WO1999065757A1 - Configuration de colonne de direction - Google Patents

Configuration de colonne de direction Download PDF

Info

Publication number
WO1999065757A1
WO1999065757A1 PCT/CH1999/000224 CH9900224W WO9965757A1 WO 1999065757 A1 WO1999065757 A1 WO 1999065757A1 CH 9900224 W CH9900224 W CH 9900224W WO 9965757 A1 WO9965757 A1 WO 9965757A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering
tube
guide tube
arrangement according
crash element
Prior art date
Application number
PCT/CH1999/000224
Other languages
German (de)
English (en)
Inventor
Joseph Léon STROBEL
Marcel Anton Mayer
Original Assignee
Krupp Presta Ag
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Krupp Presta Ag filed Critical Krupp Presta Ag
Publication of WO1999065757A1 publication Critical patent/WO1999065757A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
    • B62D1/19—Steering columns yieldable or adjustable, e.g. tiltable incorporating energy-absorbing arrangements, e.g. by being yieldable or collapsible
    • B62D1/195—Yieldable supports for the steering column
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00—Vibration-dampers; Shock-absorbers
    • F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
    • F16F7/123—Deformation involving a bending action, e.g. strap moving through multiple rollers, folding of members

Definitions

  • the invention relates to a steering column arrangement which has an electrically assisted steering aid and can be telescopically pushed together for safety reasons in the event of a collision in the shaft axis direction and is provided with a deformation element, a crash element, for energy absorption and is preferably adjustable in height and length.
  • the impact energy is to be absorbed by a so-called crash element. There is a requirement to be able to provide the longest possible sliding paths for the energy absorption device.
  • the energy consumption sorption behavior can be defined so that it is as gentle as possible for the driver.
  • the object of the present invention is to eliminate the disadvantages of the prior art.
  • the task is to implement a steering column arrangement with an electrical steering aid with an integrated energy absorption element, the energy absorption behavior of which can be determined using simple means, the entire arrangement being able to be built up compactly and being extremely economical to produce.
  • the arrangement should be particularly suitable for at least axially adjustable steering columns.
  • an electrically assisted steering aid is arranged in the lower part of the steering column, which couples the force onto the steering spindle, which is designed as a telescopic, two-part steering spindle, in that a steering wheel-side steering spindle tube is inserted into a sliding shaft intervenes, which is connected to the EPAS.
  • the steering spindle or the steering spindle tube is rotatably mounted on the steering wheel side of a guide box, the guide box being held in a guide tube or guide profile, which in turn is fixedly connected to the EPAS in the region of the lower part of the shaft.
  • the guide box is clamped against the guide tube and a holding bracket attached to the vehicle when driving.
  • the clamp arrangement serves in a known manner, the setting of the axial and / or the height position of the steering wheel.
  • the clamping arrangement with the guide box is designed in the axial direction so that, in the event of an impact, the clamping yields and after a certain axial displacement path, which also corresponds to the axial adjustment path, the guide box stops against the guide tube and the impact force passes to the guide tube, which at the fixed EPAS.
  • the deformation area of the wall part of the guide tube can be designed in a simple manner in such a way that long absorption paths are possible on the one hand and desired energy absorption curves can be implemented in a defined manner as required.
  • the guide tube can preferably be designed as a stamped sheet-metal bent part, for example also as a simple profile part, with which a reliable and inexpensive product can be produced because of the simple manufacturing process and the few parts.
  • the inventive integration of the crash element into the guide tube can also be used advantageously in steering column arrangements that are not adjustable.
  • the guide box is identical to the guide tube and the steering spindle is mounted directly in the guide tube and this is attached directly to the vehicle, breakaway in the event of a crash.
  • the clamping arrangement for the determination is then omitted.
  • the crash element arrangement according to the invention is particularly advantageous in combination with adjustable steering column arrangements and an EPAS, because this enables a complex functional unit to be implemented in a compact, simple and economical manner, with particularly good safety behavior.
  • Fig. 1 shows schematically and in section the different areas of a steering column train, as well as the arrangement according to the invention with steering spindle, bearing, EPAS and crash element
  • Fig. 2 shows an embodiment of an arrangement according to the invention in a perspective view
  • Fig. 3 shows the arrangement of Figure 2 in longitudinal section and in supervision
  • Fig. 4 in supervision a guide tube area designed as a crash element
  • FIG. 5 shows a side view of the crash element according to FIG. 4
  • FIGS. 4 and 5 shows a cross section of the crash element according to FIGS. 4 and 5
