JP3969431B2 - Shock absorbing steering column - Google Patents

Shock absorbing steering column Download PDF

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JP3969431B2
JP3969431B2 JP2005086328A JP2005086328A JP3969431B2 JP 3969431 B2 JP3969431 B2 JP 3969431B2 JP 2005086328 A JP2005086328 A JP 2005086328A JP 2005086328 A JP2005086328 A JP 2005086328A JP 3969431 B2 JP3969431 B2 JP 3969431B2
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spacer
column
press
molecular weight
columns
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JP2005193906A (en
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周三 平櫛
博美 磯川
進 今垣
昭夫 松田
義久 天野
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JTEKT Corp
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Description

本発明は、車両の衝突時において運転者に作用する衝撃を吸収するために用いられる衝撃吸収式ステアリングコラムに関する。   The present invention relates to an impact-absorbing steering column used to absorb an impact acting on a driver at the time of a vehicle collision.

筒状の第１コラムに筒状の第２コラムを筒状のスペーサを介し圧入し、両コラムの軸方向相対移動によって衝撃エネルギーを吸収するようにした衝撃吸収式ステアリングコラムが提案されている（特許文献１参照）。そのスペーサは、両コラムが互いにこじれるのを防止し、両コラムを円滑に軸方向相対移動させる。
実開平１‐１７２９６５号公報 An impact-absorbing steering column has been proposed in which a cylindrical second column is press-fitted into a cylindrical first column via a cylindrical spacer, and the impact energy is absorbed by the axial relative movement of both columns ( Patent Document 1). The spacer prevents the two columns from being twisted with each other, and smoothly moves both columns in the axial direction.
Japanese Utility Model Publication No. 1-172965

そのスペーサの材料として合成樹脂を用いることが提案されているが、通常の分子量の合成樹脂材は高温時に軟化し易く、引っ張り強さ等の強度や硬度が低く、第１コラムへの第２コラムのスペーサを介する圧入時に容易に塑性変形し、また、低温時に収縮が大きくなる。そのため、その圧入荷重が小さくなり過ぎ、衝撃エネルギーを充分に吸収できなくなる。
一方、スペーサの材料として用いる合成樹脂材の靱性が小さいと、衝撃作用時に割れ易く、衝撃吸収機能を阻害する。さらに、その合成樹脂材の摩擦係数が大きいと、衝撃作用時にスペーサが第１コラムと第２コラムの軸方向相対移動を阻害し、衝撃吸収時に過大な荷重がドライバーに作用する。
そのため、衝撃吸収式ステアリングコラムにおけるスペーサとして合成樹脂製のものを実用に供することができなかった。 It has been proposed to use a synthetic resin as a material for the spacer, but a synthetic resin material having a normal molecular weight is easy to soften at high temperatures and has low strength and hardness such as tensile strength, and the second column to the first column. The plastic deformation easily occurs during press-fitting through the spacer, and the shrinkage increases at low temperatures. Therefore, the press-fitting load becomes too small and the impact energy cannot be sufficiently absorbed.
On the other hand, if the toughness of the synthetic resin material used as the material for the spacer is small, it is easy to break at the time of impact action and hinders the impact absorbing function. Further, when the friction coefficient of the synthetic resin material is large, the spacer inhibits the relative movement in the axial direction of the first column and the second column at the time of impact action, and an excessive load acts on the driver at the time of impact absorption.
Therefore, a synthetic resin spacer cannot be put to practical use as a spacer in the shock absorbing steering column.

本発明は、上記従来技術の問題を解決することのできる衝撃吸収式ステアリングコラムを提供することを目的とする。   An object of the present invention is to provide an impact-absorbing steering column that can solve the above-described problems of the prior art.

本発明は、筒状の第１コラムに筒状の第２コラムが筒状のスペーサを介し圧入されている衝撃吸収式ステアリングコラムにおいて、そのスペーサの材料を分子量が５０００００以上６００００００以下の超高分子量ポリエチレンとし、前記スペーサの外周の周方向に間隔をおいた複数の領域に、軸方向に沿って複数の突条が、その突条の形成されていない外周領域は平坦な円筒面とされるように形成され、前記スペーサの前記圧入前の全厚み寸法は両コラム間の隙間寸法よりも大きくされると共に、前記スペーサの前記圧入前の全厚み寸法から前記突条の高さ寸法を差し引いた寸法は両コラム間の隙間寸法よりも小さくされ、前記突条は前記圧入の際に圧縮変形され、両コラム間に圧入されている状態での前記スペーサにおける前記突条の高さ寸法は、前記突条の形成されていない部分の厚み寸法よりも小さくされていることを特徴とする。そのスペーサの材料となる超高分子量ポリエチレンの分子量を３００００００以上４５０００００以下とするのが好ましい。
The present invention relates to an impact absorption type steering column in which a cylindrical second column is press-fitted into a cylindrical first column via a cylindrical spacer, and the material of the spacer is an ultra high molecular weight having a molecular weight of 500,000 to 6,000,000. A plurality of protrusions along the axial direction are formed in a plurality of regions spaced in the circumferential direction of the outer periphery of the spacer, and the outer peripheral region where the protrusions are not formed is a flat cylindrical surface. It is formed on the entire thickness of the front the press-fitting of the spacer dimension minus while being larger than the gap dimension between the two columns, the height of the protrusion from the total thickness of the front the press-fitting of the spacer Is smaller than the gap dimension between the two columns, and the protrusion is compressed and deformed during the press-fitting, and the height of the protrusion in the spacer in the state of being press-fitted between the two columns. Size is characterized by being smaller than the thickness of the formed portion not of the ridge. It is preferable that the molecular weight of the ultrahigh molecular weight polyethylene used as the material of the spacer is 3000000 to 4500000.

