CA1247387A - Steering column shaft - Google Patents
Steering column shaftInfo
- Publication number
- CA1247387A CA1247387A CA000482664A CA482664A CA1247387A CA 1247387 A CA1247387 A CA 1247387A CA 000482664 A CA000482664 A CA 000482664A CA 482664 A CA482664 A CA 482664A CA 1247387 A CA1247387 A CA 1247387A
- Authority
- CA
- Canada
- Prior art keywords
- tube
- tube portion
- steering column
- sleeve
- tubes
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Landscapes
- Steering Controls (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
STEERING COLUMN SHAFT
ABSTRACT OF THE DISCLOSURE
This shaft is particularly adapted to be employed between the steering housing and an intermediate pivotal connection of the universal joint type and forms a vibra-tion damping device. It comprises two coaxial tubes (20, 22) each of which terminates in a portion having a substantially oval section (24, 26) which are fitted one inside the other, an elastically yieldable sleeve (28) being interposed therebetween. The larger dimension of the inner tube (24) is greater than the smaller dimension of the outer tube (26) so that only small relative angular movements are possible and that the transmission of the movements-effected by the steering wheel is ensured. The sleeve (28) allows an axial movement between the inner and outer tubes.
ABSTRACT OF THE DISCLOSURE
This shaft is particularly adapted to be employed between the steering housing and an intermediate pivotal connection of the universal joint type and forms a vibra-tion damping device. It comprises two coaxial tubes (20, 22) each of which terminates in a portion having a substantially oval section (24, 26) which are fitted one inside the other, an elastically yieldable sleeve (28) being interposed therebetween. The larger dimension of the inner tube (24) is greater than the smaller dimension of the outer tube (26) so that only small relative angular movements are possible and that the transmission of the movements-effected by the steering wheel is ensured. The sleeve (28) allows an axial movement between the inner and outer tubes.
Description
~c~
- 1 - 2~497-5~2 Vehicles travelling over ground having projections transmit throughout the unit of the steering system various parasitic vibrations. These vibrations are either circular, i.e.
alternating in torsion, or longitudinal, i.e. from the bottorn to the top of the steering column. They are moreover transmitted to the steering wheel through the latter.
An object of the present invention is therefore to pro-vide a steering column shaft which damps these vibrations so that they are not felt in the steering wheel.
The invention provides a steering column structure naving vibration damping means, said structure comprising two coaxial tubes each terminating in a respective flattened end portion, one tube end portion being an inner portion and disposed inside the other tube portion which constitutes an outer tube portion, the inner tube portion having an outer surface and the outer tube portion having a bore defined by an inner surface which surfaces each have parallel generatrices and a non-circular cross-sectional shape which has a first dimension in a first direction transversely of the respective tube and a second dimension in a second direction transversely of the respective tube substantially perpendicular to said first direction which is smaller than said first dimension, said inner surface and said outer surface defining an annular space, and an elastically yieldable damping sleeve means disposed in and substantially filling said annular space and constituting said vibration damping means, the cross-sectional shape of said bore of the outer tube portion having substantially a contour com-prising two opposite large arcuate concave segments and two opposite intermediate convex segments interconnecting said arcuate segments, o~
- 1 - 2~497-5~2 Vehicles travelling over ground having projections transmit throughout the unit of the steering system various parasitic vibrations. These vibrations are either circular, i.e.
alternating in torsion, or longitudinal, i.e. from the bottorn to the top of the steering column. They are moreover transmitted to the steering wheel through the latter.
An object of the present invention is therefore to pro-vide a steering column shaft which damps these vibrations so that they are not felt in the steering wheel.
