side view which shows the compartment side part of the steering device which concerns on a 5th reference example . It is a side view which shows the shock absorption type steering column apparatus which concerns on the reference example . It is a F arrow line view in FIG. FIG. 20 is an enlarged GG sectional view in FIG. 19. It is expanded HH sectional drawing in FIG. FIG. 20 is an enlarged II cross-sectional view in FIG. 19. It is JJ sectional drawing of FIG. It is KK sectional drawing in FIG. It is explanatory drawing which shows the effect | action of the 5th reference example . It is explanatory drawing which shows the effect | action of the 5th reference example . It is the L arrow line view in FIG. It is explanatory drawing which shows the effect | action of the 5th reference example . It is explanatory drawing which shows the effect | action of the 5th reference example . It is a principal part sectional side view of the steering device concerning the 6th reference example . FIG. 32 is a view on arrow M in FIG. 31. It is a principal part cross-sectional view of the steering device which concerns on a 7th reference example . It is explanatory drawing which shows the effect | action of the 7th reference example . It is a principal part cross-sectional view of the steering device which concerns on an 8th reference example . It is N arrow line view in FIG. It is a principal part cross-sectional view of the steering device which concerns on a 9th reference example . It is OO expanded sectional drawing in FIG. It is PP expanded sectional drawing in FIG. It is explanatory drawing which shows the effect | action of the 9th reference example . It is a graph which shows the relationship between the moving stroke of a variable ironing apparatus, and an operating load. It is explanatory drawing which shows the effect | action of the 9th reference example . It is explanatory drawing which shows the effect | action of the 9th reference example . It is a principal part cross-sectional view of the steering apparatus which concerns on a 10th reference example . It is a side view which shows the compartment side part of the steering device which concerns on 1st Embodiment of this invention . It is the Q section enlarged view in FIG. FIG. 47 is a view on arrow R in FIG. 46. It is SS sectional drawing in FIG. It is explanatory drawing which shows the effect | action of 1st Embodiment. It is a T arrow line view in FIG. It is a graph which shows the relationship between the movement stroke of a collision energy absorption mechanism, and an operating load. It is explanatory drawing which shows the effect | action of 1st Embodiment. It is explanatory drawing which shows the effect | action of 1st Embodiment. It is a U arrow line view in FIG. It is a principal part side view of the steering device which concerns on 2nd Embodiment of this invention . It is a V arrow directional view in FIG. It is WW sectional drawing in FIG. It is explanatory drawing which shows the effect | action of 2nd Embodiment. FIG. 59 is a view on arrow X in FIG. 58. It is a graph which shows the relationship between the movement stroke of a collision energy absorption mechanism, and an operating load. It is explanatory drawing which shows the effect | action of 2nd Embodiment. It is explanatory drawing which shows the effect | action of 2nd Embodiment. It is a Y arrow line view in FIG. It is explanatory drawing which shows the effect | action of 2nd Embodiment. It is explanatory drawing which shows the effect | action of 2nd Embodiment. FIG. 66 is a view on arrow Z in FIG. 65. It is a plane sectional view of a steering device concerning the 11th reference example of the present invention. (A) is a graph showing the relationship between the moving stroke of the variable ironing device and the operating load, and the relationship between the moving stroke of the column part excluding the variable ironing device and its starting load, and (b) is the ironing load. It is a graph which shows the relationship between the movement stroke of the whole column when not starting the start-up time of a column, and an operating load, (c) is the movement stroke and the operation load of the whole column when the start-up time of an ironing load is delayed It is a graph which shows the relationship. It is a side view of the steering device concerning the 12th reference example of the present invention. FIG. 70 is a cross-sectional plan view of the steering device shown in FIG. 69. It is a side view of the steering device concerning the 13th reference example of the present invention (it is a figure equivalent to Drawing 24 of the 5th reference example ). It is a graph which shows the relationship between the moving stroke of a variable ironing apparatus, and an operating load. (A) and (b) are side views of a steering device according to a fourteenth reference example of the present invention, respectively. (A) (b) is a graph which shows the relationship between the movement stroke of a variable ironing apparatus in the case of FIG. 73 (a) and (b), and an operating load, respectively. (A) (b) is a graph which shows the static load characteristic of a stroke and an operating load, respectively. (A) (b) is a graph which shows the static load characteristic of a stroke and an operating load, respectively. It is a graph which shows the static load characteristic of a stroke and an operating load.

