STEERING MOUNTING ELEMENT

Abstract

A steering support element (2) to which a steering column (6) designed to rotatably support a steering shaft (5) is to be fastened, the steering support element (2) comprising: a main pipe (7) extending like a bridge to the right and left sides of a vehicle, and a secondary pipe (8) connected to the main pipe (7) on one side of the driver's seat, wherein the main pipe (7) on the driver's seat side has a main pipe part (7B) between both longitudinal end portions (7A) thereof which is bent so as to be recessed towards a vehicle rear side (Rr), and wherein the steering column (6) is to be positioned between a pair of right and left bending portions (7B1) of the main pipe part (7B), viewed from a front-rear direction of the vehicle, characterized in that the sub-pipe (8) is bent so as to be recessed toward the vehicle rear side (Rr) in such a way as to substantially coincide with the main pipe part (7B) at the vehicle rear side (Rr) of the main pipe part (7B), and both longitudinal end portions (8A1) of the sub-pipe (8) are connected to both longitudinal end portions (7A) of the main pipe (7) on the driver's seat side, respectively, on longitudinal outer sides of the pair of right and left bent portions (7B1) of the main pipe part (7B).

Description

[0001] The present invention relates to a steering support member to which a steering column configured to rotatably support a steering shaft is to be attached.

[0002] A steering column of an automobile is attached to a steering support member on the driver's seat side. Therefore, the steering support member on the driver's seat side is subject to a higher load than the steering support member on the passenger seat side.

[0003] To ensure that the steering support member can withstand the load, consideration is given to making the diameter of the steering support member as large as possible. However, this increases the weight of the steering support member and reduces the degree of freedom of arrangement of components in an instrument panel.

[0004] Therefore, according to the presentation in Fig. 7, a steering support member 2 in the prior art is configured with a straight main tube 7 extending in a bridge-like manner to right and left sides of an automobile, and with a sub-tube 8 connected to the main tube 7 on the driver's seat side (a driver's seat side part of the main tube 7) to improve the rigidity of the main tube 7 on the driver's seat side.

[0005] The sub-pipe 8 has a straight portion 8B fitted to the main pipe 7 on the driver's seat side, and bent portions 8A extending from both longitudinal end portions of the straight portion 8B to a vehicle front side Fr and connected to the main pipe 7.

[0006] In addition, a straight strut 11 extends in a bridge-like manner over the bent portion 8A of the sub-tube 8 and a floor tunnel. Furthermore, a cowl panel and the main tube 7 on the driver's seat side are coupled via a stiffening member 10 with a cubic structure and rigidity.

[0007] With the above-mentioned structure, it is possible to ensure the rigidity of the steering support member 2 without increasing the diameter of the entire steering support member 2, so that the steering support member 2 can be realized with a lightweight. JP 2013-32124 A discloses a structure similar to the above-described prior art structure.

[0008] However, a steering column 6 configured to rotatably support a steering shaft 5 and a support mounting member 21 for a speedometer are provided on the driver's seat side. Furthermore, a structure in which an electric motor M of an electric power steering system is positioned near the support mounting member 21 has recently been frequently adopted.

[0009] For this reason, according to the above structure, it is difficult in the prior art to realize a layout where the main pipe 7 and the sub-pipe 8 are aligned side by side in a front-rear direction of a vehicle, and the support fixing member 21 and the electric motor M are provided without any interference with each other. Therefore, a degree of arrangement freedom of the steering support member is reduced.

[0010] EP 0 479 630 A1 discloses a steering support element for a vehicle having the features of the preamble of claim 1. In this steering support element, an S-shaped vertical strut is arranged between a longitudinal end portion of the main tube and a floor part of the vehicle as additional reinforcement of a curved main tube or cross member.

[0011] DE 101 01 648 A1 discloses a steering mounting element for a vehicle. In addition to a trapezoidally bent main tube or cross member, it also has an approximately U-shaped tubular support element that is bent so that it extends around the steering column. This support element is connected by one of its two longitudinal end sections to a longitudinal end section of the main tube or cross member on the outside of a bent section, and by the other of its two longitudinal end sections, it is directly connected to another bent section of the main tube or cross member. Furthermore, the support element is arranged so that it extends to the footwell of the vehicle, i.e., is recessed toward the front of the vehicle.