The invention provides a steering column structure naving vibration damping means, said structure comprising two coaxial tubes each terminating in a respective flattened end portion, one tube end portion being an inner portion and disposed inside the other tube portion which constitutes an outer tube portion, the inner tube portion having an outer surface and the outer tube portion having a bore defined by an inner surface which surfaces each have parallel generatrices and a non-circular cross-sectional shape which has a first dimension in a first direction transversely of the respective tube and a second dimension in a second direction transversely of the respective tube substantially perpendicular to said first direction which is smaller than said first dimension, said inner surface and said outer surface defining an annular space, and an elastically yieldable damping sleeve means disposed in and substantially filling said annular space and constituting said vibration damping means, the cross-sectional shape of said bore of the outer tube portion having substantially a contour com-prising two opposite large arcuate concave segments and two opposite intermediate convex segments interconnecting said arcuate segments, o~
- 2 - 20497-~2 the arcuate concave seyments having a radius which is less ~'nan one half of said first dimension, the width of said bore in the reyion of said arcuate segments being larger than the width of said bore in the region of said intermediate segments, the inner tube portion having an outer surface which is in rnajor part substantially planar and parallel to said first direction, at least one of the tube por-tion having a radially extending projection which defines a space with the opposed surface of the other tube portion which is less than said annular space and is capable of directly encountering said opposed surface of said other tube portion upon only partial yielding of said sleeve means upon relative rotation between the two tube portions, and said sleeve means being slidable relative to each one of the tube portions and allowing a free relative axial movement between said two tube portions.
With this arrangement, the longitudinal vibrations and the circular vibrations are absorbed by the sleeve and are not transmitted from one tube to the other.
As steering columns are usually made in two parts which are pivoted together and formed by a steering wheel shaft connect-ing the steering wheel to a joint of the universal joint type, anda steering shaft extending from this universal joint to the steer-ing housing of the front wheels, and as the vibrations must be damped as close as possible to the steering housing, the column shaft according to the invention is more particularly adapted to be employed as a steering shaft connected to the housing.
The following description of embodiments given by ~ay of non-limiting examples and shown in the accompanying drawings will bring out the features and advantages of the invention.
f~7~
- 2a - 2U497-552 In the drawings:
Figure 1 is an exploded diagrammatic perspectiiJe view o a steering column;
Figure 2 is a longitudinal sectional view of the damping device formed on the column shaft;
Figure 3 is a side elevational view of the damping de~Jice of Figure 2;
Figure 4 is a sectional view taken on line 4-4 of Figure 2;
Figures 5 and 6 are views similar to Figure 4 of two modifications;
Figure 7 is a longitudinal sectional view of a modifica-tion ~7~
of the column shaft ;
Fig. 8 is a side elevationalview of the shaft of Fig.7, and, Fig. 9 is an end elevational view,in the direction of arrow F, of the shaft of Fig. 7.
As s:nown in the drawings, a steering column usually comprises two shafts, respectively 1 and 2, interconnected by a universal joint 3. For this purpose, the upper shaft 1 is provided at one of its ends with splines 4 for secur-ing the steering wheel while its o~posite end is connectedto a fork 6 connected by a spider element 7 to a second fork 8 of the universal type of joint 3.
The second shaft 2 has, as the first shaft, at one end splines 10 for fixing it to the fork 8 and, at its other end, a fork 12 coo?erating with a second fork 14 to which it is connected by a spider element 15. The fork 14 is, as the fork ~, ?rovided with inner splines 16 cooperating with corresponding splines 17 carried by a shaft connected to the steering housing 18. However, as a modirication, the fork 2 may be in one piece with the shaft 2~.:as the fork 12.
According to the invention, the steering shaft 2 is interrupted and is formed by two tubes, 20 and 22 respec-tively, the confronting end portions of which are flatte-ned. Th-~s, the upper tube ~0 terminates at its end opposed to the splines 10, in a flattened portion 24 which has an oval or like section, and the tube 22 also has a portion ~47~7 33 of substantially oval section. The upper tube 20 has a diameter less than that of the tube 22 so that the oval portion 24 is fitted in the oval portion 26 while an elas-tically yieldable sleeve 28 is interposed bet~"een th~ two tubes, as shown in Figs. 2 and 4.