  • Fig. 7 shows another embodiment of a crash element in side view 8 shows a cross section of the crash element according to FIG. 7
  • Fig. 9 shows another embodiment of a crash element in side view
  • Fig. 10 shows another embodiment of a guide tube in profile form with a crash element as a stamped and bent sheet metal version in a perspective view
  • FIG. 11 shows a further embodiment of the deformation surfaces according to the profile type according to FIG. 10
  • FIG. 12 shows a further embodiment of the deformation surfaces corresponding to the profile type according to FIG. 10
  • FIG. 13 shows in cross section an illustration of a guide tube with rolled-in deformation surfaces after an impact
  • the steering column train according to Figure 1 is divided into three areas, which are designated by points A to D.
  • the steering wheel 4 is fastened at the end point A and can be rotated about the steering spindle or steering shaft axis 1.
  • the sliding shaft 6 engages telescopically in the steering tube 5.
  • the steering wheel 4 with the steering tube 5 can thus be displaced in the axial direction against the sliding shaft 6.
  • the two shafts 5, 6 are together rotary coupled.
  • the sliding shaft 6 is in the lower area via an EPAS 10, which provides steering assistance by force coupling.
  • the output shaft of the EPAS 10 which in itself is the extended sliding shaft 6, is connected to the steering shaft 2 at point B via a universal joint 18.
  • the steering shaft 5 is in turn connected via a universal joint at point C to the steering gear journal 3 at point D, that is to say the steering gear.
  • the mass of the EPAS 10 is fixed in the lower area in relation to the vehicle chassis 8 'or via a swivel joint if height adjustment is desired. This has the advantage that larger masses are positioned in the lower area, that is after the energy absorption element.
  • the upper part of the steering spindle, the steering spindle tube 5, is rotatably mounted in the guide box 9, which in turn is received by the guide tube 11, both of which are clamped by a holding bracket 7, the holding bracket 7 being fixed in place on the chassis 8 or via a sliding shoe connection 16 is fixed.
  • the guide tube 11 or the guide profile 11 is supported on the EPAS housing, which is fixed or rotationally anchored relative to the vehicle chassis 8 ', and extends as far as the holding bracket 7.
  • the guide box 9 is designed in such a way that it follows the axially permissible displacement path relative to the guide tube 11 goes to the stop and thus transmits the impact forces to the guide tube 11.
  • the crash element 12 In the lower area of the guide tube 11 between the EPAS housing and the guide box 9, which defines the installation length 1, the crash element 12 is provided, which absorbs the energy on impact by deforming deformation surface elements. It is now extremely advantageous to use partial areas of the guide tube wall 11 in the area of the installation length 1 as deformation surfaces 20, 20 'to train. These must be designed in such a way that the guide tube 11 itself remains stable and only the corresponding deformation surfaces 20 provided for it can be deformed. In addition, they should be designed such that they are preferably flat and are symmetrical with respect to a plane that passes through the shaft axis 1, two opposing surfaces preferably being provided. Due to the symmetrical arrangement, the steering column arrangement is not bent in the event of an impact. The crash path can be up to 100% compared to installation length 1.
  • the steering column arrangement according to the invention with its combination structure with EPAS 10 underneath, steering wheel-side guide box 9, with holding bracket 7 and clamping arrangement 15, 19, which is held at a distance from the EPAS by a guide tube, can be seen from the perspective overview in FIG. 2.
  • the EPAS 10 is permanently connected to the chassis.
  • the EPAS is connected in a fixed manner in the axial direction via a swivel joint attachment 17, but is rotatable about an axis relative to the vehicle chassis 8 '.
  • the arrangement is particularly advantageous if, in addition to the axial steering wheel position setting, a height adjustment is also provided, since the combination design according to the invention is particularly suitable for more complex structures.
  • the guide tube or profile 11 permanently mounted on the EPAS 10 with the crash element 12 integrated in the guide tube 11 on the EPAS side is clearly visible.
  • the crash element 12 consists of two opposite, vertically arranged wall surfaces 20, 20 'of the guide tube 11, which are bent inwards and thus have roller stops 21, in order to be able to be deformed inwards by rolling in in the event of a crash.
  • the guide box 9 is shown, which receives the steering spindle shaft 5 via the bearing 14.
  • the steering wheel receptacle 13 is shown, which receives a steering wheel 4.
  • the guide box 9 is received by the steering-side end region of the guide tube 11, which is clamped to the clamping arrangement 19 via a locking lever 15 during operation.
  • This clamping is also carried out simultaneously via the holding bracket 7, which is attached to the chassis 8.
  • the holding bracket 7 is designed in the area of the chassis fastening 8 in such a way that it can be displaced in the axial direction in the event of a collision after a break-out from the clamping fastening 8 via a so-called sliding shoe arrangement 16, as a result of which the impact force is essentially directed onto the guide tube 11.
