Steering support structure

Abstract

Steering support structure, in which a steering support beam arranged in a vehicle front part comprises a first beam (11) extending in the transverse direction of the vehicle and a second beam (12) spaced apart from the first beam (11) and extending in the transverse direction of the vehicle in an area on the driver's seat side of the vehicle, a steering column (45) is connected to the first support (11) and the second support (12) and the first support (11) and the second support (12) are connected by brackets (20, 30), characterized in that the brackets (20, 30) extend in the longitudinal direction of the vehicle and are arranged on both sides of the second support (12) in the transverse direction of the vehicle, Each of the holders (20, 30) comprises a top part (21, 31) formed in a vehicle top part, a bottom part (23, 33) extending downwards from the top part (21, 31) in such a way that it is spaced apart from the top part, and an intermediate side part (25, 35) connecting the top part (21, 31) and the bottom part (23, 33), and the top part (21, 31), the bottom part (23, 33) and the intermediate side part (25, 35) forming a concave cut surface. the upper part (21,31) and the lower part (23,33) are connected to the first support (11), the intermediate side part (25,35) is connected to the second support (12), an end part of a strut (41, 42) is connected to a vehicle body structure, wherein the strut (41, 42) extends from the end part towards the support (20, 30) and wherein the strut (41, 42) is connected to the support (20, 30), and the strut (41, 42), the bracket (20, 30) and the second support (12) are arranged such that they partially overlap each other in the transverse direction of the vehicle.

Description

[Technical field]

[0001] The present invention relates to a steering support beam structure having two beams. [State of the art]

[0002] A steering support beam is one of the components constituting the vehicle body of a motor vehicle and supports a structure within a vehicle interior. The steering support beam, which also supports the weight of the structure, supports loads in various directions, such as torsional loads due to steering wheel operation and loads acting in the vehicle longitudinal direction due to a portion of the instrument panel being pressed against by a vehicle occupant. Therefore, a steering support beam structure must be designed as a highly rigid structure. As a method for reinforcing the steering support beam, a technique disclosed, for example, in Patent Literature 1 is known.

[0003] The literature discloses the technique of strengthening the steering support beam structure by locally adding a reinforcement element to the steering support beam. However, a large reinforcement beam can cause poor right-left balance.

[0004] The steering support bracket preferably supports a steering shaft and steering wheel in excellent balance. Maintaining excellent balance results in improved mounting stability and productivity, such as ease of assembly and improved strength. Therefore, improving balance is important.

[0005] Japanese Patent Application Laid-Open No. JP 2014-141138 discloses such a steering support beam structure with various connecting elements between two beams. Further steering support beam structures with connecting elements between two beams are known from US Pat. No. 6,250,678 B1, DE 10 2012 212 710 A1, CN 203864816U, JP 2010-95111A, and JP 2013-32124A. [Brief description of the invention][Problems to be solved by the invention]

[0006] However, if a reinforcement bracket is used to connect the steering support beams, as in the above example, the reinforcement structure differs significantly with respect to the center of the steering support beams on the left and right sides of the vehicle's transverse direction. This means that the reinforcement structure in this example may cause difficulties in maintaining excellent balance. Furthermore, there may be an area where a load acting on the steering support beam is locally concentrated in the longitudinal direction, a so-called weak part.

[0007] The present invention has been made to solve the above-mentioned problems, and one of its objects is to provide a steering support beam structure capable of effectively distributing a load acting on the steering support beam structure and having high versatility of its components. [Means of solving the problems]

[0008] To achieve the above-mentioned object, there is provided a steering support bracket structure according to the present invention, in which a steering support bracket arranged in a vehicle front part includes a first bracket extending in the vehicle width direction and a second bracket spaced from the first bracket and extending in the vehicle width direction in a region on the driver's seat side of the vehicle, a steering column is connected to the first bracket and the second bracket, and the first bracket and the second bracket are connected by brackets.In the steering support beam structure, the brackets extend in the vehicle longitudinal direction and are respectively arranged on both sides of the second beam in the vehicle transverse direction, wherein each of the brackets includes an upper side part formed in a vehicle upper side, a lower side part formed from the upper side part in the vehicle downward direction so as to be spaced apart therefrom, and an intermediate side part connecting the upper side part and the lower side part. The upper side part, the lower side part, and the intermediate side part form a concave-shaped cross-sectional surface, the upper side part and the lower side part are connected to the first beam, and the intermediate side part is connected to the second beam. Further, an end part of a stay is connected to a vehicle body structure, the stay extends from the end part toward the bracket, and the stay is connected to the bracket.The strut, the bracket and the second carrier are arranged such that they partially overlap each other in the vehicle transverse direction.

