JP4093043B2 - Steering member - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a steering member, and in particular, to an improvement in a structure that absorbs energy of a load applied to a rear of a vehicle body that is input from a steering column shaft via a shaft support portion.
[0002]
[Prior art]
A steering column shaft to which a steering wheel for steering a vehicle is connected is supported by a steering member provided in a vehicle compartment, and the steering member includes a member body of a hollow round bar extending in the vehicle width direction. And a vehicle body mounting bracket (vehicle body coupling portion) welded to both ends of the member main body. A shaft support portion for supporting the steering column shaft is welded to the member main body, and the vehicle body mounting brackets at both ends are fastened. The fastening member such as a bolt and a nut is fastened and fixed to a vehicle body structure such as a left and right lower pillar of the vehicle body.
[0003]
By the way, although the said steering member manufactures the hollow round bar which makes a member main body, the shaft support part, and two vehicle body mounting brackets, respectively, after joining each by welding, it reduces a number of parts and manufacturing cost. For example, it has been proposed to manufacture a steering member as an integral body by a die casting method (Patent Document 1).
[0004]
In a steering member by such a die casting method, the member body has a plurality of connecting plates which are arranged in the vehicle width direction with two main plates extending in the vehicle width direction and spaced apart from each other in the vertical direction and facing each other. It has a structure joined by a plate.
[0005]
[Patent Document 1]
JP-A-8-67272 [0006]
[Problems to be solved by the invention]
By the way, in the steering member in which the member body is formed by the main plate and the connecting plate described above, when an impact load is input from the steering column shaft toward the rear of the vehicle body via the shaft support portion, Stress concentrates most in a specific section (for example, the section closest to the shaft support portion) divided into a plurality of sections, and only the section is greatly deformed, and the energy of the impact load is distributed to the entire steering member. There is a possibility that it cannot be absorbed efficiently.
[0007]
The present invention has been made in view of the above circumstances, and an object thereof is to provide a steering member that can efficiently absorb an impact load input from a steering column shaft via a shaft support portion.
[0008]
[Means for Solving the Problems]
In order to solve the above-mentioned problem, a steering member according to the present invention relates to a steering member in which a plurality of main plates are partitioned into a plurality of sections in the vehicle width direction by a plurality of connecting plates, and the main plate is deformed in a section where stress is most concentrated. Provide a deformation restricting section to restrict the deformation of the main plate in the section to a predetermined amount, increase the rigidity of the section, and move the deformation due to the input load to other stress concentration sections in order to input the entire steering member It efficiently absorbs the energy of the load.
[0009]
That is, the steering member according to the present invention includes a plurality of main plates extending in the vehicle width direction and spaced apart in the vertical direction, and a plurality of connection plates arranged at intervals in the vehicle width direction and connecting the main plates to each other. A steering member provided with a shaft support portion for supporting a steering column shaft and a vehicle body coupling portion for coupling with a vehicle body on both sides of the shaft support portion is surrounded by two adjacent connecting plates and the main plate. Among the plurality of sections, at least in a section where stress is most concentrated by a load input to the shaft support section, a deformation restricting section that restricts deformation of a portion of the at least one main plate forming the section to a predetermined amount. It is formed.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, specific embodiments of a steering member according to the present invention will be described with reference to the drawings.
[0011]
FIG. 1 is a perspective view of a steering member 100 according to the present embodiment as viewed from the front left side of the vehicle body. FIGS. 2A, 2B, and 2C are arrows A, B, and C in FIG. Each figure by -C is shown.
[0012]
The illustrated steering member 100 extends in the vehicle width direction and is spaced apart in the vertical direction of the vehicle body and opposed to each other, and the upper and lower main plates 11 and 12 are disposed between the two main plates 11 and 12 with an appropriate interval in the vehicle width direction. The member main body 10 having a plurality of oblique ribs (connecting plates) 13, 14, 15, and 16 for connecting the main plates 11 and 12, and the lower pillar 310 of the vehicle body right RH provided at both ends of the member main body 10. And the vehicle body coupling portions 60 and 70 respectively coupled to the lower pillar 320 of the vehicle body left side LH, the shaft support portion 50 provided on the member main body 10 for supporting the steering column shaft 200, and the center of the member main body 10 in the vehicle width direction. And a center bracket 80 provided in the section.