The sleeve 28 also has a cylindrical shape with an oval sectlon and fills the space between the two tubes.
It is retained axially in th~ lower part of the inner tube 24 by tabs 30 formed by a spreading of the wall of this tube. In its upper part, the sleeve 28 is also retained by an inwardiy formed-over flange 32 on the end of the outer tube 26.
The two oval portions 24 and 26 have a length exceed-ing the length of the sleeve 28, so that the two tubes are axially movable relative to each other through a given distance. The sleeve 28 is however made from an elasti-cally yieldable and dam~ing material so as to absorb the longitudinal am~litudes of vibrations of one tube relative to the other. Consequently, these vibrations transmitted from the steering housing 18 to the steering shaft 2 do not reach the tube 20.
Preferably, the sleeve 28 is internally and/or exter-nally splined at 29 in at least one of its surfaces in contact with the tubes 26 and 24, which increases the lon-gitudinal flexibility of the two tubes with respect toeach other.
The larger dimension of the inner tube 24 is preferably greater than the smaller dimension or the outer tube 26, as shown more particularly in ~ig. 4. Consequentl~, when one of the tubes moves angularly relative to the other, the sleeve 28 is crushed and then the two tubes are connected in rotation. The relative clearance between the two tubes is sufficient to absorb any circular vibra-tions ~ut sufficiently small to ensure that the movements effected by the steering wheel are practically immediately transmitted to the lower tube 22. Further, in the event of a deterioration of the sleeve 28, the inner tube 24 would abut against the outer tube 26 and would automati-cally drive the latter. Moreover, it should be observed that the ~esence or the bent edge or flange 32 extend-ing throughout the periphery of the tube 26, still further reduces the dimension of the relative angular movement bet~ween the two tubes. Consequently, there is an opti~um utilization of the elastically yieldable damping sleeve whose maximum crushing is thus limited to tne field of hi~h torques, which prolongs its damping qualities and its durability.
According to a modification shown in Fig. 5, the inner tube 44 has two opposed planar surraces 45 between two - curved end portions. The outer tube 46 has two opposed longitudinal reinforcements 47, each of which has a convex surface ~in the shape of a portion of a cylinder in facing relation to one of the planar surfaces 45 of the inner tube. The wall of the damping sleeve 48 interposed between ~7~
these two tubes has a thickness which varies along the periphery of the sleeve in such manner as to fill the whole of the space between the two tubes and to permit in this way the absor~tion of the vibrations. ~he connec-tion between the tubes is thus rendered more rigid, whilethe damping of the vibrations remains ef~ective. Indeed, the contact between the inner tube 44 and the end flange 32 of the outer tube 46 can occur, for example, for a rotation of the order of - 8 of the tube 44 relative to the tube 46.
In this embodiment, as in the embodiment shown in Fig.4, the sleeve 28 or 48 is axially movable relative to the inner or outer tube. However, when it is necessary to permit an easier axial movement relative to the inner tube, it is preferable to mount a ferrule 50 between the sleeve 28 and the inner tube 24, as shown in Fig. 6.
Preferably, in this case, the sleeve 28 is previously rendered fixed, for exam~le by bonding or vulcanization, both to the outer tube 26 and to the ferrule 50, and these elements are assembled as a unit on the inner tube 24.
The metal-to-metal contact of the ferrule and the tube 24 allows their relative sliding and results in the necessary axial freedom of movement between the two ~arts of the shaft.
It will be understood that the longitudinal dimension of the tubes 20 and 22 may vary in accordance with requi-rements, and the preferred position for the vibration ~2~a7;~
dam~ing device.
It is however important to arrange that this device be as close as ~ossible to the steering housing, so that the length of the tube 22 is preferably short relative to the length of the tube 20.