[0009] The above-mentioned object is also achieved by an alternative steering support bracket structure in which a steering support bracket arranged in a vehicle front part comprises a first bracket extending in the vehicle transverse direction and a second bracket spaced from the first bracket and extending in the vehicle transverse direction in a region on the driver's seat side of the vehicle, a steering column is connected to the first bracket and the second bracket, and the first bracket and the second bracket are connected by brackets.In the alternative steering support beam structure, the brackets extend in the vehicle longitudinal direction and are respectively arranged on both sides of the second beam in the vehicle transverse direction, wherein each of the brackets includes an upper side part formed in a vehicle upper side, a lower side part formed from the upper side part in the vehicle downward direction so as to be spaced opposite thereto, and an intermediate side part connecting the upper side part and the lower side part, and the upper side part, the lower side part, and the intermediate side part form a concave-shaped cross-sectional surface, the upper side part and the lower side part are connected to the first beam, and the intermediate side part is connected to the second beam.Further, in the alternative steering support bracket structure, a stay, one end part of which is connected to a vehicle body structure and which extends from the end part toward the bracket, is connected to the upper side part and the lower side part of the bracket, and the stay, the upper side part and the lower side part form a closed cross section.

[0010] Furthermore, according to one aspect of the steering support beam structure according to the present invention, each of the widths of the upper side part and the lower side part in the vehicle width direction is smaller on the second beam side than on the first beam side, and the stay is arranged closer to the second beam than to the first beam.

[0011] Furthermore, according to one aspect of the steering support beam structure according to the present invention, the stay is arranged to overlap with the center of gravity of the second beam in the direction of one of its cross-sectional areas. [Advantageous effects of the invention]

[0012] According to the present invention, the reinforcing effect of the steering support beam structure can be enhanced by a closed cross-section formed by the first beam, the second beam, and the brackets connecting them. Because the closed cross-section portion further supports the load from the steering column and the like, the load can be distributed in many directions, and as a result, the load can be supported with excellent balance. Furthermore, the diameters of the first beam and the second beam can also be made thinner, resulting in lightweight support. Furthermore, the shape of the brackets can be the same, and they can be used upside down horizontally. Thus, installation is facilitated and the versatility of the brackets is improved.

[0013] Furthermore, according to one aspect of the present invention, with the closed cross-section of the strut, the upper part, and the lower part, the strength of the connecting part on a vehicle body structure can be increased. Furthermore, according to this aspect, because the degree of freedom of the direction in which the strut connected to the bracket extends is increased, the degree of freedom in design is improved.

[0014] Furthermore, according to one aspect of the present invention, the strut is connected to the regions where the widths of the upper side part and the lower side part in the vehicle transverse direction are small, and thus the closed cross section is small, whereby the strength of the connecting part can be further increased. Furthermore, by performing the connection to the first beam in the regions where the widths of the upper side part and the lower side part in the vehicle transverse direction are large, the connection state is stabilized.

[0015] Furthermore, according to one aspect of the invention, because the strut acts as a tie rod, thereby shifting the center of gravity of the second bracket with respect to the movement of the steering support bracket, the strength is increased. [Brief description of the drawings] [ Fig. 1] Fig. 1 is a schematic perspective view of a steering support bracket structure according to the present invention as seen from the vehicle rear and the vehicle top. [ Fig. 2] Fig. 2 is an expanded perspective view of a rear carrier in Fig. 1 and its surroundings seen from the top of the vehicle. [ Fig. 3] Fig. 3 is an expanded view of Fig. 2, where Fig. 3(a) shows a first support and its surroundings and Fig. 3(b) shows a second bracket and its surroundings. [ Fig. 4] Fig. 4 is an expanded perspective view of the first bracket and its surroundings, viewed along the arrows AA in Fig. 2. [ Fig. 5] Fig. Figure 5 is an expanded perspective view of the second bracket and its surroundings, viewed along the arrows BB in Fig. 2. [ Fig. 6] Fig. 6 is a perspective view in which only the first bracket in Fig. 1 is shown. [Mode of carrying out the invention]

[0016] Hereinafter, an embodiment of a steering support bracket structure according to the present invention will be described with reference to the drawings ( Fig. 1 to Fig. 6). The steering support bracket structure of the present embodiment is a structure in which a steering column 45, a first stay 41, a second stay 42, and the like are connected to a steering support bracket 1 extending in the vehicle transverse direction.