そのスペーサを、分子量が５０００００以上の超高分子量ポリエチレン製とすることで、分子量が１０００００程度の通常の熱可塑性合成樹脂製とするのに比べ、高温時に軟化し難くなり、引っ張り強さ等の強度が向上し、第１コラムへ第２コラムをスペーサを介して圧入する時に容易に塑性変形することがなくなり、また、低温時に収縮し難くなる。これにより、その圧入荷重が小さくなり過ぎるのを防止し、衝撃エネルギーを充分に吸収できる。
また、その超高分子量ポリエチレンは靱性を有すると共に適度な硬度（ショア硬度Ｄ６７〜７０）を有するので、衝撃作用時に割れ難く、且つ、第１コラムへ第２コラムをスペーサを介して圧入する時に容易に塑性変形することがなくなるので、衝撃エネルギーを充分に吸収できる。
さらに、その超高分子量ポリエチレンは摩擦係数が小さいので、衝撃作用時に第１コラムと第２コラムの軸方向相対移動を阻害することはなく、衝撃吸収時に過大な荷重がドライバーに作用するのを防止できる。
その超高分子量ポリエチレンの分子量を６００００００以下とすることで、スペーサを型成形する場合の成型性を向上できるので、その寸法精度を向上して上記圧入荷重を正確に管理し、適正に衝撃エネルギーを吸収することができる。
その超高分子量ポリエチレンの分子量を増加させることによる上記衝撃吸収時の効果は、その分子量が３００００００までは増加させる程に向上し、その分子量が３００００００を超えても上記衝撃吸収時の効果が低減することはない。よって、その分子量は３００００００以上とするのが好ましい。また、その分子量を４５０００００以下とすることで、スペーサを型成形する場合の成型性をより向上できる。 By making the spacer made of ultra high molecular weight polyethylene having a molecular weight of 500,000 or more, it becomes difficult to soften at a high temperature compared to a normal thermoplastic synthetic resin having a molecular weight of about 100,000. As a result, plastic deformation does not easily occur when the second column is press-fitted into the first column via the spacer, and it is difficult to shrink at low temperatures. Thereby, the press-fit load is prevented from becoming too small, and the impact energy can be sufficiently absorbed.
In addition, the ultra high molecular weight polyethylene has toughness and moderate hardness (Shore hardness D67 to 70), so it is difficult to break during impact action and easy to press the second column through the spacer into the first column. Therefore, the impact energy can be absorbed sufficiently.
In addition, the ultra-high molecular weight polyethylene has a small coefficient of friction, so it does not hinder the relative movement of the first and second columns in the axial direction during impact, and prevents excessive loads from acting on the driver during impact absorption. it can.
By setting the molecular weight of the ultrahigh molecular weight polyethylene to 6000000 or less, the moldability when the spacer is molded can be improved. Therefore, the dimensional accuracy is improved, the press-fitting load is accurately managed, and the impact energy is appropriately controlled. Can be absorbed.
The effect at the time of impact absorption by increasing the molecular weight of the ultra high molecular weight polyethylene is improved as the molecular weight is increased up to 3000000, and the effect at the time of impact absorption is reduced even if the molecular weight exceeds 3000000. There is nothing. Therefore, the molecular weight is preferably 3000000 or more. Moreover, the moldability in the case of mold-molding a spacer can be improved more because the molecular weight shall be 4500000 or less.

本発明の衝撃吸収式ステアリングコラムによれば、合成樹脂製のスペーサを用いて、車両の衝突時に衝撃エネルギーを充分かつ適正に吸収し、過大な荷重がドライバーに作用するのを確実に防止できる。   According to the shock absorbing steering column of the present invention, the synthetic resin spacer can be used to sufficiently and properly absorb the impact energy at the time of a vehicle collision and reliably prevent an excessive load from acting on the driver.

以下、図面を参照して本発明の実施形態を説明する。
図１に示す衝撃吸収式ステアリングコラム１は、筒状の金属製第１コラム２ａと、この第１コラム２ａに筒状のスペーサ３を介し圧入される金属製第２コラム２ｂとを備える。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
The shock absorbing steering column 1 shown in FIG. 1 includes a cylindrical metal first column 2a and a metal second column 2b press-fitted into the first column 2a via a cylindrical spacer 3.