It may even be advantageous to construct the lower tube of the steering shaft 2 in the manner shown in Figs.
7 to 9. In this case, the damping unit formed by the oval portions 24, 26 associated with the sleeve 28, is directly adjacent to the fork pivotally connected to the steering housing. Indeed, a fork rigid with the lower tube 22 is formed by a deformation of the oval portion of this tube which has a larger part 34 which is cut away at 36 so as to form the two branches 38, 40 of the fork. Each of these branches is ~referably subsequently treated bypiercing and forming so as to form an orifice 41 surrounded by a spigot 42 ready to receive the spider element 15, for connection to the fork 14 associated with the steering housing. -In such an embodiment, the lower tube 32 of the shaft 2 is in one piece with the universal joint fork 34 and therefore has great strength.
It will be understood that the column shaft provided with a damping system could also constitute a steering wheel shaft or the two shafts 1 and 2 could each include a damping device to suit requirements.
With this arrangement, the longitudinal vibrations and the circular vibrations are absorbed by the sleeve and are not transmitted from one tube to the other.
As steering columns are usually made in two parts which are pivoted together and formed by a steering wheel shaft connect-ing the steering wheel to a joint of the universal joint type, anda steering shaft extending from this universal joint to the steer-ing housing of the front wheels, and as the vibrations must be damped as close as possible to the steering housing, the column shaft according to the invention is more particularly adapted to be employed as a steering shaft connected to the housing.
The following description of embodiments given by ~ay of non-limiting examples and shown in the accompanying drawings will bring out the features and advantages of the invention.
f~7~
- 2a - 2U497-552 In the drawings:
Figure 1 is an exploded diagrammatic perspectiiJe view o a steering column;
Figure 2 is a longitudinal sectional view of the damping device formed on the column shaft;
Figure 3 is a side elevational view of the damping de~Jice of Figure 2;
Figure 4 is a sectional view taken on line 4-4 of Figure 2;
Figures 5 and 6 are views similar to Figure 4 of two modifications;
Figure 7 is a longitudinal sectional view of a modifica-tion ~7~
of the column shaft ;
Fig. 8 is a side elevationalview of the shaft of Fig.7, and, Fig. 9 is an end elevational view,in the direction of arrow F, of the shaft of Fig. 7.
As s:nown in the drawings, a steering column usually comprises two shafts, respectively 1 and 2, interconnected by a universal joint 3. For this purpose, the upper shaft 1 is provided at one of its ends with splines 4 for secur-ing the steering wheel while its o~posite end is connectedto a fork 6 connected by a spider element 7 to a second fork 8 of the universal type of joint 3.
The second shaft 2 has, as the first shaft, at one end splines 10 for fixing it to the fork 8 and, at its other end, a fork 12 coo?erating with a second fork 14 to which it is connected by a spider element 15. The fork 14 is, as the fork ~, ?rovided with inner splines 16 cooperating with corresponding splines 17 carried by a shaft connected to the steering housing 18. However, as a modirication, the fork 2 may be in one piece with the shaft 2~.:as the fork 12.
According to the invention, the steering shaft 2 is interrupted and is formed by two tubes, 20 and 22 respec-tively, the confronting end portions of which are flatte-ned. Th-~s, the upper tube ~0 terminates at its end opposed to the splines 10, in a flattened portion 24 which has an oval or like section, and the tube 22 also has a portion ~47~7 33 of substantially oval section. The upper tube 20 has a diameter less than that of the tube 22 so that the oval portion 24 is fitted in the oval portion 26 while an elas-tically yieldable sleeve 28 is interposed bet~"een th~ two tubes, as shown in Figs. 2 and 4.
The sleeve 28 also has a cylindrical shape with an oval sectlon and fills the space between the two tubes.
It is retained axially in th~ lower part of the inner tube 24 by tabs 30 formed by a spreading of the wall of this tube. In its upper part, the sleeve 28 is also retained by an inwardiy formed-over flange 32 on the end of the outer tube 26.