Explanation of symbols

1 Collapsible column 3 Outer column 5 Inner column 7 Collision energy absorption mechanism 21 Upper steering shaft 35 First metal ball holding cylinder 37 Second metal ball holding cylinder 39 Holding cylinder drive unit 41, 43 ... Steel ball 57 ... ECU
59 ... Electromagnetic actuator 61 ... Plunger 63 ... Drive arm 77 ... Drive projection 79 ... Straight groove 85 ... Electric motor 87 ... Worm pinion 101 ... Shock absorbing steering column device 103 ... Car body side member 109 ... upper steering shaft 111 ... steering wheel 121 ... steering column 123 ... column tube 125 ... upper distance bracket 127 ... lower distance bracket 131 ... tilt bracket 133 ... tilt bolt 151 ... pivot bracket 153 ... Pivot bolt 161 ... energy absorbing plate 163 ... variable ironing device 167 ... housing 169 ... slide block 170 ... ECU
171 ... Electromagnetic actuator 179 ... Plunger 181 ... Coil springs 185 and 187 ... Guide plates 189 and 191 ... U-shaped recesses 193 and 195 ... U-shaped bent part 197 ... Fixed side ironing pin 199 ... Movement Side ironing pins 201, 203 ... Long hole 211 ... Energy absorbing wire 221 ... Semicircular recess 231 ... Fixed side ironing ball 233 ... Moving side ironing ball 541 ... Electric motor 543 ... Step part 547 ... Male screw shaft 549 ... Female screw 553 ... Position sensor 661 ... Inclined surface 701 ... Steering column 703 ... Upper steering shaft 705 ... Steering wheel 721 ... Column tube 723 ... Distance bracket 725 ... Plate bracket 727 ... Tilt bracket 729 ... Tilt DOO 737 ‥‥ energy absorbing plate 739 ‥‥ collision energy absorbing mechanism 741, 743 ‥‥ slit 745 ‥‥ center lip 747 ‥‥ left lip 749 ‥‥ right lip 751 ‥‥ electromagnetic actuator 753 ‥‥ ECU
759 ... Plunger 801 ... Electromagnetic actuator 803 ... Plunger M ... Bending part N ... Long hole P ... Notch

Claims (19)