その第１コラム２ａは、ベアリング４を介し筒状の第１ハンドルシャフト５を支持する。その第１ハンドルシャフト５の一端にステアリングホイール（図示省略）が連結され、他端に第２ハンドルシャフト７の一端が挿入され、その第２ハンドルシャフト７はベアリング６を介し第２コラム２ｂにより支持される。その第１ハンドルシャフト５を支持するベアリング４は、第１コラム２ａの内周に形成された段差と第１ハンドルシャフト５の外周に取り付けられた止め輪１２とにより、第１コラム２ａと第１ハンドルシャフト５とに対する軸方向相対移動が規制される。   The first column 2 a supports a cylindrical first handle shaft 5 via a bearing 4. A steering wheel (not shown) is connected to one end of the first handle shaft 5, and one end of the second handle shaft 7 is inserted to the other end, and the second handle shaft 7 is supported by the second column 2 b via a bearing 6. Is done. The bearing 4 that supports the first handle shaft 5 includes a first column 2a and a first column that are formed by a step formed on the inner periphery of the first column 2a and a retaining ring 12 attached to the outer periphery of the first handle shaft 5. Axial relative movement with respect to the handle shaft 5 is restricted.

その第１コラム２ａにアッパーブラケット１１が溶接され、そのアッパーブラケット１１と後述の衝撃吸収機構とを介して、第１コラム２ａは車体に支持される。   An upper bracket 11 is welded to the first column 2a, and the first column 2a is supported by the vehicle body via the upper bracket 11 and an impact absorbing mechanism described later.

その第２コラム２ｂにロアブラケット１０が溶接され、そのロアブラケット１０を介して第２コラム２ｂは車体に支持される。   The lower bracket 10 is welded to the second column 2b, and the second column 2b is supported by the vehicle body via the lower bracket 10.

図２に示すように、その第２ハンドルシャフト７の外周に一対の周溝８が形成され、その周溝８に通じる通孔９が第１ハンドルシャフト５に形成され、その通孔９と周溝８とに樹脂６０が充填される。
衝撃が作用すると、その樹脂６０が破断され、第１ハンドルシャフト５と第２ハンドルシャフト７とは軸方向相対移動する。第１ハンドルシャフト５の内周形状と第２ハンドルシャフト７の外周形状とは非円形とされることで、第１ハンドルシャフト５と第２ハンドルシャフト７とは回転伝達可能に連結されている。 As shown in FIG. 2, a pair of circumferential grooves 8 are formed on the outer periphery of the second handle shaft 7, and a through hole 9 communicating with the circumferential groove 8 is formed in the first handle shaft 5. Resin 60 is filled in the grooves 8.
When the impact is applied, the resin 60 is broken, and the first handle shaft 5 and the second handle shaft 7 move relative to each other in the axial direction. Since the inner peripheral shape of the first handle shaft 5 and the outer peripheral shape of the second handle shaft 7 are non-circular, the first handle shaft 5 and the second handle shaft 7 are coupled so as to be able to transmit rotation.

図３、図４および図５の（１）に示すように、そのアッパーブラケット１１は、第１コラム２ａの径方向外方に延び出る一対の支持部１１ａと、各支持部１１ａの一端から第１コラム２ａの軸方向に対して直角方向に延び出る側壁部１１ｄと、各側壁部１１ｄの一端から第１コラム２ａの軸方向に平行に延び出る突出部１１ｅと、各突出部１１ｅに一体化されたリング１１ｈとを有する。各支持部１１ａに、ステアリングホイール側において開口する切欠１１ｂが形成され、各切欠１１ｂに連結部材２０が挿入されている。   As shown in FIG. 3, FIG. 4 and FIG. 5 (1), the upper bracket 11 includes a pair of support portions 11a extending outward in the radial direction of the first column 2a and one end of each support portion 11a. The side wall portion 11d extending in a direction perpendicular to the axial direction of the one column 2a, the protruding portion 11e extending in parallel to the axial direction of the first column 2a from one end of each side wall portion 11d, and the protruding portion 11e are integrated. Ring 11h. Each support portion 11a is formed with a notch 11b that opens on the steering wheel side, and a connecting member 20 is inserted into each notch 11b.