The two oval portions 24 and 26 have a length exceed-ing the length of the sleeve 28, so that the two tubes are axially movable relative to each other through a given distance. The sleeve 28 is however made from an elasti-cally yieldable and dam~ing material so as to absorb the longitudinal am~litudes of vibrations of one tube relative to the other. Consequently, these vibrations transmitted from the steering housing 18 to the steering shaft 2 do not reach the tube 20.
Preferably, the sleeve 28 is internally and/or exter-nally splined at 29 in at least one of its surfaces in contact with the tubes 26 and 24, which increases the lon-gitudinal flexibility of the two tubes with respect toeach other.
The larger dimension of the inner tube 24 is preferably greater than the smaller dimension or the outer tube 26, as shown more particularly in ~ig. 4. Consequentl~, when one of the tubes moves angularly relative to the other, the sleeve 28 is crushed and then the two tubes are connected in rotation. The relative clearance between the two tubes is sufficient to absorb any circular vibra-tions ~ut sufficiently small to ensure that the movements effected by the steering wheel are practically immediately transmitted to the lower tube 22. Further, in the event of a deterioration of the sleeve 28, the inner tube 24 would abut against the outer tube 26 and would automati-cally drive the latter. Moreover, it should be observed that the ~esence or the bent edge or flange 32 extend-ing throughout the periphery of the tube 26, still further reduces the dimension of the relative angular movement bet~ween the two tubes. Consequently, there is an opti~um utilization of the elastically yieldable damping sleeve whose maximum crushing is thus limited to tne field of hi~h torques, which prolongs its damping qualities and its durability.
According to a modification shown in Fig. 5, the inner tube 44 has two opposed planar surraces 45 between two - curved end portions. The outer tube 46 has two opposed longitudinal reinforcements 47, each of which has a convex surface ~in the shape of a portion of a cylinder in facing relation to one of the planar surfaces 45 of the inner tube. The wall of the damping sleeve 48 interposed between ~7~
these two tubes has a thickness which varies along the periphery of the sleeve in such manner as to fill the whole of the space between the two tubes and to permit in this way the absor~tion of the vibrations. ~he connec-tion between the tubes is thus rendered more rigid, whilethe damping of the vibrations remains ef~ective. Indeed, the contact between the inner tube 44 and the end flange 32 of the outer tube 46 can occur, for example, for a rotation of the order of - 8 of the tube 44 relative to the tube 46.
In this embodiment, as in the embodiment shown in Fig.4, the sleeve 28 or 48 is axially movable relative to the inner or outer tube. However, when it is necessary to permit an easier axial movement relative to the inner tube, it is preferable to mount a ferrule 50 between the sleeve 28 and the inner tube 24, as shown in Fig. 6.
Preferably, in this case, the sleeve 28 is previously rendered fixed, for exam~le by bonding or vulcanization, both to the outer tube 26 and to the ferrule 50, and these elements are assembled as a unit on the inner tube 24.
The metal-to-metal contact of the ferrule and the tube 24 allows their relative sliding and results in the necessary axial freedom of movement between the two ~arts of the shaft.
It will be understood that the longitudinal dimension of the tubes 20 and 22 may vary in accordance with requi-rements, and the preferred position for the vibration ~2~a7;~
dam~ing device.
It is however important to arrange that this device be as close as ~ossible to the steering housing, so that the length of the tube 22 is preferably short relative to the length of the tube 20.
It may even be advantageous to construct the lower tube of the steering shaft 2 in the manner shown in Figs.