[0013]
Here, in detail, the member main body 10 has shafts in sections S1, S2, S3, S4, S5,... Surrounded by two adjacent oblique ribs 13 (15), 14 (16) and main plates 11, 12. A vertical rib (deformation restricting portion) 20 that restricts the deformation of the portions forming the respective sections S1,... Of the main plates 11 and 12, including the section S1 closest to the support portion 50, is formed.
[0014]
The vertical ribs 20 are formed at substantially the center in the vehicle width direction of each of the sections S1,..., And the upper and lower ends thereof are between predetermined upper and lower main plates 11 and 12 (hereinafter referred to as gap amounts) L1 and L2. The gap 21 is provided.
[0015]
The gap amounts L1 and L2 are set in accordance with the deformation amounts of the main plates 11 and 12, which will be described later, and the deformation amounts of the main plates 11 and 12 and the inputs which will be described later according to the gap amounts L1 and L2. Since the degree of energy dispersion of the load f can be controlled, the gap amounts L1 and L2 can be set according to the assumed energy of the input load f.
[0016]
Further, a partition wall 18 is formed extending in the vehicle width direction at a rear position from the front end of each main plate 11, 12 (the center position in the vehicle longitudinal direction in FIG. 1), and connecting the two main plates 11, 12. As shown in FIG. 2C, the rib 20 is supported by the partition wall 18 and formed toward the vehicle body front side Fr.
[0017]
The partition wall 18 may be formed at any position as long as it is located behind the front ends of the main plates 11 and 12, and is limited to the form formed at the center position in the vehicle longitudinal direction of the main plates 11 and 12. It is not something.
[0018]
Therefore, for example, the partition wall 18 may be formed so as to connect the rear ends of the main plates 11 and 12.
[0019]
However, as will be described later, from the viewpoint of allowing energy to be absorbed by allowing the rear portions 11b and 12b of the main plates 11 and 12 to extend to some extent, the main plates 11 and 12 are provided at substantially the center position in the vehicle longitudinal direction. Is preferred.
[0020]
Further, each of the main plates 11 and 12 is formed in a curved shape having a radius of curvature R in the vehicle width direction so as to protrude toward the longitudinal rib 20 at each portion corresponding to each of the sections S1,.
[0021]
Moreover, the junction part 17 of each main plate 11 and 12 and each diagonal ribs 13-16 is the other part (general part) of each main plate 11 and 12, and the other part (general part) of each diagonal rib 13-16. It is formed thicker than.
[0022]
Next, the operation of the steering member 100 according to the present embodiment will be described.
[0023]
First, as shown in the plan view of FIG. 3A, in the steering member 100, the right vehicle body coupling portion 60 is fastened to the lower pillar 310 on the right side of the vehicle body by fastening members (not shown) such as fastening bolts and nuts. The left vehicle body coupling portion 70 is fastened to the lower pillar 320 on the left side LH of the vehicle body by a fastening member (not shown) and coupled to the vehicle body.
[0024]
Here, when an impact load is input from the front Fr to the vehicle body, a load f directed toward the rear Rr of the vehicle body is input to the steering column shaft 200 via an engine or other structure disposed in the engine room in front of the vehicle body. Is done.
[0025]
The rearward load f input to the steering column shaft 200 is input to the shaft support portion 50 of the steering member 100, and the steering member 100 has the shaft support portion 50 at the apex, both as shown in FIG. The vehicle body coupling portions 60 and 70 are fixed ends, and are bent and deformed to the vehicle body rear side Rr.
[0026]
Here, the section S1 closest to the shaft support portion 50 is a section where stress due to the input load is most easily concentrated as compared with the other sections S2, S3,... Will be described with reference to FIG.
[0027]
Note that the section S where the stress due to the input load is most concentrated is not necessarily limited to the section S1 closest to the shaft support 50, and when there is another section S where the stress is most concentrated, the stress is reduced. The most concentrated section may be applied as the section S1.
[0028]
For example, a section closest to the connecting portion between the center bracket 80 and the main plate 12 or a section closest to a place where the shapes of the main plates 11 and 12 change can be applied as a section where stress is most concentrated.
[0029]
4A is a plan view of the section S1, FIG. 4C is a cross-sectional view of the section S1 corresponding to FIG. 2C, and FIG. 4B is an arrow F (from the vehicle body front side Fr) in FIG. (Rear view), (d) is an arrow G in (c) (front view from the vehicle body rear side Rr).
[0030]
First, the main plate 11 in the section S1 (hereinafter, the lower main plate 12 has the same function as the upper main plate 11 and will be described with the upper main plate 11 as the center, and the description of the lower main plate 12 is omitted). Of these, a portion 11b (hereinafter referred to as a rear portion 11b) corresponding to the vehicle body rear side Rr extends in the plane of the main plate 11 as shown in FIG. 4D (length Lb (> L0: (The initial length)), the portion corresponding to the vehicle body front side Fr (hereinafter referred to as the front portion 11a) is deformed so as to be folded in a direction perpendicular to the surface of the main plate 11 as shown in FIG. Length La (<L0)).
[0031]
Here, the front portion 11a is formed so that the initial shape is convexly curved toward the vertical rib 20, and therefore, when deformed in the vertical direction, it is easy to deform in the convex direction, It is deformed toward the direction contacting the vertical rib 20.
[0032]
That is, the front portion 11a is deformed so that the curvature radius becomes a curvature radius R ′ smaller than the curvature radius R before deformation. Note that the radius of curvature R ′ does not mean a complete arc.
[0033]
The deformation of the main plate 11 increases as the input load energy increases. However, the main plate 11 deforms until the front portion 11a contacts the upper end surface of the vertical rib 20, and the front portion 12a of the main plate 12 If it deform | transforms until it contact | abuts to a lower end surface, this vertical rib 20 will support both the front side parts 11a and 12a, and both the front side parts 11a and 12a and the vertical rib 20 will become integral, and rigidity will increase.
[0034]
As a result, the front portions 11a and 12a are prevented from being deformed in the vertical direction, and the deformation of the vehicle body rear portions 11b and 12b is also prevented.
[0035]
Accordingly, it is possible to prevent the section S1 from being broken due to excessive deformation of the section S1.
[0036]
Further, when the energy of the load f remains, this energy passes from the section S1 closest to the shaft support 50 where stress is most concentrated to the adjacent sections S2 and S3 which are sections where stress is concentrated next. In the same manner as the section S1, it acts to be deformed.
[0037]
Then, the deformation of each of the sections S2 and S3 is stopped when the front portions 11a and 12a of the main plates 11 and 12 are deformed until they come into contact with the vertical ribs 20, similarly to the deformation of the section S1 described above.
[0038]
Then, the remaining energy is absorbed without breaking in each of the sections S2 and S3, and the energy absorption region is moved to the adjacent sections S4 and S5 which are sections where stress is concentrated next to these sections S2 and S3.
[0039]
The above operation is sequentially repeated in the sections Si (i = 1, 2,...) In which the stress concentration degree sequentially decreases, whereby the energy due to the load f is sequentially absorbed in each section Si.
[0040]
As a result, it is possible to avoid the concentration of a load to the extent that the section Si or portion breaks into a specific section Si or portion of the steering member 100, and the energy of the input load f is efficiently used by the steering member 100 as a whole. Can be absorbed.
[0041]
In addition, the joint portion 17 between the main plates 11 and 12 and the oblique ribs 13 to 16 is structurally more concentrated in stress than the general portion of the main plates 11 and 12 and the general portion of the oblique ribs 13 to 16. Since the portion 17 is formed thicker than the general portion, the breaking strength is stronger than the general portion, and the safety factor can be increased.
[0042]
Further, since the vertical rib 20 is provided not only in the section S1 closest to the shaft support portion 50 but also in each of the sections S2, S3,... Continuous from the section S1, each of the sections S2, S3,. The deformation amount of the main plates 11 and 12 can be controlled in the same manner as the section S1, and the deformation state of the entire steering member 100 is adjusted by adjusting the gap amounts L1, L2, and the sections S1, S2, S3,. The energy of the input load f can be effectively absorbed by the steering member 100 as a whole.