図５の（２）に示すように、各連結部材２０は、各切欠１１ｂの内面に入り込む上部２０ａと、各切欠１１ｂの周囲の下面に沿う下部２０ｂとを有する。各支持部１１ａの切欠１１ｂの周縁に沿う部分に、複数の通孔１１ｇが形成される。各通孔１１ｇに通じる通孔２０ｃが、各連結部材２０の下部２０ｂに形成される。それら通孔１１ｇ、２０ｃに、合成樹脂製のピン６１が挿通される。各ピン６１は、各切欠１１ｂの周囲の上面に沿う保持部材６１′に一体化される。
各連結部材２０と各保持部材６１′の上面に、板金製の衝撃吸収部材６３が沿わせられる。各衝撃吸収部材６３の一端側と各連結部材２０とに形成されるボルト通孔６３′、２０′に、車体側部材４５に植え込まれるネジ軸４０が挿通される。そのネジ軸４０にねじ合わされるナット４１と車体側部材４５とで、その衝撃吸収部材６３と保持部材６１′と支持部１１ａと連結部材２０とが挟み込まれる。これにより、衝撃吸収部材６３の一端側は車体に同行移動するように連結される。なお、各ボルト通孔６３′、２０′は、コラム軸方向が長手方向の長孔とされ、製作誤差による各部材相互の位置ずれに対応可能とされている。
衝撃が作用すると、それらピン６１が剪断され、そのアッパーブラケット１１は第１コラム２ａと同行して、第１コラム２ａの軸方向に、車体と第２コラム２ｂと衝撃吸収部材６３と保持部材６１′と連結部材２０とに対して相対移動する。 As shown in (2) of FIG. 5, each connecting member 20 has an upper portion 20a that enters the inner surface of each notch 11b, and a lower portion 20b that extends along the lower surface around each notch 11b. A plurality of through holes 11g are formed in a portion along the periphery of the notch 11b of each support portion 11a. A through hole 20 c communicating with each through hole 11 g is formed in the lower part 20 b of each connecting member 20. A synthetic resin pin 61 is inserted through the through holes 11g and 20c. Each pin 61 is integrated with a holding member 61 'along the upper surface around each notch 11b.
An impact absorbing member 63 made of sheet metal is placed along the upper surface of each connecting member 20 and each holding member 61 '. The screw shaft 40 implanted in the vehicle body side member 45 is inserted into bolt through holes 63 ′ and 20 ′ formed in one end side of each impact absorbing member 63 and each connecting member 20. The impact absorbing member 63, the holding member 61 ′, the support portion 11 a, and the connecting member 20 are sandwiched between the nut 41 and the vehicle body side member 45 that are screwed together with the screw shaft 40. Thereby, the one end side of the shock absorbing member 63 is connected so as to move along with the vehicle body. The bolt through holes 63 ′ and 20 ′ are elongated holes in the longitudinal direction in the column axis direction so as to be able to cope with misalignment between members due to manufacturing errors.
When an impact acts, the pins 61 are sheared, and the upper bracket 11 accompanies the first column 2a, and in the axial direction of the first column 2a, the vehicle body, the second column 2b, the shock absorbing member 63, and the holding member 61. 'And relative movement with respect to the connecting member 20.

図６にも示すように、各衝撃吸収部材６３は、一端から他端に向かって第１コラム２ａの軸方向に沿って延びる第１の部分６３ａと、その第１の部分６３ａから第１コラム２ａの軸方向に対して直角な方向に沿って延びる第２の部分６３ｂと、その第２の部分６３ｂから他端に向かって第１コラム２ａの軸方向に沿って延びる第３の部分６３ｃとを有し、他端は自由端とされている。
各衝撃吸収部材６３の第１の部分６３ａは、前述のように保持部材６１′と車体側部材４５とで挟み込まれて車体に連結される。各衝撃吸収部材６３の第２の部分６３ｂは、アッパーブラケット１１の各支持部１１ａに形成される開口１１ｆに挿入される。各衝撃吸収部材６３の第３の部分６３ｃは、アッパーブラケット１１の各突出部１１ｅに一体化されたリング１１ｈに挿入される。 As shown also in FIG. 6, each shock absorbing member 63 includes a first portion 63a extending from one end to the other end along the axial direction of the first column 2a, and the first portion 63a to the first column. A second portion 63b extending along a direction perpendicular to the axial direction of 2a; a third portion 63c extending along the axial direction of the first column 2a from the second portion 63b toward the other end; The other end is a free end.
As described above, the first portion 63a of each impact absorbing member 63 is sandwiched between the holding member 61 'and the vehicle body side member 45 and connected to the vehicle body. The second portion 63 b of each shock absorbing member 63 is inserted into the opening 11 f formed in each support portion 11 a of the upper bracket 11. The third portion 63c of each shock absorbing member 63 is inserted into a ring 11h integrated with each protrusion 11e of the upper bracket 11.

図７の（１）に示すように、その開口１１ｆの周縁部の一側は第１押し付け部１１ｊとされ、その第２の部分６３ｂに衝撃吸収部材６３の一端側において間隔δをおいて対向する。その第１押し付け部１１ｊは凸曲面とされている。その第１押し付け部１１ｊから第１コラム２ａの軸方向に対して直角な方向に離れた位置において、アッパーブラケット１１の側壁部１１ｄと突出部１１ｅとの境界部が第２押し付け部１１ｋを構成する。その第２押し付け部１１ｋは、その第２の部分６３ｂに衝撃吸収部材６３の他端側において対向する。その第２押し付け部１１ｋは凸曲面とされている。そのリング１１ｈの内面は、その第３の部分６３ｃが第１コラム２ａの軸方向に交差する方向に相対移動するのを規制可能なガイド部１１ｈ′とされている。   As shown in (1) of FIG. 7, one side of the peripheral edge of the opening 11f is a first pressing portion 11j, and is opposed to the second portion 63b at one end side of the shock absorbing member 63 with an interval δ. To do. The first pressing portion 11j is a convex curved surface. At a position away from the first pressing portion 11j in a direction perpendicular to the axial direction of the first column 2a, the boundary portion between the side wall portion 11d and the protruding portion 11e of the upper bracket 11 constitutes the second pressing portion 11k. . The second pressing portion 11k faces the second portion 63b on the other end side of the shock absorbing member 63. The second pressing portion 11k is a convex curved surface. The inner surface of the ring 11h is a guide portion 11h 'that can restrict the relative movement of the third portion 63c in the direction intersecting the axial direction of the first column 2a.