7 to 9. In this case, the damping unit formed by the oval portions 24, 26 associated with the sleeve 28, is directly adjacent to the fork pivotally connected to the steering housing. Indeed, a fork rigid with the lower tube 22 is formed by a deformation of the oval portion of this tube which has a larger part 34 which is cut away at 36 so as to form the two branches 38, 40 of the fork. Each of these branches is ~referably subsequently treated bypiercing and forming so as to form an orifice 41 surrounded by a spigot 42 ready to receive the spider element 15, for connection to the fork 14 associated with the steering housing. -In such an embodiment, the lower tube 32 of the shaft 2 is in one piece with the universal joint fork 34 and therefore has great strength.
It will be understood that the column shaft provided with a damping system could also constitute a steering wheel shaft or the two shafts 1 and 2 could each include a damping device to suit requirements.
Claims (6)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A steering column structure having vibration damping means, said structure comprising two coaxial tubes each terminating in a respective flattened end portion, one tube end portion being an inner portion and disposed inside the other tube portion which constitutes an outer tube portion, the inner tube portion having an outer surface and the outer tube portion having a bore defined by an inner surface which surfaces each have parallel generatrices and a non-circular cross-sectional shape which has a first dimension in a first direction transversely of the respective tube and a second dimension in a second direction transversely of the respec-tive tube substantially perpendicular to said first direction which is smaller than said first dimension, said inner surface and said outer surface defining an annular space, and an elastically yield-able damping sleeve means disposed in and substantially filling said annular space and constituting said vibration damping means, the cross-sectional shape of said bore of the outer tube portion having substantially a contour comprising two opposite large arcuate concave segments and two opposite intermediate convex seg-ments interconnecting said arcuate segments, the arcuate concave segments having a radius which is less than one half of said first dimension, the width of said bore in the region of said arcuate segments being larger than the width of said bore in the region of said intermediate segments, the inner tube portion having an outer surface which is in major part substantially planar and parallel to said first direction, at least one of the tube portion having a radially extending projection which defines a space with the opposed surface of the other tube portion which is less than said annular space and is capable of directly encountering said opposed surface of said other tube portion upon only partial yielding of said sleeve means upon relative rotation between the two tube portions, and said sleeve means being slidable relative to each one of the tube portions and allowing a free relative axial movement between said two tube portions.
2. Steering column structure according to claim 1, wherein said projection is provided on the outer tube portion in the form of an inwardly bent flange and the inner tube portion has an out-wardly deformed portion, with said sleeve means interposed between said flange and deformed portion for axially retaining the sleeve means.
3. Steering column structure according to claim 2, wherein the bent flange of the outer tube portion extends throughout the periphery of the outer tube portion and is thus closer to the inner tube portion and limits relative rotation of the two tubes by con-tact with said outer surface of said inner tube portion.
4. Steering column structure according to claim 1, wherein the sleeve means is in the form of a sleeve which has grooves on at least one of the surfaces thereof in contact with the tube por-tions.
5. A steering column structure according to claim 1, carry-ing an universal joint fork at an end of one of said tubes opposed to the flattened end portion of said one tube, and splines adjacent an end of the other of said tubes opposed to the flattened end portion of said other tube.
6. A steering column structure according to claim 5, wherein the universal joint fork is in one piece with the outer tube por-tion and is formed by a deformation, a cutting away, and a piercing, and forming of the outer tube portion.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000482664A CA1247387A (en) | 1985-05-29 | 1985-05-29 | Steering column shaft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000482664A CA1247387A (en) | 1985-05-29 | 1985-05-29 | Steering column shaft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1247387A true CA1247387A (en) | 1988-12-28 |
Family
ID=4130588
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000482664A Expired CA1247387A (en) | 1985-05-29 | 1985-05-29 | Steering column shaft |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1247387A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108317183A (en) * | 2018-02-12 | 2018-07-24 | 安徽江淮汽车集团股份有限公司 | Truck drive shaft |
-
1985
- 1985-05-29 CA CA000482664A patent/CA1247387A/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108317183A (en) * | 2018-02-12 | 2018-07-24 | 安徽江淮汽车集团股份有限公司 | Truck drive shaft |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |