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
• • 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
  • B62D1/184—Mechanisms for locking columns at selected positions
• • 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
  • B62D1/185—Steering columns yieldable or adjustable, e.g. tiltable adjustable by axial displacement, e.g. telescopically
• • 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
  • B62D1/187—Steering columns yieldable or adjustable, e.g. tiltable with tilt adjustment; with tilt and axial adjustment

Definitions

• the invention relates to a steering column for a motor vehicle, which is adjustable at least in its longitudinal direction, comprising a support unit, which is connectable to the chassis of the motor vehicle, an actuating unit, which is arranged between side cheeks of the support unit, and a clamping mechanism, in whose open state, the actuator relative to the support unit is adjustable at least in the longitudinal direction of the steering column and in the closed state, the set position of the actuator relative to the support unit is detected and which comprises a clamping bolt which passes through openings in the side walls of the support unit and when opening and closing the Spannmechana- is rotated about its axis, wherein at least one arranged between the side walls of the support unit and by the rotation of the clamping bolt when opening and closing the clamping mechanism adjusted locking part is present, which in the closed state the clamping mechanism engages in a counter-locking part connected to the setting unit, or at least engages with the counter-fixing part in the case of a displacement of the setting unit in the event of a vehicle crash and which is
• Adjustable steering columns are used to adapt the position of the steering wheel to the sitting position of the driver and are known in different embodiments.
• adjustable steering columns which are adjustable only in the length or height or inclination direction
• adjustable in both the length and height or inclination steering columns are known.
• such an adjustable steering column is disclosed in EP 0 802 104 A1.
• an actuating unit which rotatably supports the steering spindle can be adjusted relative to a chassis-fixed carrying unit both in the direction of a length adjustment and in the direction of a height or inclination adjustment of the steering column.
• the clamping mechanism comprises in the manner of a multi-plate clutch cooperating intersecting plate packs.
• an energy absorption device of the steering column For adjustable steering columns various devices have already been proposed to provide an additional holding force against displacement of the vehicle in the event of a vehicle crash Actuate against the support unit to cause uncontrolled adjustment of the steering column is prevented, whereby a controlled energy absorption is made possible by an energy absorption device of the steering column.
• an energy absorption device consists, for example, in that the carrying unit is designed as a type of slide which is displaceably mounted on a chassis unit rigidly attached to the chassis chassis, wherein an energy absorption device is formed between the chassis unit and the carrying unit, for example a bending strip.
• a clamping wedge is provided, which is inserted in the event of a crash into a gap between the adjusting unit and the carrying unit.
• the clamping wedge is connected to the clamping bolt or a moving axially with this part and is moved axially when closing the clamping mechanism together with the clamping bolt so that a contact surface of the clamping wedge is applied to a contact surface of the actuator to the clamping wedge in case of a crash incipient displacement of the actuator of this take.
• an energy absorption device for absorbing energy in the event of a crash emerges, in which a locking element attached to the setting unit engages a counter-locking element in the closed state of the locking device used to determine the adjusted position of the steering column is so connected to the actuator, that it is displaceable in the event of a crash with energy absorption relative to the actuator in the longitudinal direction of the steering column.
• a further locking element of a locking device, which can be displaced with respect to the actuating unit while absorbing energy is known from EP 1 464 560 A2.
• the object of the invention is to provide a steering column of the aforementioned type, which in a design with a relatively small space in the event of a crash reliable engagement of the locking part in the counter-locking part allows inventions this is achieved by a steering column with the features of claim 1
• the counter-locking part is arranged on a plane parallel to the axis of the clamping bolt wall, in particular the upper or lower side wall of the actuator or is formed by this, with a space-saving Ausbi'dung the steering column yet a relatively large engagement width between the locking part and
• the locking member is brought by the resilient contact the locking member at an incipient displacement of the actuator relative to the support unit, as it can be done when exceeding the holding force of the clamping mechanism, for example in the event of a vehicle crash, in a positive engagement with the counter-locking part.
• the maximum value of the possible displacement can be defined until the positive engagement is achieved.
• several engagement elements > m the simplest case recesses, introduced into the counter-locking part, in which a form element, for example, a nose, the locking part can engage. The distance of the recesses defines the maximum possible displacement to the positive engagement between the locking and counter-locking part.