図８、図９の（１）、（２）に示すように、上記スペーサ３は円筒形であり、軸方向に沿う割り溝３ａを有することで径方向に弾性変形可能とされている。このスペーサ３は、超高分子量ポリエチレン材により射出成形等により型成形され、その超高分子量ポリエチレンの分子量は、５０００００以上６００００００以下とされ、好ましくは３００００００以上４５０００００以下とされる。   As shown in FIGS. 8 and 9 (1) and (2), the spacer 3 has a cylindrical shape, and can be elastically deformed in the radial direction by having a split groove 3a along the axial direction. The spacer 3 is molded by ultra high molecular weight polyethylene material by injection molding or the like, and the molecular weight of the ultra high molecular weight polyethylene is 500,000 or more and 6000000 or less, preferably 3000000 or more and 4500000 or less.

そのスペーサ３の一端には内向きに突出するフランジ３ｂが形成され、このフランジ３ｂは第２コラム２ｂの端面に接する。このスペーサ３は、その外周の周方向に間隔をおいた複数の領域に、軸方向に沿って形成された複数の突条３ｄを有する。その突条３ｄの形成されていない外周領域３ｅは平坦な円筒面とされている。これにより、第１コラム２ａの内周面は各突条３ｄを介しスペーサ３に接する。図９の（３）に示すように、両コラム２ａ、２ｂ間に圧入された状態でのスペーサ３の突条３ｄの高さ寸法ｈは、突条３ｄの形成されていない部分３ｆの厚み寸法Ｄ３よりも小さくされている。   A flange 3b protruding inward is formed at one end of the spacer 3, and this flange 3b is in contact with the end surface of the second column 2b. The spacer 3 has a plurality of protrusions 3d formed along the axial direction in a plurality of regions spaced in the circumferential direction of the outer periphery thereof. The outer peripheral region 3e where the protrusion 3d is not formed is a flat cylindrical surface. Thereby, the inner peripheral surface of the first column 2a is in contact with the spacer 3 via each protrusion 3d. As shown in (3) of FIG. 9, the height dimension h of the protrusion 3d of the spacer 3 in a state where it is press-fitted between both columns 2a and 2b is the thickness dimension of the portion 3f where the protrusion 3d is not formed. It is made smaller than D3.

図１０に示すように、そのスペーサ３の圧入前の全厚み寸法Ｄ２は両コラム２ａ、２ｂの間の隙間寸法Ｄ１よりも大きく、そのスペーサ３の圧入前の全厚み寸法２から突条の高さ寸法Ｈを差し引いた寸法Ｄ３は両コラム２ａ、２ｂの間の隙間寸法Ｄ１よりも小さくされる。その圧入前のスペーサ３は第２コラム２ｂの外周に嵌合され、その一端のフランジ３ｂは第２コラム２ｂの端面に当接される。そのスペーサ３の外周に第１コラム２ａが圧入され、その圧入の際に各突条３ｄが圧縮変形される。なお、スペーサ３の圧入前の全厚み寸法Ｄ２が加工公差によりばらついたとしても、Ｄ２＞Ｄ１＞Ｄ３の関係がするように、スペーサ３の圧入前の全厚み寸法Ｄ２および突条３ｄの高さ寸法Ｈが設定される。   As shown in FIG. 10, the total thickness dimension D2 of the spacer 3 before press-fitting is larger than the gap dimension D1 between the columns 2a and 2b, and the height of the ridge is higher than the total thickness dimension 2 of the spacer 3 before press-fitting. The dimension D3 obtained by subtracting the dimension H is made smaller than the gap dimension D1 between the columns 2a and 2b. The spacer 3 before press-fitting is fitted to the outer periphery of the second column 2b, and the flange 3b at one end thereof is in contact with the end surface of the second column 2b. The first column 2a is press-fitted into the outer periphery of the spacer 3, and each protrusion 3d is compressed and deformed during the press-fitting. In addition, even if the total thickness dimension D2 before press-fitting of the spacer 3 varies due to processing tolerances, the total thickness dimension D2 before press-fitting of the spacer 3 and the height of the protrusion 3d are set so that D2> D1> D3. A dimension H is set.

上記構成において、車両の衝突により衝撃が作用すると、先ず、樹脂６０とピン６１とが剪断されることで衝撃が吸収される。   In the above configuration, when an impact is applied due to a vehicle collision, the impact is absorbed by shearing the resin 60 and the pin 61 first.