[0017] First, the structure of the steering support bracket 1 is described. As in Fig. 1 and Fig. 2, the steering support bracket 1 comprises two brackets arranged at a distance from one another in the vehicle longitudinal direction, that is, a front bracket (first bracket) 11 and a rear bracket (second bracket) 12.

[0018] The front bracket 11 is a cylindrical rod-shaped bracket that extends in the vehicle transverse direction through a portion of the vehicle on the driver's seat side and a portion thereof on the passenger's seat side. Although not shown, the outer parts of the front bracket 11 in the vehicle transverse direction are connected to a vehicle body structure such as a vehicle body panel. The rear bracket 12 is a bracket that is spaced from the front bracket 11 in the vehicle rear direction and extends in the vehicle transverse direction in the driver's seat side region. The cross-sectional area of ​​the rear bracket 12 is substantially quadrangular, and horizontal surfaces are formed on its upper and lower parts. In addition, the steering support bracket 1 includes two brackets that connect the front bracket 11 and the rear bracket 12, namely, a first bracket 20 and a second bracket 30.

[0019] The steering column 45 is a bracket to which a steering shaft and the like are attached, and which is connected to both the front bracket 11 and the rear bracket 12. Specifically, the steering shaft, a steering wheel mounted on the shaft, and the like are not shown.

[0020] Furthermore, the steering column 45, as in Fig. 1 and Fig. 2, is connected to substantially the center of the rear support 12 in the vehicle transverse direction. Furthermore, the connection of the steering column 45 to the front support 11 is located at substantially the same position in the vehicle transverse direction as its connection to the rear support 12.

[0021] The first bracket 20 and the second bracket 30 will now be described. First, the first bracket 20 will be described.

[0022] The first bracket 20 is a member formed by bending a plate material at two locations, and it extends in the vehicle longitudinal direction. The first bracket 20 is arranged in the vehicle transverse direction on the left side of the rear beam 12 in Fig. 2 outside. The vehicle rear-side part of the first bracket 20 is connected to an outer part of the rear support 12 in the vehicle transverse direction, and its vehicle front-side part is connected to the front support 11. As in Fig. 1, the cross-sectional surface of the first bracket 20 has a concave shape that opens in a direction in which it separates from the outer end of the rear beam 12 in the vehicle transverse direction. The first bracket 20 has a first upper side part 21, a first lower side part 23, and a first intermediate side part 25 that are integrally formed. The first upper side part 21, the first lower side part 23, and the first intermediate side part 25 form the concave-shaped cross-sectional surface. Hereinafter, the shape and the like of the above-mentioned parts of the first bracket 20 are determined using Fig. 6 described.

[0023] First, the first upper side part 21 will be described. The first upper side part 21 is a plate-shaped portion extending in the vehicle longitudinal direction and formed in the upper part of the vehicle. A flat surface extending in the vehicle longitudinal direction is formed on the first upper side part 21. The width of the first upper side part 21 in the vehicle transverse direction gradually decreases toward the vehicle rear. That is, the width in the vehicle transverse direction gradually decreases from the side where it is connected to the front beam 11 to the side where it is connected to the rear beam 12. In this example, the first upper side part 21 is substantially triangular.

[0024] In addition, a first upper connecting part 21a, which is connected to the front beam 11, is formed in the first upper side part 21. The first upper connecting part 21a is arranged in the vehicle-front part of the first upper side part 21 and is formed over inner and outer surfaces (vehicle bottom and top) of the concave shape in the first upper side part 21 via the vehicle-front end. In this example, the first upper connecting part 21a is formed in a part that protrudes more toward the vehicle front than a vehicle-front end 25b of the first intermediate side part 25. As shown in Fig. 1 to Fig. 3, the first upper connecting part 21a is connected to the upper vehicle part in the front carrier 11.

[0025] In addition, as in Fig. 6, an upper strut connecting part 21b, to which the first strut 41 is connected, is formed in the first upper side part 21. This will be described below.