[0012] From DE 198 55 621 A1 a steering mounting element for a vehicle is known which has a straight body cross member and - on the driver's side - a U-shaped or approximately trapezoidal bent fastening element for a steering column arrangement, the end sections of which are connected to the straight body cross member.

[0013] Partial aspects of a pedal arm retraction limiting mechanism in the footwell of the respective vehicle for protection in the event of a frontal collision are known from DE 195 29 347 A1, EP 0 749 891 A1 and EP 0 893 310 A1.

[0014] It is therefore an object of the present invention to propose a steering support member that can achieve a balance between weight saving / rigidity increase and achieve an improvement in the degree of freedom of arrangement.

[0015] The present invention has the features of claim 1 including the following features: A steering support member to which a steering column configured to rotatably support a steering shaft is to be attached, the steering support member comprising: a main pipe extending like a bridge to the right and left sides of a vehicle, and a secondary pipe connected to the main pipe on one side of the driver’s seat, wherein the main pipe on the driver's seat side has a main pipe part between both longitudinal end portions thereof which is bent so as to be recessed toward a vehicle rear side, and wherein the steering column is to be positioned between a pair of right and left bending portions of the main pipe member, viewed from a front-rear direction of the vehicle.

[0016] According to the above configuration, the sub-tube is connected to the main tube on the driver's seat side to improve the rigidity of the main tube on the driver's seat side. Therefore, the diameter of the main tube can be reduced, thereby saving the weight of the main tube.

[0017] The driver's seat-side main tube has the main tube portion between both longitudinal end portions thereof, which is bent to recess toward the rear of the vehicle. The steering column is positioned between the pair of right and left bent portions of the main tube portion, as viewed from the front-rear direction of the vehicle. Therefore, the steering column components such as an electric motor are housed in the recessed portion of the main tube portion, so that interference between the components such as an electric motor and the main tube portion can be avoided.

[0018] This can improve the degree of freedom of arrangement of the steering bracket element.

[0019] Furthermore, the steering support member can be arranged adjacent to an instrument panel. This further improves the degree of freedom of arrangement of the steering support member, reduces the dimension of an instrument panel in the front-rear direction of the vehicle, and increases the space in front of an occupant.

[0020] In the present invention, the sub-pipe is bent to be recessed toward the vehicle rear side so as to substantially match the main pipe portion at the vehicle rear side of the main pipe portion, and both longitudinal end portions of the sub-pipe are connected to both longitudinal end portions of the main pipe at the driver's seat side, respectively. With this configuration, the following effects can be achieved.

[0021] Since both longitudinal end portions of the sub-pipe are connected to both longitudinal end portions (ie, both longitudinal outer sides of the main pipe part) of the main pipe on the driver's seat side, respectively, a pair of right and left bending points C of the main pipe 7 can be formed in a closed structure surrounded by the main pipe 7 and the sub-pipe 8, as shown in Fig. 2 can be arranged as an example.

[0022] As a result, a single bending point that becomes a starting point for bending deformation can be avoided. Thus, a situation where the pair of right and left bending points C becomes a starting point for bending deformation can be avoided. This can improve the rigidity of the main pipe 7 compared to a structure where the pair of right and left bending points C of the main pipe 7 are positioned outside the closed structure.

[0023] In the present invention, preferably, the sub-pipe is spaced apart from the main pipe portion toward the rear of the vehicle, and an annular pipe portion is formed by the main pipe portion and the sub-pipe. According to this configuration, the following effects can be achieved.

[0024] Since the annular pipe part is formed by the main pipe part and the sub-pipe, the rigidity of the main pipe part can be further improved.

[0025] In the present invention, the steering column is preferably provided with a trigger receiving part configured to receive a trigger of a pedal arm retraction limiting mechanism upon vehicle collision, and the trigger receiving part is positioned between the pair of right and left bending portions of the main pipe member, as viewed from above. According to this configuration, the following effects can be achieved.

[0026] The vehicle's brake pedal arm and clutch pedal arm are attached to the instrument panel via pedal mounts. When a driver depresses the pedal arm, a displacement of the pedal arm is transmitted to a master cylinder, thereby performing a braking operation or a clutch engagement / disengagement operation.

[0027] The master cylinder is mounted directly on the instrument panel. Therefore, when excessive force is applied to the instrument panel from the front of the vehicle during a collision, the displacement of the instrument panel is offset by a corresponding amount of the master cylinder. A push rod of the master cylinder then pivots the pedal arm toward the rear of the vehicle.

[0028] Thereby, the pedal arm retraction limiting mechanism, which limits a swing of the pedal arm rearward toward the rear of the vehicle when the pedal bracket is moved toward the rear of the vehicle by the excessive load applied from the front of the vehicle, is provided around the pedal arm.

[0029] Furthermore, a release mechanism for releasing a locking coupling state between the push rod of the master cylinder and the brake pedal arm when the pedal bracket is moved toward the rear of the vehicle due to the excessive load applied from the front of the vehicle is provided in the pedal arm retraction limiting mechanism. When the release mechanism operates, the push rod of the master cylinder cannot pivot the pedal arm toward the rear of the vehicle. The release mechanism includes a trigger provided on the pedal bracket side and a trigger receiving part configured to receive the trigger from the rear of the vehicle.

[0030] According to the above configuration of the present invention, because the trigger receiving part configured to receive the trigger of the pedal arm retraction limiting mechanism in the vehicle collision is provided at the steering column and the trigger receiving part is positioned between the pair of right and left bending portions of the main pipe part as viewed from above, the trigger can be securely received by the trigger receiving part and the pedal arm retraction limiting mechanism can be securely operated.

[0031] The deformation of the fixed column part during collision is reduced by the bending sections, so that deviation between the trigger and the trigger receiving part can be reduced (the deformation of the element due to bending can be absorbed). Furthermore, the entire electric motor is positioned in a transverse direction in a rearward convex shape, so that the lateral deviation between the trigger and the trigger receiving part can be minimized, thereby improving reliability.

[0032] According to the present invention, the steering support member can be provided which can achieve the balance between the weight saving / rigidity increase and the improvement in the degree of freedom of arrangement.

[0033] The drawing shows: Fig. 1 is a perspective view of a steering support member and a structure around the steering support member, viewed from above at a left rear side; Fig. 2 the steering support element and the structure around the steering support element, viewed from above; Fig. 3 shows the steering support member and the structure around the steering support member, viewed from a rear side of the vehicle; Fig. 4 one of a direction of arrow AA in Fig. 3 considered view; Fig. 5 an enlarged view of a brake pedal of Fig. 4 and a structure around the brake pedal; Fig. 6 another example of a steering support element; and Fig. 7 is a perspective view of a prior art steering support member and a structure around the steering support member.

[0034] An illustrative embodiment of the present invention will now be described with reference to the drawings.

[0035] According to the representations in the Fig. 1 and Fig. 2, a steering support member 2, which follows a vehicle transverse direction, extends substantially horizontally in a bridge-like manner to right and left instrument side panels 1 (corresponding to sides of a vehicle) of an automobile. Reference numeral "3" denotes a dash panel configured to partition an engine compartment and a vehicle interior, and reference numeral "4" denotes a floor panel.

[0036] A steering column 6, configured to rotatably support a steering shaft 5, is fixed to the steering support member 2 on a driver's seat side (a right vehicle side in this illustrated embodiment). A steering mechanism (not shown) is attached to an end portion of the steering shaft 5 facing a vehicle interior. With this structure, a higher load is applied to the steering support member 2 on the driver's seat side than to the steering support member 2 on the passenger's seat side.

[0037] In order for the steering support member 2 to withstand the load, consideration is given to making the diameter of the steering support member 2 as large as possible. However, this increases the weight of the steering support member 2.

[0038] Therefore, the steering support member 2 is configured with a cylindrical metal main tube 7 extending in a bridge-like manner to the right and left instrument panel sides 1 and following the vehicle transverse direction, and with a cylindrical metal sub-tube 8 welded to the main tube 7 on the driver's seat side (a driver's seat side part of the main tube 7) to improve the rigidity of the main tube 7 on the driver's seat side.

[0039] According to the presentation in Fig. 2, the main pipe 7 on the driver's seat side has a main pipe part 7B between both longitudinal end portions 7A, which is bent to be recessed toward a vehicle rear side Rr. The main pipe part 7B has a trapezoidal shape that tapers toward the vehicle rear side Rr when viewed from above, and includes a pair of right and left first inclined portions 7B1 (equivalent to the bent portions) and a first straight portion 7B2 between the pair of right and left first inclined portions 7B1.