次に、第１コラム２ａが車体と第２コラム２ｂとに対し相対移動することで、両コラム２ａ、２ｂ間に圧入されたスペーサ３の圧入荷重に応じて衝撃が吸収される。
そのスペーサ３の圧入前の全厚み寸法Ｄ２は両コラム２ａ、２ｂの間の隙間寸法Ｄ１よりも大きく、そのスペーサ３の圧入前の全厚み寸法Ｄ２から突条３ｄの高さ寸法Ｈを差し引いた寸法Ｄ３は両コラム２ａ、２ｂの間の隙間寸法Ｄ１よりも小さいので、スペーサ３の圧入時における圧縮変形量は、スペーサの内外周が平坦な円筒面である場合よりも小さくなる。これにより、加工公差に応じ両コラム２ａ、２ｂの間の隙間寸法Ｄ１およびスペーサ３の圧入前の全厚み寸法Ｄ２がばらついたとしても、そのばらつきによるスペーサ３の圧入時の圧縮変形量の変動は小さくなり、その圧入荷重に対応する両コラム２ａ、２ｂの軸方向相対移動に要する荷重のばらつきも小さくできる。図１１における２点鎖線は、そのスペーサ３の圧入前の全厚み寸法Ｄ２が一定であるとした場合における、両コラム２ａ、２ｂ間の隙間寸法Ｄ１の設定値からのばらつきと軸方向相対移動に要する荷重との関係を示し、その隙間寸法Ｄ１のばらつきに対する荷重のばらつきは、実線で示した内外周が平坦な円筒面であるスペーサの荷重のばらつきよりも小さくなるのを確認できる。これにより、両コラム２ａ、２ｂの軸方向相対移動に要する荷重を適正範囲内に設定し、適正に衝撃エネルギーを吸収できる。
また、両コラム２ａ、２ｂ間に圧入されている状態でのスペーサ３の突条３ｄの高さ寸法ｈを、突条３ｄの形成されていない部分３ｆの厚み寸法Ｄ３よりも小さくすることで、そのスペーサ３が超高分子量ポリエチレン製で金属等に比べ変形し易いものであっても、衝撃作用時における突条３ｄの変形による両コラム２ａ、２ｂの相対的な傾きを小さくし、また、その突条３ｄの形成されていない変形し難い部分３ｆにより両コラム２ａ、２ｂを軸方向相対移動するように案内できるので、両コラム２ａ、２ｂを円滑に軸方向相対移動させて適正に衝撃エネルギーを吸収できる。 Next, the first column 2a moves relative to the vehicle body and the second column 2b, so that the impact is absorbed according to the press-fit load of the spacer 3 press-fitted between the columns 2a and 2b.
The total thickness dimension D2 before the spacer 3 is press-fitted is larger than the gap dimension D1 between the columns 2a and 2b, and the height dimension H of the protrusion 3d is subtracted from the total thickness dimension D2 before the spacer 3 is press-fitted. Since the dimension D3 is smaller than the gap dimension D1 between the two columns 2a and 2b, the amount of compressive deformation when the spacer 3 is press-fitted is smaller than when the spacer has a flat cylindrical surface. As a result, even if the gap dimension D1 between both the columns 2a and 2b and the total thickness dimension D2 before press-fitting of the spacer 3 vary depending on the processing tolerance, the variation in the amount of compressive deformation at the time of press-fitting of the spacer 3 due to the variation is The variation in the load required for the relative movement in the axial direction of both the columns 2a and 2b corresponding to the press-fit load can be reduced. The two-dot chain line in FIG. 11 shows the variation from the set value of the gap dimension D1 between the columns 2a and 2b and the relative movement in the axial direction when the total thickness dimension D2 before press-fitting of the spacer 3 is constant. It shows the relationship with the required load, and it can be confirmed that the variation in the load with respect to the variation in the gap dimension D1 is smaller than the variation in the load of the spacer whose inner and outer circumferences are flat cylindrical surfaces indicated by the solid line. Thereby, the load required for the axial relative movement of both the columns 2a and 2b can be set within an appropriate range, and impact energy can be absorbed appropriately.
Further, by making the height dimension h of the protrusion 3d of the spacer 3 in a state where it is press-fitted between both the columns 2a and 2b, smaller than the thickness dimension D3 of the portion 3f where the protrusion 3d is not formed, Even if the spacer 3 is made of ultra high molecular weight polyethylene and is more easily deformed than metal or the like, the relative inclination of both columns 2a and 2b due to deformation of the protrusion 3d during impact action is reduced, and Since the two columns 2a and 2b can be guided so as to move relative to each other in the axial direction by the portion 3f which is not formed with the protrusion 3d and is difficult to deform, the impact energy can be appropriately adjusted by smoothly moving both the columns 2a and 2b in the axial direction Can absorb.

また、第１コラム２ａが車体に対して、衝撃吸収部材６３の第２の部分６３ｂとアッパーブラケット１１の第１押し付け部１１ｊとの間隔δだけ相対移動した後に、衝撃吸収部材６３が塑性変形して衝撃が吸収される。すなわち、図７の（２）に示すように、その間隔δだけ第１コラム２ａが車体に対して相対移動すると、その第２の部分６３ｂが第１押し付け部１１ｊに押し付けられる。さらに第１コラム２ａが車体に対して相対移動すると、衝撃吸収部材６３の第１の部分６３ａと第２の部分６３ｂとの境界部が塑性変形する。その塑性変形により、図７の（３）に示すように、その第２の部分６３ｂが第２押し付け部１１ｋに押し付けられる。
さらに第１コラム２ａが車体に対して相対移動すると、図１２に示すように、その相対移動に伴い第１押し付け部１１ｊと第２押し付け部１１ｋとが衝撃吸収部材６３を塑性変形させる。 Further, after the first column 2a is moved relative to the vehicle body by a distance δ between the second portion 63b of the shock absorbing member 63 and the first pressing portion 11j of the upper bracket 11, the shock absorbing member 63 is plastically deformed. Shock is absorbed. That is, as shown in (2) of FIG. 7, when the first column 2a moves relative to the vehicle body by the interval δ, the second portion 63b is pressed against the first pressing portion 11j. Further, when the first column 2a moves relative to the vehicle body, the boundary portion between the first portion 63a and the second portion 63b of the shock absorbing member 63 is plastically deformed. Due to the plastic deformation, as shown in (3) of FIG. 7, the second portion 63b is pressed against the second pressing portion 11k.
Further, when the first column 2a moves relative to the vehicle body, as shown in FIG. 12, the first pressing portion 11j and the second pressing portion 11k plastically deform the impact absorbing member 63 along with the relative movement.