[0026] Next, the first sub-page part 23 is described. As in Fig. 6, the first lower side part 23 is a plate-shaped part arranged with respect to the first upper side part 21 in the vehicle vertical direction so as to be spaced apart from the first upper side part 21 in the vehicle vertical direction. The first lower side part 23 has a similar shape to the first upper side part 21, and a flat surface extending in the vehicle longitudinal direction is formed thereon. The width of the first lower side part 23 in the vehicle transverse direction gradually decreases toward the vehicle rear. In this example, the first upper side part 21 and the first lower side part 23 are arranged so as to substantially overlap in the vehicle vertical direction.

[0027] Furthermore, a first lower connecting part 23a, which is connected to the front beam 11, is formed in the first lower side part 23. Similar to the first upper connecting part 21a, the first lower connecting part 23a is arranged in the vehicle-front part of the first lower side part 23 and is formed over the inner and outer surfaces (vehicle upper and lower) of the concave shape in the first lower side part 23 via the vehicle-front end. In this example, the first lower connecting part 23a is formed in a part that protrudes more toward the vehicle front than the vehicle-front end 25b of the first intermediate side part 25. The first lower connecting part 23a is arranged with respect to the first upper connecting part 21a in the vehicle-downward direction so as to be opposite thereto. As shown in Fig. 1, the first lower connecting part 23a is connected to the lower vehicle part in the front carrier 11.

[0028] In addition, as in Fig. 6, a lower strut connecting part 23b, to which the first strut 41 is connected, is formed in the first bottom part 23. This will be described below.

[0029] Next, the first intermediate side part 25 is described. As in Fig. As illustrated in Figure 6, the first intermediate side part 25 is a plate-shaped part connecting the first upper side part 21 and the first lower side part 23 and is formed to be oriented in the vehicle vertical direction. As mentioned above, in the first bracket 20, the first upper side part 21, the first lower side part 23, and the first intermediate side part 25 form the cross-sectional area concave in the vehicle longitudinal direction.

[0030] A first rear support connecting portion 25a, which is connected to the rear support 12, is formed in the first intermediate side portion 25. The first rear support connecting portion 25a is a through hole penetrating the first intermediate side portion 25. As shown in Fig. 1 and Fig. 4, an outer part 12b of the rear beam 12 in the vehicle transverse direction is connected thereto by welding or the like in the state in which it is inserted into the through hole. In addition, as shown in Fig. 2 and Fig. 3, the vehicle front end 25b of the first intermediate side part 25 is connected to the front support 11.

[0031] Next, the second bracket 30 will be described. Similar to the first bracket 20, the second bracket 30 is a member configured by bending a plate material at two locations. The second bracket 30 is mounted on the right side of the rear beam 12 in the vehicle transverse direction. Fig. 2. The second bracket 30 is arranged so that it is bilaterally symmetrical with respect to the first bracket 20 across the rear beam 12. In this example, the second bracket 30 is an element with the same shape as the first bracket 20.

[0032] In a similar manner to the first bracket 20, the vehicle-rear portion of the second bracket 30 is connected to an outer portion of the rear beam 12 in the vehicle transverse direction, and the vehicle-front portion of the second bracket 30 is connected to the front beam 11. The cross-sectional surface of the second bracket 30 has a concave shape that opens outward from the rear beam 12 in the vehicle transverse direction. The second bracket 30 has a second upper side portion 31, a second lower side portion 33, and a second intermediate side portion 35 that are integrally formed, and the second upper side portion 31, the second lower side portion 33, and the second intermediate side portion 35 constitute the concave-shaped cross-sectional surface.

[0033] The second upper side part 31, the second lower side part 33, and the second intermediate side part 35 are formed similarly to the first upper side part 21, the first lower side part 23, and the first intermediate side part 25. A second upper connecting part 31a is formed in the second upper side part 31, and a second lower connecting part (not shown) is formed in the second lower side part 33. The second upper connecting part 31a is connected to the upper vehicle part of the front carrier 11, and the second lower connecting part is connected to the lower vehicle part of the front carrier 11.

[0034] The second intermediate side part 35 is a plate-shaped part that connects the second upper side part 31 and the second lower side part 33 and is formed to be oriented in the vehicle vertical direction. A second rear beam connecting part 35a, which is connected to the rear beam 12, is formed in the second intermediate side part 35. Similar to the first rear beam connecting part 25a, the second rear beam connecting part 35a is a through hole that penetrates the second intermediate side part 35, and as shown in Fig. 5, an outer part 12c of the rear beam 12 in the vehicle transverse direction is connected by welding or the like in the state in which it is inserted into the through hole. In addition, as shown in Fig. 2 and Fig. 3, the vehicle front end 35b of the second intermediate side part 35 is connected to the front support 11.