[0043]
In the present embodiment, the section S1 closest to the shaft support portion 50 is the section where the stress is most concentrated, and the sections S2 and S3 adjacent to the section S1 are the sections where the stress is concentrated next to the section S1. As described above, the degree of stress concentration is not necessarily the order of this embodiment.
[0044]
In such a case, the longitudinal rib 20 may be provided in at least the section S where stress is most concentrated regardless of whether or not the shaft support portion 50 is close.
[0045]
And when providing the vertical rib 20 also in divisions other than the division S where stress concentrates most, what is necessary is just to preferentially provide in order with high concentration degree of stress.
[0046]
The amount of deformation of the main plates 11 and 12, that is, the amount of absorbed energy can be controlled according to the gap amounts (distances) L 1 and L 2 of the gap 21 between the vertical ribs 20 and the main plates 11 and 12. A difference may be set in the gap amounts L1 and L2 for each S.
[0047]
For example, the gap amounts L1 and L2 for each section S may be set so that the deformation shape of the steering member 100 as a whole becomes a desired deformation shape, or set so that the energy absorption efficiency becomes the highest. Also good.
[0048]
In addition, partition walls 18 extending in the vehicle width direction are formed so as to connect the center line portions along the vehicle width direction of the main plates 11 and 12, and the vertical ribs 20 extend from the partition wall 18 toward the vehicle body front side Fr. Although it is formed, when the steering member 100 is bent and deformed toward the rear body Rr, the deformation toward the longitudinal rib 20 is mainly the front portions (vehicle body front portions) 11a and 12a of the main plates 11 and 12, By providing the vertical ribs 20 only on the front portions 11 a and 12 a from the partition wall 18, the vertical ribs 20 can be effectively functioned and rigidity can be increased by the partition walls 18.
[0049]
In the steering member 100 according to the present embodiment, the main plates 11 and 12 corresponding to the sections Si are formed with a curvature radius R toward the longitudinal rib 20, but the steering according to the present invention. A member is not limited to this form, Each main board 11 and 12 may be formed in the plane in the cross section in the vehicle width direction.
[0050]
However, in the embodiment of the curved shape as described above, the main plates 11 and 12 are easy to induce deformation in the convex direction when deformed, and therefore the deformation of the main plates 11 and 12 is changed to the vertical rib 20. It is possible to guide in a direction in which the main plates 11 and 12 are brought into contact with each other, and the deformation amount of the main plates 11 and 12 can be reliably regulated.
[0051]
Moreover, when the main plates 11 and 12 are deformed, the rear portions 11b and 12b of the main plates 11 and 12 are deformed in the extending direction, but the curved shape with the radius of curvature R is deformed into the planar shape shown in FIG. Energy can also be absorbed, and energy absorption efficiency can be improved.
[0052]
In the steering member 100 according to the present embodiment, portions 11m and 12m (hereinafter referred to as contact portions 11m and 12m) of the main plates 11 and 12 that contact the vertical rib 20 due to the above-described deformation are shown in FIG. As shown in FIG. 2, it is preferable that the main plates 11 and 12 are formed thicker than the general portions (other portions).
[0053]
When these abutting portions 11m and 12m abut against the vertical rib 20, stress concentrates more than the general portions other than the abutting portions 11m and 12m, but the plate thickness of the abutting portions 11m and 12m is thick. This is because the puncture strength is stronger than the general part and the safety factor can be increased.
[0054]
Further, the steering member 100 according to the present embodiment includes the main plates 11 and 12, the oblique ribs 13 to 16, the partition wall 18, the vertical rib 20, the vehicle body coupling portions 60 and 70, the shaft support portion 50, and the center bracket 80. Although the steering member according to the present invention is integrally formed by a die casting method in which a forming die is punched in a direction, the steering member according to the present invention is not limited to that integrally formed by such a die casting method. Even if the steering member is not integrally molded, the same operations and effects as the above-described embodiment can be obtained.
[0055]
However, in the case of being integrally molded like the steering member 100 of the present embodiment, the module (composite) makes it possible to reduce the manufacturing cost by reducing the weight by reducing the number of components or by reducing the integration work by welding or the like. Can be planned.
[0056]
Of course, even if only a part of all of these components, for example, only the main plates 11 and 12, the oblique ribs 13 to 16, the partition wall 18, and the vertical rib 20 are integrally formed by a die casting method or the like, weight reduction or Manufacturing costs can be reduced.
[0057]
【The invention's effect】
As described above, the steering member according to the present invention has a plurality of main plates, which extend in the vehicle width direction and are spaced apart in the vertical direction, by a plurality of connecting plates arranged at intervals in the vehicle width direction. Of the plurality of sections that are partitioned into a plurality of sections in the vehicle width direction and surrounded by two adjacent connecting plates and main plates, at least in the section where the stress is most concentrated by the load input to the shaft support portion. Since a deformation restricting portion that restricts the deformation of the main plate portion to a predetermined amount is formed, the load input from the steering column shaft toward the rear of the vehicle body via the shaft support portion is, for example, in the section closest to the shaft support portion. Entered first.
[0058]
Here, when the input load is a large impact load, the steering member is supported by the vehicle body at the vehicle body coupling portions on both sides of the shaft support portion, so stress on the shaft support portion of the steering member is concentrated. The part curves to the rear of the vehicle body, with the apex at both ends and the vehicle body coupling part as the fixed end.
[0059]
At this time, among the main plates in the section where stress is most concentrated, for example, the section closest to the shaft support portion, the rear part of the vehicle body extends in the plane of the main plate, and the front part of the vehicle body is folded in a direction perpendicular to the surface of the main plate. Deform.
[0060]
The main plate portion deformed in the direction perpendicular to the surface of the main plate abuts against the deformation restricting portion by deformation, and the deformed main plate portion is supported by the deformation restricting portion by the contact with the deformation restricting portion. Therefore, the rigidity is increased and the deformation in the direction perpendicular to the surface is stopped. As a result, the deformation of the main plate on the rear side of the vehicle body is also stopped.
[0061]
Further, when the energy of the load remains, this energy acts to deform the section where the stress is concentrated next, and similarly, the deformation is sequentially moved to the section where the degree of stress concentration is low. Thus, it is possible to avoid the concentration of the load that causes the section to break in a specific section of the steering member, and to efficiently absorb the energy of the input load in the entire steering member.
[Brief description of the drawings]
FIG. 1 is a perspective view of a steering member according to an embodiment of a steering member according to the present invention.
2A is a view taken along an arrow A in FIG. 1, FIG. 2B is a view taken along an arrow B in FIG. 1, and FIG. 2C is a sectional view taken along a section CC in FIG.
FIG. 3 is a plan view showing deformation when a load is input to a steering member.
FIG. 4 is a diagram illustrating the operation of the steering member according to the embodiment.
FIG. 5 is a view showing a steering member of an embodiment in which a contact portion of a main plate is formed thicker than a general portion.