An impact absorption type steering column device provided with a collision energy absorbing means for absorbing a secondary collision energy of an occupant at the time of a vehicle collision,
Energy absorption amount adjusting means for changing the amount of secondary collision energy absorbed by the collision energy absorbing means;
At least one sensor for detecting a state of the occupant or the vehicle;
An impact-absorbing steering column apparatus, comprising: an electric control unit that drives and controls the energy absorption amount adjusting unit based on a detection result of the sensor. It has a collapsible column that supports the steering shaft in a rotatable manner and shortens it by a predetermined collapse load,
The collapsible column is
Outer column,
An inner column that fits inside the outer column and enters the outer column when the collapsible column is shortened;
The collision energy absorbing means is interposed between the outer column and the inner column, and when the collapsible column is shortened, a plastic groove is formed in at least one of the outer column and the inner column by a plurality of metal balls. The shock absorbing type steering column device according to claim 1, wherein the shock absorbing type steering column device is formed. The plurality of metal spheres are composed of a first metal sphere group held by the first metal sphere holding means and a second metal sphere group held by the second metal sphere holding means,
As the energy absorption amount adjusting means, the angle phase of a part or all of the metal spheres in the first metal sphere group with the collapsible column as an axis coincides with the metal spheres in the second metal sphere group or 3. The shock absorbing steering column apparatus according to claim 2, further comprising holding means rotation driving means for rotating at least one of the first metal sphere holding means and the second metal sphere holding means. . A steering column that rotatably supports the steering shaft;
A vehicle body side bracket that is fixed to the vehicle body side to support the steering column and that allows the steering column to be detached when an impact load of a predetermined value or more is applied;
The collision energy absorbing means is provided between the steering column and the vehicle body side bracket, and an energy absorbing member made of a metal plate or a metal wire as a raw material is plastically deformed by a squeezing means as the steering column moves. The shock absorbing type steering column device according to claim 1, wherein:   The ironing means is a metal rod or a metal sphere, and the energy absorption amount adjusting means changes at least one of a plastic deformation portion and a plastic deformation amount of the energy absorbing member by the ironing means. 4. The shock absorbing steering column device according to 4. A steering column that rotatably supports the steering shaft;
A vehicle body side bracket that is fixed to the vehicle body side to support the steering column and that allows the steering column to be detached when an impact load of a predetermined value or more is applied;
The collision energy absorbing means is provided between the steering column and the vehicle body side bracket, and breaks or bends and breaks the energy absorbing member made of a metal plate as the steering column moves. The shock absorbing type steering column apparatus according to claim 1, wherein It has a collapsible column that supports the steering shaft in a rotatable manner and shortens it by a predetermined collapse load,
The collapsible column is
Outer column,
An inner column that fits into the outer column and enters the outer column when the collapsible column is shortened;
And a plurality of plastic grooves formed between at least one of the outer column and the inner column so as to absorb collision energy when the collapsible column is shortened. In the shock-absorbing steering column device composed of metal balls,
An impact absorption type steering column device comprising energy absorption amount adjusting means for changing the absorption amount of the collision energy. The plurality of metal spheres are composed of a first metal sphere group held by the first metal sphere holding means and a second metal sphere group held by the second metal sphere holding means,
As the energy absorption amount adjusting means, the angle phase of a part or all of the metal spheres in the first metal sphere group with the collapsible column as an axis coincides with the metal spheres in the second metal sphere group or 8. The shock absorbing steering column apparatus according to claim 7, further comprising holding means rotation driving means for rotating at least one of the first metal sphere holding means and the second metal sphere holding means to make the difference. . A steering column that rotatably supports the steering shaft;
A vehicle body side bracket that is fixed to the vehicle body side to support the steering column and that allows the steering column to be detached when an impact load of a predetermined value or more is applied,
A secondary collision of an occupant is provided between the steering column and the vehicle body side bracket by plastically deforming an energy absorbing member made of a metal plate or metal wire with a squeezing means as the steering column moves. In an impact absorption type steering column device having a collision energy absorbing means for absorbing energy,
An impact absorption type steering column device comprising energy absorption amount adjusting means for changing the absorption amount of the collision energy.   The ironing means is a metal rod or a metal sphere, and the energy absorption amount adjusting means changes at least one of a plastic deformation portion and a plastic deformation amount of the energy absorbing member by the ironing means. 9. The shock absorbing steering column device according to 9. A steering column that rotatably supports the steering shaft;
A vehicle body side bracket that is fixed to the vehicle body side to support the steering column and that allows the steering column to be detached when an impact load of a predetermined value or more is applied,
A secondary collision energy of the occupant is reduced by breaking or bending the energy absorbing member provided between the steering column and the vehicle body side bracket and made of a metal plate as the steering column moves. In an impact absorption type steering column device having a collision energy absorbing means for absorbing,
An impact absorption type steering column device comprising energy absorption amount adjusting means for changing the absorption amount of the secondary collision energy.   The shock absorption type steering column apparatus according to any one of claims 1 to 11, wherein the energy absorption amount adjusting means uses an electromagnetic actuator as a drive source.   The impact absorption type steering column apparatus according to any one of claims 1 to 11, wherein the energy absorption amount adjusting means uses an electric motor as a drive source.   The shock absorption type according to any one of claims 1 to 13, wherein the energy absorption amount adjusting means changes the absorption amount of the secondary collision energy by the energy absorption means in at least three stages. Steering column device.   The said energy absorption amount adjustment means changes the absorption amount of the said secondary collision energy by the said energy absorption means steplessly, It is any one of Claim 1, 4, 5, 9, 10 characterized by the above-mentioned. Shock-absorbing steering column device. The energy absorption amount adjustment means changes the amount of absorption of the secondary collision energy by the energy absorption means to two or more types,
The energy absorption load after the inflection point of the two or more types of energy absorption characteristics is substantially constant with respect to the progress of the collapse stroke, according to any one of claims 1 to 13. Shock absorbing steering column device. The energy absorption amount adjustment means changes the amount of absorption of the secondary collision energy by the energy absorption means to two or more types,
The energy absorption load gradually increases with the progress of the collapse stroke after the inflection point of the two or more kinds of energy absorption characteristics, according to any one of claims 1 to 13, Shock absorbing steering column device. Has two kinds of energy absorption characteristics,
After the inflection point of these two types of energy absorption characteristics,
The shock absorbing steering column apparatus according to any one of claims 1 to 13, wherein the large load characteristic has a collapse load that is twice or more that of the small load characteristic.   It has two or more types of energy absorption characteristics, and these two or more types of energy absorption characteristics are made to delay the start-up time of energy absorption, It is characterized by the above-mentioned. Shock absorbing steering column device.

Images