これにより、図１３に示すように、車体に対する第１コラム２ａの相対移動ストロークとドライバーに作用する荷重との関係は、その衝撃吸収初期において変動の小さなものにでき、ドライバーに大きな荷重を作用させることなく効果的に衝撃を吸収できる。   As a result, as shown in FIG. 13, the relationship between the relative movement stroke of the first column 2a relative to the vehicle body and the load acting on the driver can be small in the initial stage of the shock absorption, and a large load is applied to the driver. It can absorb the impact effectively without any problems.

上記構成によれば、スペーサ３を、分子量が５０００００以上の超高分子量ポリエチレン製とすることで、分子量が１０００００程度の通常の熱可塑性合成樹脂製とするのに比べ、高温時に軟化し難くなり、引っ張り強さ等の強度が向上し、第１コラム２ａへ第２コラム２ｂをスペーサ３を介して圧入する時に容易に塑性変形することはなく、また、低温時に収縮し難くなる。これにより、その圧入荷重が小さくなり過ぎるのを防止し、衝撃エネルギーを充分に吸収できる。
また、その超高分子量ポリエチレンは靱性を有すると共に適度な硬度（ショア硬度Ｄ６７〜７０）を有するので、衝撃作用時に割れ難く、且つ、第１コラム２ａへ第２コラム２ｂをスペーサ３を介して圧入する時に容易に塑性変形することはないので衝撃エネルギーを充分に吸収できる。
さらに、その超高分子量ポリエチレンは摩擦係数が小さいので、衝撃作用時に第１コラム２ａと第２コラム２ｂの軸方向相対移動を阻害することはなく、衝撃吸収時に過大な荷重がドライバーに作用するのを防止できる。
その超高分子量ポリエチレンの分子量を６００００００以下とすることで、スペーサ３の成型性を向上できるので、その寸法精度を向上して上記圧入荷重を正確に管理し、適正に衝撃エネルギーを吸収することができる。
その超高分子量ポリエチレンの分子量を、３００００００以上とすることで上記衝撃吸収時の効果をより向上し、４５０００００以下とすることで成型性をより向上できる。 According to the above configuration, the spacer 3 is made of ultrahigh molecular weight polyethylene having a molecular weight of 500,000 or more, so that it becomes difficult to soften at a high temperature as compared to a normal thermoplastic synthetic resin having a molecular weight of about 100,000. The strength such as the tensile strength is improved, and when the second column 2b is press-fitted into the first column 2a via the spacer 3, it is not easily plastically deformed, and is difficult to shrink at a low temperature. Thereby, the press-fit load is prevented from becoming too small, and the impact energy can be sufficiently absorbed.
Further, since the ultra high molecular weight polyethylene has toughness and moderate hardness (Shore hardness D67 to 70), it is difficult to break at the time of impact, and the second column 2b is press-fitted into the first column 2a through the spacer 3. Since it is not easily plastically deformed, the impact energy can be sufficiently absorbed.
Furthermore, since the ultra high molecular weight polyethylene has a small friction coefficient, it does not hinder the relative movement in the axial direction of the first column 2a and the second column 2b during impact action, and an excessive load acts on the driver during shock absorption. Can be prevented.
By setting the molecular weight of the ultrahigh molecular weight polyethylene to 6000000 or less, the moldability of the spacer 3 can be improved. Therefore, the dimensional accuracy can be improved, the press-fitting load can be accurately managed, and impact energy can be absorbed appropriately. it can.
By setting the molecular weight of the ultrahigh molecular weight polyethylene to 3000000 or more, the effect at the time of impact absorption is further improved, and by setting the molecular weight to 4500000 or less, moldability can be further improved.

なお、本発明は上記実施形態に限定されない。例えば、スペーサの形態は筒状であれば特に限定されない。また、衝撃吸収機構の構成も特に限定されない。   In addition, this invention is not limited to the said embodiment. For example, the shape of the spacer is not particularly limited as long as it is cylindrical. Further, the configuration of the shock absorbing mechanism is not particularly limited.