[Explanation of symbols]
10 Member body 11, 12 Main plate 11a, 12a Front part 11b, 12b Rear part 11m, 12m Contact part 13, 14, 15, 16 Diagonal rib (connecting plate)
17 Connecting portion 18 Partition 20 Vertical rib (deformation restricting portion)
21 Gap 50 Shaft support portion 60, 70 Vehicle body coupling portion 80 Center bracket 100 Steering member 200 Steering column shaft 310, 320 Lower pillars S1, S2, S3, S4, S5 Section R, R 'Curvature radius Fr Vehicle front Rr Vehicle rear RH Vehicle body Right LH Car body left Up Car body upper L1, L2 Gap amount La, Lb Length

Claims (6)

A plurality of main plates that extend in the vehicle width direction and are spaced apart in the vertical direction, a plurality of connection plates that are arranged at intervals in the vehicle width direction and connect the main plates to each other, and a shaft support portion that supports the steering column shaft And a steering member provided with a vehicle body coupling portion coupled to the vehicle body on both sides of the shaft support portion,
Of the plurality of sections surrounded by the two adjacent connecting plates and the main plate, at least one of the main plates is formed in a section where stress is most concentrated by the load input to the shaft support portion. A deformation restricting portion that restricts deformation of the portion to be a predetermined amount, and the deformation restricting portion is formed at a center in the vehicle width direction of the partition with a gap between the main plate and the deformation of the main plate. the steering member, wherein the regulating child to a predetermined amount corresponding to the gap a. A plurality of main plates that extend in the vehicle width direction and are spaced apart in the vertical direction, a plurality of connection plates that are arranged at intervals in the vehicle width direction and connect the main plates to each other, and a shaft support portion that supports the steering column shaft And a steering member provided with a vehicle body coupling portion coupled to the vehicle body on both sides of the shaft support portion,
Of the plurality of sections surrounded by the two adjacent connecting plates and the main plate, at least one of the main plates is formed in a section where stress is most concentrated by the load input to the shaft support portion. is the deformation restricting portion for restricting the deformation of the portion of a predetermined amount is formed, and the main plate, steering member, characterized in that you have been formed curved to be convex toward the deformation restricting portion. A plurality of main plates that extend in the vehicle width direction and are spaced apart in the vertical direction, a plurality of connection plates that are arranged at intervals in the vehicle width direction and connect the main plates to each other, and a shaft support portion that supports the steering column shaft And a steering member provided with a vehicle body coupling portion coupled to the vehicle body on both sides of the shaft support portion,
Of the plurality of sections surrounded by the two adjacent connecting plates and the main plate, at least one section of the main plate is formed in a section where the stress is most concentrated by the load input to the shaft support portion. is the deformation restricting portion for restricting the deformation of the portion of a predetermined amount is formed, and of the main plate, portion abutting on the deformation restricting portion by the deformation, that it is an thicker than other portions of the main plate A characteristic steering member. A plurality of main plates that extend in the vehicle width direction and are spaced apart in the vertical direction, a plurality of connection plates that are arranged at intervals in the vehicle width direction and connect the main plates to each other, and a shaft support portion that supports the steering column shaft And a steering member provided with a vehicle body coupling portion coupled to the vehicle body on both sides of the shaft support portion,
Of the plurality of sections surrounded by the two adjacent connecting plates and the main plate, at least one of the main plates is formed in a section where stress is most concentrated by the load input to the shaft support portion. is the deformation restricting portion for restricting the deformation of the portion of a predetermined amount is formed, and the bonding portion between the connecting plate and the main plate, steering member, characterized in that it is a thicker than other portions of the main plate. A plurality of main plates that extend in the vehicle width direction and are spaced apart in the vertical direction, a plurality of connection plates that are arranged at intervals in the vehicle width direction and connect the main plates to each other, and a shaft support portion that supports the steering column shaft And a steering member provided with a vehicle body coupling portion coupled to the vehicle body on both sides of the shaft support portion,
Of the plurality of sections surrounded by the two adjacent connecting plates and the main plate, at least one section of the main plate is formed in a section where the stress is most concentrated by the load input to the shaft support portion. is the deformation restricting portion for restricting the deformation of the portion of a predetermined amount is formed, and the extending the vehicle width direction at a position behind the front of the main plate, the partition wall for connecting the plurality of main plate to each other is formed, the deformation restricting portion, the steering member, characterized in that you are formed toward the front of the vehicle body from the partition wall. A plurality of main plates that extend in the vehicle width direction and are spaced apart in the vertical direction, a plurality of connection plates that are arranged at intervals in the vehicle width direction and connect the main plates to each other, and a shaft support portion that supports the steering column shaft And a steering member provided with a vehicle body coupling portion coupled to the vehicle body on both sides of the shaft support portion,
Of the plurality of sections surrounded by the two adjacent connecting plates and the main plate, at least one of the main plates is formed in a section where stress is most concentrated by the load input to the shaft support portion. A deformation restricting portion that restricts deformation of a portion to be a predetermined amount, and at least the plurality of main plates, the plurality of connecting plates, the shaft support portion, the vehicle body coupling portion, and the deformation restricting portion. main plate, the steering member of the plurality of connecting plates, and wherein the deformation restricting portion, characterized that it has been integrally formed by die casting of.

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