  • the guide box 9 is also axially displaceable relative to the clamping arrangement 19 in order to be able to ensure the axial adjustment, wherein in the event of an impact the guide box comes to a stop with respect to the clamping arrangement or the guide tube 11 and the force is also transmitted to the guide tube 11.
  • the steering shaft 1 is telescopic in two parts and consists in the upper part of the steering shaft tube 5, which is rotationally coupled, but axially displaceable, operatively connected to the lower sliding shaft 6 and the sliding shaft is guided by the EPAS steering aid 10, at the lower end of which at the point B the coupling is made via a joint, preferably a universal joint 18, as can also be seen from the sectional view according to FIG. 3.
  • the present embodiment according to the invention allows a large degree of freedom in the design of the guide tube 11 with the crash element 12. This serves above all the targeted possibility of being able to predefine the energy absorption behavior, which significantly increases safety for the driver, while at the same time optimizing for economical producibility is possible.
  • a simple embodiment of a guide tube 11 is shown in the top view in FIG.
  • a square guide tube 11 is cut open at the top and bottom over a specific area forming the crash element 12, the existing side wall parts forming the deformation tabs or deformation surfaces 20 and 20 '.
  • the deformation surfaces 20, 20 ' lie symmetrically to one another, with the sliding shaft 6 running between them, as shown in the cross section according to FIG. 6.
  • the upper and lower gate 23 of the guide tube can also be seen from the side view in FIG. 5.
  • FIGS. 4 to 6 it is also shown how the deformation surfaces 20, 20 'of the tube attachments are bent inwards over a short path and thus form rolling stops 21, 21'.
  • These rolling stops 21 specifically ensure that the deformation surfaces 20, 20 'begin to roll in this area in the event of a crash and are thus deformed in a defined manner against the inner tube axis 1 in a defined position.
  • the deformation can be controlled, for example, in such a way that the deformation surfaces fold in or roll in cleanly, as shown in the cross-section from FIG. 13 in the compressed state.
  • the curl in the rolling starts 21 and in the folded area 25 thus lead to defined conditions.
  • the arrangement can also be carried out so that the deformation surfaces 20 on the Sliding shaft 6 are supported, which is additionally deformed evenly.
  • Such deformation zones or deformation surfaces on a guide tube 11 can in principle also be welded on, for example, as foreign parts.
  • the present embodiment in which the deformation surfaces 20 form parts of the guide tube 11, is preferred because of the economic producibility and the safety. For the same reason, flat deformation parts 20 are preferred, although curved deformation tube parts 20 would also be possible.
  • the wall areas 20 of the crash element 12 can, however, also be weakened in a targeted manner compressible with respect to the guide tube by a thinner-walled design, or can also be combined with cutout areas.
  • start-up zones 24 can be formed on one side of the crash element 12 of FIGS. 1 to 3, for example by deliberately weakening the deformation strip 20 there, in order to ensure a gentle start of the energy absorption in the event of an impact, as is shown in the side view according to FIG. 7 and in FIG Cross section according to Figure 8 is shown.
  • a recess 22 is provided in the entire side surface of the guide tube 11 in the area of the crash element 12 from FIGS. 1 to 3, which can be provided with a predetermined profile, for example a start-up profile 24, as a result of which the energy absorption behavior can be adjusted as required . Another possibility is shown in FIG.
  • the displacement path is defined by the length of the compressible crash element 12 and should be at least 5 cm, better at least 8 cm. In the construction according to the invention, essentially a large part of the guide tube length can be used for this.
  • the guide tube 11 can be stamped out of a sheet metal part in a simple manner and then brought into a profile as a bending construction, as can be seen, for example, from FIG. 10 in a perspective view.
  • the profile is polygonal in order to achieve appropriate stiffness. If required, one side of the profile can also remain open in its longitudinal direction. It is not imperative that the deformation surfaces 20, as shown in the figure, lie in a vertical plane, they can also assume all other positions, the vertical plane and the symmetry being preferred, because this also makes the steering column arrangement more vertical Direction a higher bending stiffness is generated for the steering assembly.
  • FIGS. 11 and 12 show the various possibilities of how the energy absorption forces can be selected by simply dimensioning the deformation surfaces 20.
  • FIG. 11 shows two opposite Deformation surfaces 20 are shown in the side view, which are offset with respect to the guide tube 11, but are arranged at the height of the shaft axis 1 and which have a cutout 22 with run-up zones 24. In this case, the cutouts 23 are provided quite deeply both below and above.
  • FIG. 12 shows two pairs of deformation surfaces which are arranged at a distance from one another and also have run-on zones 24.