[0035] As above, the rear beam 12 and the front beam 11 are connected by the first bracket 20 and the second bracket 30, thereby forming a four-sided closed cross-section in the vehicle vertical direction. In this way, the reinforcing effect of the steering support beam structure can be enhanced. Furthermore, because the closed cross-section portion continues to receive the load from the steering column 45 and the like, the load can be distributed in many directions and transmitted to the vehicle body structure, and as a result, the load can be supported with excellent balance. In addition, due to the improvement in strength, the diameters of the front beam 11 and the rear beam 12 can be made thinner, resulting in lightweight construction.

[0036] Because the first bracket 20 and the second bracket 30 are the same members of the same shape, they can be used horizontally inverted. Therefore, installation is facilitated and the versatility of the brackets is improved. For example, the steering support beam structure of the present embodiment can be generally used for both right-hand drive and left-hand drive vehicle models. In this case, the arrangement for the front bracket 11 only needs to be an arrangement for a left-hand drive vehicle. In this stage, the first bracket 20 and the second bracket 30 of the same shape can be used as such. Furthermore, the use of the same brackets in the present structure is enabled when, for example, brackets used for one vehicle model are used for different vehicle models.For example, the same brackets can also be used for vehicle models with different widths. In this case, only the lengths of the front support 11 and / or the rear support 12 need to be changed.

[0037] Next, the state in which the first stay 41 is fixed to the first bracket 20 will be described. The upper stay connecting part 21b and the lower stay connecting part 23b are formed in the first upper side part 21 and the first lower side part 23 of the first bracket 20, as mentioned above.

[0038] The upper stay connecting part 21b is formed by cutting out the end part remote from the first intermediate side part 25 in a substantially semicircle toward the first intermediate side part 25. That is, it is formed by cutting the part on the left side into Fig. 6 is cut out. The upper strut connecting part 21b is located on the side closer to the rear beam 12 than to the front beam 11 in the first upper side part 21 and the vehicle rear side part in the first upper side part 21. That is, the upper strut connecting part 21b is arranged in a region where the width of the first upper side part 21 in the vehicle transverse direction is small.

[0039] Furthermore, the lower strut connecting part 23b is also formed similarly to the upper strut connecting part 21b by cutting out the end part remote from the first intermediate side part 25 in a substantially semicircle toward the first intermediate side part 25, and arranged in the vehicle rear side part in which the width of the first lower side part 23 in the vehicle transverse direction is small.

[0040] Here the first strut 41 is described. As in Fig. 1, the first brace 41 is a longitudinally extending cylindrical rod-shaped member extending in a direction slightly inclined with respect to the vehicle vertical direction. The lower vehicle end portion of the first brace 41 is connected to the vehicle body structure. Although not shown in this example, it is connected to the vehicle body structure, which constitutes the vehicle body floor and the like.

[0041] As in Fig. As illustrated in Figure 4, the first strut 41 is connected to the upper strut connecting part 21b and the lower strut connecting part 23b, thereby connecting the upper strut connecting part 21b and the lower strut connecting part 23b. The first strut 41, the first upper side part 21, and the first lower side part 23 form a closed cross section. In this example, the closed cross section forms a trapezoidal shape in the vehicle longitudinal direction. Thus, the formation of the closed cross section makes it possible to increase the strength of the connecting part to the vehicle body structure.

[0042] In addition, because the direction in which the first stay 41 connected to the first bracket 20 extends, that is, the inclination angle, can be selected by adjusting the cutout depths of the upper stay connecting part 21b and the lower stay connecting part 23b, the degree of freedom in determining the angle is high, thus increasing the degree of freedom in designing a vehicle.

[0043] Furthermore, the first brace 41 is connected to the regions where the widths of the first upper side part 21 and the first lower side part 23 in the vehicle transverse direction are small, and thus the closed cross section is small, whereby the strength of the connecting part can be further increased. Furthermore, because the connection to the front beam 11 is performed in the regions where the widths of the first upper side part 21 and the first lower side part 23 in the vehicle transverse direction are large, the connection state is stabilized.

[0044] The first brace 41 is arranged so that it overlaps the center of gravity of the rear beam 12 in the cross-sectional area direction (viewed in the vehicle transverse direction). When the first brace 41 is arranged in this manner, the first brace 41 can act as a tie rod to shift the center of gravity of the rear beam 12 with respect to the movement of the steering support beam 1, thereby increasing the strength of the steering support beam structure.