[0040] The sub-pipe 8 is bent to be recessed toward the vehicle rear side Rr so as to substantially match the shape of the main pipe part 7B at the vehicle rear side Rr of the main pipe part 7B. The sub-pipe 8 also has a trapezoidal shape tapered toward the vehicle rear side Rr when viewed from above, and includes a pair of right and left second inclined portions 8A (equivalent to the bent portions) and a second straight portion 8B between the pair of right and left second inclined portions 8A. Viewed from a front-rear direction of the vehicle, the sub-pipe 8 is located above the main pipe 7. The first straight portion 7B2 of the main pipe part 7B and the second straight portion 8B of the sub-pipe 8 are parallel to each other.

[0041] According to the presentation in Fig. 2, both longitudinal end portions 8A1 (front end portions of the second inclined portions 8A) of the sub-pipe 8 are welded to surroundings of the two longitudinal end portions 7A of the bending portion of the main pipe 7 on the driver's seat side, respectively.

[0042] The sub-pipe 8 is spaced from the main pipe part 7B to the vehicle rear side Rr (specifically, to a vehicle rear upper side), and an annular pipe part 9 elongated in a vehicle transverse direction is formed by the main pipe part 7B and the sub-pipe 8.

[0043] According to the representations in the Fig. 1 and Fig. 2, a metal stiffening element 10, which is designed to serve as a coupling element, extends in a bridge-like manner to the steering support element 2 and the dashboard 3. As shown in Fig. 4, the stiffening element 10 is inclined so that it is located at a higher position the further it faces the vehicle rear Rr. A rear half part of the stiffening element 10 at the vehicle rear Rr has a trapezoidal shape, a width of which becomes larger as it faces the vehicle rear Rr (see Fig. 2) and a rear end portion of the stiffener is forked. A pair of right and left rear end side connecting parts 10A1 of the stiffener 10 are welded to the second straight section 8B of the sub-pipe 8, and a pair of right and left intermediate side connecting parts 10A2 are welded to the first straight section 7B2 of the main pipe part 7B.

[0044] In addition, according to the presentation in Fig. 3, a metal brace 11 configured to serve as a support member is arranged in a bridge-like manner over the second inclined portion 8A of the sub-pipe 8 and the floor panel 4 at a central side in the left-right direction of the vehicle (an inner side W1 in the vehicle transverse direction). The brace 11 is inclined so as to be located at the vehicle rear side Rr while facing upward (see Fig. 4) and it is located on an outer side W2 in the transverse direction of the vehicle, while facing upwards (see Fig. 3).

[0045] According to the presentation in Fig. 4, an axis center O (a common axis center) of the steering shaft 5 and the steering column 6 is inclined to a rearward and upward direction so as to be higher while facing the vehicle rear Rr. As shown in Fig. 1, an EPS motor M (an electric motor) is mounted on one side of the steering column 6 at a center side in the left-right direction of the vehicle. The EPS motor M has a substantially circular shape when viewed from a motor axis center direction (a reference character "Q" denotes the motor axis center) and is slightly elongated in the motor axis center direction.

[0046] According to the presentation in Fig. 4, the motor axis center Q of the EPS motor M is substantially orthogonal to the axis center O of the steering shaft 5 and the steering column 6, as viewed from one side of the vehicle. Specifically, the EPS motor M is tilted to be higher while facing the vehicle front side Fr (see Fig. 4) and it is located on the center side in the left-right direction of the vehicle, while facing upwards (see Fig. 2).

[0047] According to the presentation in Fig. 3, a pair of right and left mounting brackets 12 are mounted on an upper peripheral surface of a longitudinally intermediate portion of a steering column main body 6H. The mounting brackets 12 are mounted and fixed to the second straight portion 8B of the sub-pipe 8 by fastening bolts 13 and nuts 14. A metal base 22 having a cylindrical boss shape is interposed between the mounting bracket 12 and the second straight portion 8B.

[0048] According to the presentation in Fig. 2, the steering column 6 is positioned between the pair of right and left first inclined portions 7B1 (the bent portions) of the main pipe part 7B, as viewed from above. Furthermore, a part of the EPS motor M positioned at the vehicle rear Rr is housed in the recessed portion of the main pipe part 7B recessed toward the vehicle rear Rr. Structure of the pedal arm retraction limiting mechanism 26

[0049] According to the presentation in the Fig. 4 and Fig. 5, a brake pedal arm 15 of the automobile is attached to the instrument panel 3 via a pedal bracket 16. When a driver steps on the brake pedal arm 15, a displacement amount of the brake pedal arm 15 is transmitted to a master cylinder (not shown), so that a braking operation is performed. The brake pedal arm 15 is configured to pivot about a pedal axis center P (see Fig. 5).

[0050] The master cylinder is directly attached to the instrument panel 3. For this reason, when an excessive load acts on the instrument panel 3 from the vehicle front Fr upon vehicle collision, the displacement of the instrument panel 3 becomes a corresponding displacement amount of the master cylinder, so that a push rod of the master cylinder pivots the brake pedal arm 15 about the pedal axis center P toward the vehicle rear Rr.

[0051] Therefore, a brake pedal arm retraction limiting mechanism 26, which limits pivoting of the brake pedal arm 15 toward the vehicle rear Rr when the pedal bracket 16 is moved toward the vehicle rear Rr by the excessive load applied from the vehicle front Fr, is provided around the brake pedal arm 15.

[0052] In addition, a release means 17 for releasing a locking coupling state between the push rod of the master cylinder and the brake pedal arm 15 when the pedal bracket 16 is moved toward the vehicle rear Rr due to the excessive load applied from the vehicle front Fr is provided for the pedal arm retraction limiting mechanism 26. When the release means 17 operates, the push rod of the master cylinder cannot pivot the brake pedal arm 15 toward the vehicle rear Rr. The release means 17 includes a trigger 18 provided on the side of the pedal bracket 16 and a trigger receiving part 19 configured to receive the trigger 18 from the vehicle rear Rr.

[0053] The trigger receiving part 19 is provided for the steering column 6. The trigger receiving part 19 is positioned between the pair of right and left first inclined portions 7B1 (the bent portions) of the main pipe part 7B, as viewed from above. This allows the trigger 18 to be securely received by the trigger receiving part 19, and the pedal arm retraction limiting mechanism 26 to be securely operated.

[0054] According to the presentation in Fig. 3, the EPS motor M is located on one side of a first inclined portion 7B1 of the main pipe part 7B, and the trigger receiving part 19 is positioned on the side of the other first inclined portion 7B1 of the main pipe part 7B. Viewed from the vehicle transverse direction, the EPS motor M and the trigger receiving part 19 overlap with each other.

[0055] According to the present invention, (1) the sub-pipe 8 is welded to the main pipe 7 on the driver's seat side to improve the rigidity of the main pipe 7 on the driver's seat side. As a result, a diameter of the main pipe 7 can be reduced, thereby saving the weight of the main pipe 7.

[0056] The driver's seat side main pipe 7 has the main pipe part 7B between both longitudinal end portions 7A thereof, which is bent to be recessed toward the vehicle rear Rr, and the steering column 6 is positioned between the pair of right and left first inclined portions 7B1 of the main pipe 7B, as viewed from the front-rear direction of the vehicle. Therefore, the components of the steering column 6 such as the EPS motor M are housed in the recessed portion of the main pipe 7B, so that mutual interference between the components such as the EPS motor M and the main pipe part 7B can be avoided. This can improve the degree of design freedom of the steering support member 2.

[0057] Furthermore, the steering support member 2 can be arranged adjacent to the instrument panel 3. This can further improve the design freedom of the steering support member 2.

[0058] (2) Since both longitudinal end portions 8A of the sub-pipe 8 are connected to both longitudinal end portions 7A (ie both longitudinal outer sides of the main pipe part 7B) of the main pipe 7 on the driver's seat side, respectively, as shown in Fig. 2, as an example, a pair of right and left bending points C of the main pipe 7 may be arranged in a closed structure (the annular pipe part 9) surrounded by the main pipe 7 and the sub-pipe 8.

[0059] As a result, a simple bending point that can become a starting point of bending deformation can be eliminated. Thus, it is possible to avoid a situation where the pair of right and left bending points C becomes a starting point of bending deformation. As a result, the rigidity of the main tube 7 can be further improved compared to a structure where the pair of right and left bending points C of the main tube 7 is positioned outside the closed structure.

[0060] (3) Since the annular pipe part 9 is formed by the main pipe part 7B and the sub-pipe 8, the rigidity of the main pipe 7B can be further improved. (A) In the illustrative embodiment, the main pipe part 7 has a trapezoidal shape that tapers toward the vehicle rear side Rr when viewed from above. However, the main pipe part 7 may also have an arc shape that is recessed toward the vehicle rear side Rr when viewed from above. (B) As shown in Fig. 6, which does not show an embodiment of the invention, the sub-pipe 8 may be formed straight and extending in a bridge-like manner to the pair of right and left bending portions 7B1 of the main pipe part 7B.

[0061] The sub-pipe 8 is arranged in the recessed portion of the main pipe part 7B and is positioned at the rear Rr of the vehicle, compared to the front of the main pipe 7. With this configuration, the same operational effects as explained in (1) above can be achieved.

[0062] The invention according to the illustrative embodiment shown in the Fig. 1 to 5 has the following advantages compared to the structure of Fig. 6 according to the further example.

[0063] According to the above description, the pair of right and left bending points C (see Fig. 2) the main pipe 7 in the closed structure (the annular pipe part 9), which is surrounded by the main pipe 7 and the secondary pipe 8 (in the structure of Fig. 6, the pair of right and left bending points C is positioned outside the closed structure (the annular tube part 9), and a simple bending point that becomes a starting point of the bending deformation does not exist. Fig. 1 to 5, a situation can be avoided where the pair of right and left bending points C becomes a starting point of bending deformation. As a result, the rigidity of the main pipe 7 can be improved compared to the structure according to item (B) above.

Claims

[1] A steering support member (2) to which a steering column (6) designed to rotatably support a steering shaft (5) is to be attached, the steering support member (2) comprising: a main pipe (7) extending like a bridge to the right and left sides of a vehicle, and a secondary pipe (8) connected to the main pipe (7) on one side of the driver's seat, wherein the main pipe (7) on the driver's seat side has a main pipe part (7B) between both longitudinal end portions (7A) thereof which is bent so as to be recessed towards a vehicle rear side (Rr), and wherein the steering column (6) is to be positioned between a pair of right and left bending portions (7B1) of the main pipe part (7B), viewed from a front-rear direction of the vehicle, characterized by , that the sub-pipe (8) is bent so as to be recessed toward the vehicle rear side (Rr) in such a way as to substantially coincide with the main pipe part (7B) at the vehicle rear side (Rr) of the main pipe part (7B), and both longitudinal end portions (8A1) of the sub-pipe (8) are connected to both longitudinal end portions (7A) of the main pipe (7) on the driver's seat side, respectively, on longitudinal outer sides of the pair of right and left bent portions (7B1) of the main pipe part (7B). [2] The steering support member (2) according to claim 1, wherein the sub-pipe (8) is spaced from the main pipe part (7B) toward the vehicle rear side (Rr), and an annular pipe part (9) is formed by the main pipe part (7B) and the sub-pipe (8). [3] The steering support member (2) according to claim 1 or 2, wherein the main pipe part (7B) has a trapezoidal shape tapered toward the vehicle rear side (Rr) when viewed from above, and includes the pair of right and left bent portions (7B1) and a straight portion (7B2) between the pair of right and left bent portions (7B1). [4] The steering support member (2) according to claim 3, wherein the sub-pipe (8) has a trapezoidal shape tapered toward the vehicle rear side (Rr) when viewed from above, and includes a pair of right and left bent portions (8A) and a straight portion (8B) between the pair of right and left bent portions (8A), and wherein the sub-pipe (8) is located above the main pipe (7) when viewed from the front-rear direction of the vehicle. [5] The steering support element (2) according to one of claims 1 to 4, wherein the steering column (6) is provided with a trigger receiving part (19) configured to receive a trigger (18) of a pedal arm retraction limiting mechanism (26) in the event of a vehicle collision, and wherein the trigger receiving part (19) is positioned between the pair of right and left bending portions (7B1) of the main pipe part (7B), viewed from above.

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