Abstract

L'invention concerne une configuration de colonne de direction comprenant un arbre de direction (5, 6) telescopique dont l'extrémité inférieure est couplée à un auxiliaire de direction (10) et l'extrémité supérieure est montée pivotante dans une boîte de guidage (9). L'auxiliaire de direction est fixé par son boîtier (10) au châssis du véhicule dans le sens axial de l'axe (1) de l'arbre. Un tube de guidage (11) qui est fixé au boîtier (10) de l'auxiliaire de direction, entoure l'arbre (1) et sa zone terminale côté volant de direction loge la boîte de guidage (9). La boîte de guidage (9) et le tube de guidage (11) sont maintenus serrés contre le châssis de façon axialement mobile via une console de maintien (7). Un élément de collision (12), formé à partir de la paroi du tube de guidage (11), repose dans la zone située entre l'auxiliaire de direction (10) et la boîte de guidage (9). Cette conception permet une construction particulièrement compacte d'une colonne de direction réglable dotée d'un auxiliaire de direction tout en permettant de longues courses de déplacement de collision en cas de comportement défini d'absorption d'énergie.
PCT/CH1999/000224 1998-06-13 1999-05-26 Configuration de colonne de direction WO1999065757A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH127398 1998-06-13
CH1273/98 1998-06-13

Publications (1)

Publication Number Publication Date
WO1999065757A1 true WO1999065757A1 (fr) 1999-12-23

Family

ID=4206568

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CH1999/000224 WO1999065757A1 (fr) 1998-06-13 1999-05-26 Configuration de colonne de direction

Country Status (1)

Country Link
WO (1) WO1999065757A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104010920A (zh) * 2011-12-21 2014-08-27 日产自动车株式会社 转向装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1555140A (fr) * 1967-02-25 1969-01-24
EP0713820A1 (fr) * 1994-11-24 1996-05-29 NACAM (Société Anonyme) Dispositif d'absorption d'énergie d'une colonne de direction de véhicule automobile
EP0755844A1 (fr) * 1995-07-26 1997-01-29 Lemforder Nacam S.A. Dispositif d'absorption d'énergie et de guidage pour colonne de direction de véhicule automobile
EP0805092A1 (fr) * 1996-05-03 1997-11-05 Lemforder Nacam S.A. Dispositif de rétroaction actif, lors d'un choc, d'une colonne de direction de véhicule automobile
DE19738986A1 (de) * 1996-09-06 1998-03-12 Nsk Ltd Stoßdämpfende Lenksäulenvorrichtung mit elektrisch angetriebener Servoeinrichtung