本発明の実施形態のステアリングコラムの側断面図Side sectional view of a steering column according to an embodiment of the present invention 本発明の実施形態のステアリングコラムの部分側断面図1 is a partial side sectional view of a steering column according to an embodiment of the present invention. 本発明の実施形態のステアリングコラムの部分側面図The partial side view of the steering column of embodiment of this invention 本発明の実施形態のステアリングコラムの部分平面図The partial top view of the steering column of embodiment of this invention 本発明の実施形態のステアリングコラムの（１）は図３のＶ‐Ｖ線断面図、（２）は保持部材と連結部材の斜視図(1) of the steering column of the embodiment of the present invention is a cross-sectional view taken along line VV of FIG. 3, and (2) is a perspective view of the holding member and the connecting member. 本発明の実施形態のステアリングコラムのアッパーブラケットと衝撃吸収部材の斜視図1 is a perspective view of an upper bracket and an impact absorbing member of a steering column according to an embodiment of the present invention. 本発明の実施形態のステアリングコラムのアッパーブラケットと衝撃吸収部材の（１）は衝撃作用前の断面図、（２）は衝撃作用後におけるδの相対移動後の断面図、（３）は衝撃吸収作用時の断面図(1) of the upper bracket and impact absorbing member of the steering column according to the embodiment of the present invention is a cross-sectional view before impact action, (2) is a cross-sectional view after relative movement of δ after impact action, and (3) is shock absorption. Cross section during operation 本発明の実施形態のステアリングコラムのスペーサの斜視図The perspective view of the spacer of the steering column of embodiment of this invention 本発明の実施形態のスペーサの（１）は縦断面図、（２）は横断面図、（３）は両コラム間への圧入状態での部分断面図(1) is a longitudinal sectional view, (2) is a transverse sectional view, and (3) is a partial sectional view in a press-fitted state between both columns of the spacer according to the embodiment of the present invention. 本発明の実施形態のスペーサの寸法関係の説明図Explanatory drawing of the dimensional relationship of the spacer of embodiment of this invention 両コラム間の隙間のばらつきと両コラムを軸方向相対移動させるのに要する荷重との関係を示す図Diagram showing the relationship between the variation in the gap between both columns and the load required to move both columns relative to each other in the axial direction そのステアリングコラムの衝撃作用後の部分側面図Partial side view of the steering column after impact そのステアリングコラムの第１コラムと車体との相対移動ストロークとドライバーに作用する荷重との関係を示す図The figure which shows the relationship between the relative movement stroke of the 1st column of the steering column and a vehicle body, and the load which acts on a driver.

符号の説明Explanation of symbols

１ ステアリングコラム
２ａ 第１コラム
２ｂ 第２コラム
３ スペーサ
３ｄ 突条 1 Steering column 2a First column 2b Second column 3 Spacer 3d Projection

Claims (2)

筒状の第１コラムに筒状の第２コラムが筒状のスペーサを介し圧入されている衝撃吸収式ステアリングコラムにおいて、
そのスペーサの材料を分子量が５０００００以上６００００００以下の超高分子量ポリエチレンとし、
前記スペーサの外周の周方向に間隔をおいた複数の領域に、軸方向に沿って複数の突条が、その突条の形成されていない外周領域は平坦な円筒面とされるように形成され、
前記スペーサの前記圧入前の全厚み寸法は両コラム間の隙間寸法よりも大きくされると共に、前記スペーサの前記圧入前の全厚み寸法から前記突条の高さ寸法を差し引いた寸法は両コラム間の隙間寸法よりも小さくされ、
前記突条は前記圧入の際に圧縮変形され、
両コラム間に圧入されている状態での前記スペーサにおける前記突条の高さ寸法は、前記突条の形成されていない部分の厚み寸法よりも小さくされていることを特徴とする衝撃吸収式ステアリングコラム。 In the shock absorption type steering column in which the cylindrical second column is press-fitted into the cylindrical first column via the cylindrical spacer,
The spacer material is ultra high molecular weight polyethylene having a molecular weight of 500,000 to 6,000,000,
A plurality of ridges along the axial direction are formed in a plurality of regions spaced in the circumferential direction of the outer periphery of the spacer, and an outer peripheral region where the ridges are not formed is formed as a flat cylindrical surface. ,
The total thickness dimension before press-fitting of the spacer is made larger than the gap dimension between both columns, and the dimension obtained by subtracting the height dimension of the protrusion from the total thickness dimension of the spacer before press-fitting is the distance between both columns. The gap size is smaller than
The protrusion is compressed and deformed during the press-fitting,
The shock absorbing steering system, wherein a height dimension of the ridge in the spacer is press-fitted between both columns is smaller than a thickness dimension of a portion where the ridge is not formed. column. そのスペーサの材料となる超高分子量ポリエチレンの分子量を３００００００以上４５０００００以下とする請求項１に記載の衝撃吸収式ステアリングコラム。 The shock-absorbing steering column according to claim 1, wherein the molecular weight of ultra-high molecular weight polyethylene used as a material for the spacer is 3000000 to 4500000.
JP2005086328A 2005-03-24 2005-03-24 Shock absorbing steering column Expired - Fee Related JP3969431B2 (en)

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US9139220B2 (en) 2013-04-18 2015-09-22 Hyundai Motor Company Steering system of automobile

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DE102015209060B4 (en) * 2015-05-18 2016-12-01 Thyssenkrupp Ag Steering column for a motor vehicle and energy absorption device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9139220B2 (en) 2013-04-18 2015-09-22 Hyundai Motor Company Steering system of automobile

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