[0045] Next, the state in which the second strut 42 is fixed to the second bracket 30 will be described. The second strut 42 is a member configured by bending a plate material at two locations and has a concave cross-sectional shape. The concave shape is formed so that the side opposite the second bracket 30 opens. As shown in Fig. As shown in Fig. 2, the second strut 42 includes an upper plate portion 42a, a lower plate portion 42b, and a side wall portion 42c. The upper plate portion 42a and the lower plate portion 42b have a horizontal plate shape and are parallel to each other. Furthermore, the upper plate portion 42a and the lower plate portion 42b extend obliquely forward in the vehicle transverse direction and outward in the vehicle transverse direction from the second bracket 30 toward the front beam 11. The side wall portion 42c is a region that connects the vehicle-rear side portion of the upper plate portion 42a to the vehicle-rear side portion of the lower plate portion 42b.

[0046] As in Fig. As shown in Figure 2, the vehicle-front portion of the second brace 42 is connected to the front beam 11, and the inner portion of the second brace 42 is connected to the second bracket 30 in the vehicle transverse direction. The upper plate portion 42a of the second brace 42 is connected to the second upper side portion 31, and its lower plate portion 42b is connected to the second lower side portion 33. Furthermore, the vehicle-rear portion of the second bracket 30 is located between the rear beam 12 and the second brace 42.

[0047] Furthermore, the upper strut connecting part 31b of the second bracket 30 is formed by forming a semicircular cutout in the state of being closed in the vehicle vertical direction by the upper plate part 42a of the second strut 42. Similarly, the lower strut connecting part (not shown) of the second bracket 30 is formed in the state of being closed in the vehicle vertical direction by the lower plate part 42b of the second strut 42. In this example, welding is performed in areas constituting the upper strut connecting part 31b and adjacent to the semicircle. Specifically, welding may also be performed on a part of the semicircle.

[0048] When connected in this way, the second upper side part 31 and the second lower side part 33 of the second bracket 30 and the upper plate part 42a, the lower plate part 42b and the side wall part 42c of the second strut 42 form a closed cross section in the vehicle longitudinal direction, as shown in Fig. 5. By forming the closed cross section, the strength is increased. Moreover, similar to the closed cross section formed on the first stay 41 side, the relevant closed cross section is formed in a region where the widths of the second upper side part 31 and the second lower side part 33 in the vehicle width direction are small, thereby achieving a firm connection. In the present embodiment, the closed cross sections are formed on both outer sides of the rear beam 12 in the vehicle width direction. This makes it possible to achieve a stronger connection, enabling assistance in suppressing movement of the rear beam 12.

[0049] Specifically, regarding the upper stay connecting part 21b and the lower stay connecting part 23b in the first bracket 20, there may be a case where the depth of their semicircular cutouts differs from each other depending on the inclination direction of the first stay 41. For example, when the angle of the column shaft of the steering column 45 is changed due to a change in the passenger layout or the like, there may be a case where the angle of the first stay 41 with respect to the first bracket 20 is changed. For this purpose, the cutout depths can be changed as needed.

[0050] In the present embodiment, the same member (second bracket 30) as the first bracket 20 is horizontally reversed to be mounted on the right side of the rear support 12 in Fig.3. In this case, a part corresponding to the lower stay connecting part 23b in the first bracket 20 is the upper stay connecting part 31b in the second bracket 30. In this way, even if the cutout depths of the upper stay connecting part 21b and the lower stay connecting part 23b are different from each other, the second stay 42 is configured as in the present embodiment. This allows the second stay 42 to be connected to the second bracket 30 to form the closed cross section. Consequently, the right and left brackets, that is, the first bracket 20 and the second bracket 30, can be manufactured the same. Moreover, the second stay 42 used for a right-hand drive vehicle model can also be horizontally reversed to be used for a left-hand drive vehicle model.

[0051] As can be seen from the above description, the use of the steering support bracket structure of the present embodiment enables even distribution of loads acting on the structure. Furthermore, because the versatility of components such as brackets is high, the mounting of the brackets to the structure can be facilitated.

[0052] The above description of the embodiment is merely an example illustrating the present invention and is not limiting; the invention is as claimed in the appended claims. Furthermore, configurations of parts of the present invention are not limited to the above embodiment, and various modifications thereof can be made within the technical scope of the appended claims.