• the advantage here is that a variety of known in the art possibilities for forming the clamping and clamping mechanism or the clamping mechanism with which the support unit is locked relative to the actuating unit, are used.
• the locking can be done both via a positive connection, for example via a toothing, as well as a frictional connection.
• the control of the clamping mechanism can be done via the known combination of wedge disk and cam member or via rolling elements that roll along predetermined paths and allow appropriate clamping of the clamping system.
• a clamping bolt is provided, which is aligned transversely to the direction of displacement of the actuator relative to the support unit and when changing from the position in which the displacement of the support unit relative to the actuating unit is possible, in the position in which the displacement of the support unit the actuator is blocked, performs a rotational movement about its own axis. This rotational movement is used to adjust the locking part in the ready position or out of the ready position out.
• the counter-fixing part is displaceable in the event of a vehicle crash with energy consumption relative to the setting unit. So there is a displaceable under energy absorption connection of the counter-locking part with the actuator.
• the force counteracting the displacement is much greater, preferably more than an order of magnitude greater, than the usual lengthwise adjustment of the actuating unit relative to the support unit in the open state of the Clamping mechanism required force. If, in the event of a crash, the holding force of the tensioning mechanism is overcome and a force acts on the counter-locking part which exceeds the force which counteracts the displacement of the counter-locking part, the counter-locking part can be displaced against the setting unit while consuming energy.
• the counter-locking part and the actuator are thus separate parts in this embodiment.
• the displaceable under energy absorption connection of the counter-locking part is designed with the actuator such that the displacement of the actuator relative to the chassis-fixed support unit or the vehicle chassis counteracting forces are in the range of 500N to 10000N.
• the actuator may also be overcome. If the forces are of this magnitude, the risk of injury to the driver is minimized.
• special predetermined or adjustable force profiles over the displacement path are desired, which in the ideal case can even be adjustable during the crash.
• the counter-fixing part is designed as a U-shaped bent sheet metal element with two legs.
• the sheet metal element is aligned in the installed position so that the arcuate portion of the sheet metal element is arranged in the direction of the driver, or to the steering wheel end of the steering shaft.
• a first leg also referred to as a tab, is designed as a sheet-metal strip and comprises a plurality of engagement elements.
• a second leg is connected to the actuator which rotatably supports the steering spindle directly or indirectly, and has two weakening lines parallel to one another and to the other leg, for example indentations between which a tear-open tab is formed.
• the tab is displaced by the positive connection between an engagement element and the form-fitting element, so that the Bogenab- cut also moves and tears the tear-tab from the second leg becomes. Due to the multiplicity of engagement elements, the force path profile and the total path available for the energy consumption are always the same regardless of the adjustment position of the actuating unit relative to the support unit. Instead of a tear tab could also be provided a pure bending tab or a combination thereof.
• a steering column according to the invention can only be adjustable in length or in height or inclination in addition to the longitudinal adjustability.
• the clamping bolt for this purpose pass through slots in the side walls of the support unit, which extend in the direction of the height or inclination adjustment.
• an intermediate unit is provided, which is adjustable relative to the support unit in the direction of the height or inclination adjustment, wherein the actuating unit relative to the intermediate unit in the longitudinal direction of the steering column or steering spindle is adjustable.
• the intermediate unit can be omitted and the side cheeks of the support unit can in the closed state of
• the carrying unit is rigidly fastened to the chassis of the motor vehicle.
• energy-consuming means for example at least one bending strip, can be provided between the carrying unit and the chassis unit.
• Such constructions are known.
• 1 shows a first embodiment of a steering column according to the invention in oblique view.
• 2 shows an oblique view of a clamping bolt with the locking part arranged thereon;
• 3 is an oblique view of the counter-locking part;
• Fig. 6 is a view corresponding to Figure 5, but in the open position of the actuating lever.
• 7 is an oblique view of a steering column according to a second embodiment of the invention;
• Fig. 8a and b oblique views of the clamping bolt with the locking member according to this second embodiment of the invention;
• 9 is an oblique view of the counter-locking part;
• 11 and 12 are side views of parts of the steering column according to the second embodiment, partially cut away, in the closed position and open position of the actuating lever.
• Fig. 13 shows a part of an oblique view of a steering column according to a third embodiment, a part of the adjusting unit for clarity removed and the Gegenfestitatiil cut in the longitudinal center;
• FIG. 14 shows a part of an oblique view of a steering column according to a fourth embodiment
• FIG. 15 shows an oblique view of a steering column according to a fifth embodiment
• FIG. 16 shows a part of a side view of the steering column according to this fifth embodiment, partially cut away
• FIG. 17 is a plan view of the steering column according to the fifth embodiment
• FIG. 18 shows an oblique view of a counter-locking part according to a modified embodiment
• FIG. 19 shows an oblique view of a counter-locking part according to a further modified embodiment
• FIG. 20 shows an oblique view of a counter-locking part according to a further modified embodiment
• FIG. 21 shows a part of an oblique view of a steering column according to a variant of the third embodiment, a part of the adjusting unit for clarity removed and the counter-fixing part cut in the longitudinal center.
• FIGS. 1 to 6 A first embodiment of a steering column according to the invention is shown in FIGS. 1 to 6, wherein FIGS. 2 and 4 illustrate variants of the clamping bolt 12 for this exemplary embodiment.
• the steering column comprises a support unit 1, which is fastened to the chassis of a motor vehicle.
• a steering shaft 2, at the steering wheel side end 3, a steering wheel is attached, is rotatably supported by a shell unit or actuator 4, which is supported by the support unit 1.
• the adjusting unit 4 relative to the support unit 1 in the longitudinal direction 6 and in the direction 7 of the height or tilt adjustment is adjustable.
• the adjusting unit 4 is arranged between side cheeks 8, 9 of the carrying unit 1, arranged in openings 10, 11 which are in the form of elongated holes extending in the direction 7 of height or inclination adjustment and which are formed by a clamping bolt 12 of the clamping mechanism 5 are interspersed.
• the clamping bolt 12 passes through further in the form of elongated holes extending in the longitudinal direction 6 holes 13, 14 in side cheeks 15, 16 of the adjusting unit. 4
• the clamping bolt 12 is held by the edges of the interspersed through him openings 10, 11 in the side walls 8, 9 of the support unit 1 in a respective set height or inclination position of the steering column in the longitudinal direction of the steering column immovably.
• an intermediate unit is arranged in the illustrated embodiment.
• This has side cheeks 41, 42, which are arranged between the respective side cheek 8, 9 of the support unit 1 and the setting unit 4.
• the clamping bolt 12 passes through round holes in the side walls 41, 42.
• the intermediate unit is pivotable relative to the support unit 1 about a pivot axis 30 in the direction 7 of the height or inclination adjustment.
• the side cheeks 41, 42 are guided relative to the setting unit 4 by projecting webs which engage in longitudinal grooves 43 on the side surfaces of the setting unit 4.
• the locking elements of the clamping mechanism 5 are thus brought together by an axial displacement of the clamping bolt 12 or by an axial displacement relative to the clamping bolt 12 with each other.
• the actuating lever 18 is rotatably connected to the clamping bolt 12 by means of a polygon formed as a multi-edge surface 21 of the clamping bolt 12, as illustrated in Figure 4.
• the actuating lever 18 for non-rotatable connection with the clamping bolt 12 for example, engage over the bolt head 22 of the clamping bolt 12, be welded to the clamping bolt 12 or be connected via a roller or a knurl on the clamping bolt 12 by a press fit with this.
• a corresponding clamping bolt 12 without additionally formed surface projection 21 is illustrated in FIG.
• a locking part 23 is arranged on the clamping bolt 12. This is located in the region between the side cheeks 8, 9 of the support unit 1.
• the locking part 23 is pivotally mounted relative to the clamping bolt 12 about its axis on the clamping bolt 12, Conveniently, as shown by the clamping bolt 12 passes through an opening in the locking part 23.
• a spring element 24 is further arranged on both sides 5 of the locking part 23 the clamping bolt 12 helically surrounding portions 24a, 24b and a connecting this bracket portion 24c, wherein the sections 24a, 24b, 24c consist of a continuous spring wire.
• the sections 24a, 24b are non-rotatably connected to the clamping bolt 12, for example by clamping, by positive engagement or by material connection, e.g. Bonding or spot welding.
• the Bügelab- JO cut 24 c extends through a groove 25 in the locking part 23rd
• the locking member 23 is held without acting external force in a certain angular position relative to the clamping bolt 12 and is against the restoring force of the spring element 24 deflected from this.
• a counter-locking part 26 is held, on the parallel to the axis of the clamping bolt 12 lying upper side wall 27 of the actuator 4.
• the Schmidtfestitatiil 26 has a tab with a plurality of longitudinally 6 of the steering column or steering shaft 2 with respective Distance successive engagement elements 29 on
• these engagement elements 29 are provided for the positive engagement of the locking part 23.
• these engagement elements 29 are formed by slot-shaped recesses extending through the material of the tab into which a protruding nose 31 of the locking part 23 can be inserted.
• the recesses could, for example, in the form of groove-like depressions or simply as punched holes
• the mutual position between locking part 23 and counter-locking part 26 (due to the current setting position of the steering column in the longitudinal direction) be just so that the locking member 23 engages in one of the engaging elements 29, so immediately a positive engagement between the Locking part 23 and counter-locking part 26 is formed.
• the nose 31 can be placed on a bridge between
• the lug-shaped counter-locking part 26 is connected to the setting unit 4 in such a way that it can be displaced in the longitudinal direction 6 of the steering column or steering spindle 2 while consuming energy compared with the setting unit 4.
• a leg of the U-shaped counter-locking part 26 is connected via a bend with a tear plate 32, which in turn is rigidly connected to the side wall 27 of the actuator 4.
• the tear plate 32 could also form a portion of the sidewall 27 of the actuator.
• the tear plate 32 has, for example, formed by stamping lines of weakness 33, 34, which are indicated in Fig. 3 and 4 by dashed lines. As a result, a tear tab 28 is delimited.
• the tear-open tab 28 can be more and more torn off along the lines of weakness 33, 34 under energy dissipation, wherein a tab which continues the tab-like counterpart locking part 26 is formed. Another part of energy dissipation is the bending work done in shifting the point of the bend.
• the tab 28a may be at least partially formed as a bending tab, which is separated from the base plate 32a by slots or slots 33a, 34a in a designated bending region (see Fig. 18).
• such energy absorbing elements may also be disposed in parallel on a base plate, with each energy absorbing element being capable of pure bending or bending forming followed by cutting / tearing operations or mere tearing operations, and the same or different energy absorbing mechanisms in the individual energy absorbing elements can be used.
• each energy absorbing element being capable of pure bending or bending forming followed by cutting / tearing operations or mere tearing operations, and the same or different energy absorbing mechanisms in the individual energy absorbing elements can be used.
• FIGS. 7 to 12 A second embodiment of the invention is shown in FIGS. 7 to 12.
• the difference to the previously described embodiment is mainly in the nature of the connection of the locking member 23 with the clamping bolt 12.
• the locking member 23 is in turn pivotally mounted on the clamping bolt 12.
• the clamping bolt is provided with an externally radially projecting pin 35, which engages in a slot 36 in the locking part 23 and in a pivoting of the locking member 23 against the clamping bolt 12 moves in this sem.
• a spring element 37 in the form of a bow spring is attached to the clamping bolt 12, wherein ends of the spring wire protrude into radial bores of the clamping bolt 12.
• FIG. 13 shows, by way of example, an embodiment in which a bolt 38 is mounted on the side of the counter-locking part 26 facing away from the locking part 23 and extends into a slot 39 extending in the longitudinal direction 6 in the side wall 27 of the actuating unit 4.
• the bolt 38 is in the initial state in an enlarged region of the slot 39. In a Shifting of the bolt 38 relative to the slot 39, there is a widening of the slot 39, whereby energy is consumed.
• the slot 39 is adjoined by a strip area 39 a, which is separated when the bolt 38 is retracted.
• a first energy absorption level can be set in a targeted manner by widening the slot 39 and in a second section a second energy absorption level can be set by means of the separation of the strip area 39a.
• the width of the slot may be continuously reduced towards the end of the crash path to achieve progressive energy absorption.
• the strip area 39a can also be represented as a slot with a very narrow width, for example less than half the diameter, or the thickness of the bolt 38.
• a longitudinal groove is arranged on the upper side and / or lower side of the strip area 39a.
• the groove is dimensioned according to its depth and / or width.