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1555140A (fr) * 1967-02-25 1969-01-24
EP0713820A1 (fr) * 1994-11-24 1996-05-29 NACAM (Société Anonyme) Dispositif d'absorption d'énergie d'une colonne de direction de véhicule automobile
EP0755844A1 (fr) * 1995-07-26 1997-01-29 Lemforder Nacam S.A. Dispositif d'absorption d'énergie et de guidage pour colonne de direction de véhicule automobile
EP0805092A1 (fr) * 1996-05-03 1997-11-05 Lemforder Nacam S.A. Dispositif de rétroaction actif, lors d'un choc, d'une colonne de direction de véhicule automobile
DE19738986A1 (de) * 1996-09-06 1998-03-12 Nsk Ltd Stoßdämpfende Lenksäulenvorrichtung mit elektrisch angetriebener Servoeinrichtung

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104010920A (zh) * 2011-12-21 2014-08-27 日产自动车株式会社 转向装置

Similar Documents

Publication Publication Date Title
EP1910148B1 (fr) Colonne de direction reglable destinee a un vehicule
EP2928754B1 (fr) Colonne de direction pour véhicule à moteur
DE102009059159B3 (de) Lenksäule für ein Kraftfahrzeug
DE60027656T2 (de) Stossdämpfende Lenkeinrichtung
DE2751068C2 (de) Stoßabsorbierende Sicherheitslenksäule für Kraftfahrzeuge
EP1701861B1 (fr) Mecanisme de commande d'un dispositif de reglage des sieges de vehicules automobiles
EP2900540B1 (fr) Colonne de direction pour véhicule automobile
DE1680190A1 (de) Sicherheitslenksaeule
DE102013103328A1 (de) Verfahren zur Herstellung einer Lenkspindellagereinheit
EP3529127A1 (fr) Colonne de direction à dispositif d'absorption d'énergie pour un véhicule à moteur
DE19752887A1 (de) Universalgelenkwelle eines Lenksystems zum Absorbieren und Abfangen von Stoßenergie bei einem Zusammenstoß
WO2015144522A1 (fr) Colonne de direction destinée à un véhicule automobile
DE102004042283B4 (de) Lenksäulenanordnung
DE10011821B4 (de) Fahrzeug-Scheibenwischvorrichtung und Verfahren zum Anbau derselben
DE10236437B4 (de) Sicherheitsvorrichtung an einer teleskopierbaren Lenksäule zur Verhinderung einer Bremspedalbewegung bei einem Unfall
EP1080003A1 (fr) Systeme de securite en cas de collision pour colonne de direction
WO1999065757A1 (fr) Configuration de colonne de direction
DE102018114267A1 (de) Elektromechanische Servolenkung mit einem Schraubradgetriebe und einem Getriebegehäuse
EP3649037A1 (fr) Mécanisme de direction
EP1077862B1 (fr) Systeme de securite en cas de collision pour colonne de direction
DE10313470B3 (de) Lenksäulenanordnung für ein Kraftfahrzeug
EP0976642A2 (fr) Colonne de direction d'un véhicule automobile
DE102006044384A1 (de) Einteilige Stoßenergieaufnahmevorrichtung
EP3987199B1 (fr) Élément d'accouplement à monter sur une barre filetée, système avec une barre filetée et un élément d'accouplement, entraînement à broche et colonne de direction
DE4140958A1 (de) Wischarm, insbesondere zur reinigung von scheiben an kraftfahrzeugen

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): BR CN IN JP KR US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE

121 Ep: the epo has been informed by wipo that ep was designated in this application
DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
122 Ep: pct application non-entry in european phase