[0053] Although the rear beam 12 extends in the vehicle width direction in the driver's cab side area in the present embodiment, it is not limited thereto. The front beam 11 may extend in the vehicle width direction in the driver's cab side area, and the rear beam 12 may extend in the vehicle width direction across the driver's cab side area and the passenger seat side area. [List of reference symbols] 1 steering support bracket 11 Front carrier (first carrier) 12 Rear carrier (second carrier) 20 First bracket 21 First top part 21a First upper connecting part 21b Upper strut connecting part 23 First subpage 23a First lower connecting part 23b Lower strut connecting part 25 First intermediate side part 25a First part for connecting the rear support 30 Second bracket 31 Second top part 31a Second upper connecting part 31b Upper strut connecting part 33 Second subpage 35 Second intermediate side part 35a Second part for connecting the rear support 41 First strut 42 Second strut 42a Upper plate part 42b Lower plate part 42c side wall part 45 Steering column

Claims

[1] Steering support structure in which a steering support bracket arranged in a vehicle front part comprises a first bracket (11) extending in the vehicle transverse direction and a second bracket (12) spaced from the first bracket (11) and extending in the vehicle transverse direction in an area on the driver's seat side of the vehicle, a steering column (45) is connected to the first support (11) and the second support (12) and the first support (11) and the second support (12) are connected by brackets (20, 30), characterized by , that the brackets (20, 30) extend in the longitudinal direction of the vehicle and are arranged on both sides of the second support (12) in the transverse direction of the vehicle, each of the brackets (20, 30) comprises an upper side part (21, 31) formed in a vehicle upper part, a lower side part (23, 33) formed from the upper side part (21, 31) in the vehicle downward direction so as to be spaced opposite thereto, and an intermediate side part (25, 35) connecting the upper side part (21, 31) and the lower side part (23, 33), and the upper side part (21, 31), the lower side part (23, 33) and the intermediate side part (25, 35) form a concave-shaped sectional surface, the upper side part (21,31) and the lower side part (23,33) are connected to the first carrier (11), the intermediate side part (25,35) is connected to the second support (12), an end part of a strut (41, 42) is connected to a vehicle body structure, wherein the strut (41, 42) extends from the end part towards the bracket (20, 30) and wherein the strut (41, 42) is connected to the bracket (20, 30), and the strut (41, 42), the bracket (20, 30) and the second support (12) are arranged such that they partially overlap one another in the vehicle transverse direction. [2] Steering support structure in which a steering support bracket arranged in a vehicle front part comprises a first bracket (11) extending in the vehicle transverse direction and a second bracket (12) spaced from the first bracket (11) and extending in the vehicle transverse direction in an area on the driver's seat side of the vehicle, a steering column (45) is connected to the first support (11) and the second support (12) and the first support (11) and the second support (12) are connected by brackets (20, 30), characterized by , that the brackets (20, 30) extend in the longitudinal direction of the vehicle and are arranged on both sides of the second support (12) in the transverse direction of the vehicle, each of the brackets (20, 30) comprises an upper side part (21, 31) formed in a vehicle upper part, a lower side part (23, 33) formed from the upper side part (21, 31) in the vehicle downward direction so as to be spaced apart from the upper side part (21, 31), and an intermediate side part (25, 35) connecting the upper side part (21, 31) and the lower side part (23, 33), and the upper side part (21, 31), the lower side part (23, 33), and the intermediate side part (25, 35) form a concave-shaped sectional surface, the upper side part (21,31) and the lower side part (23,33) are connected to the first carrier (11), the intermediate side part (25,35) is connected to the second support (12), a strut (41, 42), one end part of which is connected to a vehicle body structure and which extends from the end part in the direction of the bracket (20, 30), is connected to the upper part (21, 31) and the lower part (23, 33) of the bracket (20, 30) and the strut (41,42), the upper side part (21,31) and the lower side part (23,33) form a closed cross-section. [3] Steering support structure according to claim 2, characterized by , that each of the widths of the upper side part (21) and the lower side part (23) in the vehicle transverse direction is smaller on the side of the second support (12) than on the side of the first support (11) and the strut (41) is arranged closer to the second support (12) than to the first support (11). [4] Steering support structure according to claim 2 or claim 3, characterized by that the strut (41) is arranged so that it overlaps with the center of gravity of the second support (12) when viewed in the transverse direction of the vehicle.

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