• the counter-fixing part 26 may be rigidly connected to the side wall 27 of the actuator 4 or be formed directly from this. An embodiment of a latter embodiment is shown in FIG. The engagement elements 29 are arranged here directly in the side wall 27.
• the U-shaped counter-locking part 26 surrounds the locking part 23.
• the section having the engaging elements 29 bears against the upper side wall of the actuating unit 4.
• the tear plate with the tear tab 28 is attached to the side facing away from the steering shaft side of the clamping bolt 12 on the adjusting unit 4.
• a tear tab 28 in turn, for example, a bending tab or a combination of a bending and tear tab could be provided.
• the counter-fixing member 26 is respectively disposed on the upper side wall 27 of the actuator 4 and is formed by this.
• the counter-locking part could also be arranged on another parallel to the axis of the clamping bolt 12 lying wall of the actuator 4 or formed by this, for example, from the lower side wall.
• the engagement elements 29 of the counter-locking part 26 could also be designed differently than in the form of recesses, wherein the locking part has a matched engagement element to a respect to the longitudinal direction 6 of the steering column or steering shaft 2 immovable engagement, in particular positive engagement, between the locking member 23 and To allow counter-locking part 26.
• a longitudinal extent of the counter-locking part 26 running in the longitudinal direction 6 would again be a plurality of engagement positions for the locking part 23.
• the engagement elements 29 of the counter-locking part 26 could also be formed by teeth of a toothing and the locking part 23 could be formed with a corresponding counter-toothing.
• intermediate unit 40 could also be omitted.
• the side cheeks 8, 9 of the support unit 1 could then be pressed on both sides in the closed state of the clamping mechanism 5 directly to the control unit 4.
• the pivot axis between the actuator 4 and the support unit 1 could be formed in this case, for example, by a universal joint, via which the steering shaft 2 is connected to a further portion of the steering shaft.
• this pivot axis could also be formed by a mounted on the support unit 1 pivot pin, which passes through an extending in the longitudinal direction 6 slot in the actuator 4.
• the invention can also be used with steering columns, which are adjustable only in the longitudinal direction 6.
• the clamping bolt 12 could then in the form of round holes formed openings 10, 11 in the side walls 8, 9 of the support unit 1 prevail.
• the over the upper side wall 27 protruding portions of the side cheeks 15, 16 of the actuator 4 could also be omitted, so that the clamping bolt 12 no openings 13, 14 in the actuator 4 passes.
• the locking member 23 is pivotally connected to the clamping bolt 12 and, for example, itself is designed resiliently.
• a design could be provided in which a locking part 23 is pivotally connected to the clamping bolt 12 and when opening and closing the clamping mechanism 5, a drive element, such as the actuating lever 18, directly to a clamping part, such as the wedge or cam plate 20th , interact and twist this.
• the clamping bolt 12 could be entrained by the rotation of the clamping part of this, with the interposition of a spring element, so that the locking member 23 is pressed in the closed state of the clamping mechanism 5 of this spring element to the counter-locking part 26.
• the displaceability of the counter-locking part relative to the actuating unit has a defined, predefined or adjustable force-displacement profile.
• the actuator displaced in this case conveniently in the axial direction of the steering column.
• the size of the force acting on the actuator in the longitudinal direction of the steering column in the direction of the vehicle front, from which there is a displacement of the counter-locking part relative to the actuator is preferably less than 10000N, for example, may be less than 5000N.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Steering Controls (AREA)

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Cited By (25)

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Citations (8)

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• 2008
  • 2008-03-31 DE DE102008016742A patent/DE102008016742B4/de not_active Expired - Fee Related
  • 2008-11-20 DE DE202008015444U patent/DE202008015444U1/de not_active Expired - Lifetime
  • 2008-11-20 BR BRPI0822425A patent/BRPI0822425B1/pt not_active IP Right Cessation
  • 2008-11-20 RU RU2010143477/11A patent/RU2488507C2/ru active
  • 2008-11-20 CN CN200880128417.9A patent/CN102015414B/zh active Active
  • 2008-11-20 EP EP08873726A patent/EP2259957B1/de active Active
  • 2008-11-20 JP JP2011501108A patent/JP2011516323A/ja active Pending
  • 2008-11-20 ES ES08873726T patent/ES2396576T3/es active Active
  • 2008-11-20 WO PCT/EP2008/009794 patent/WO2009121386A1/de not_active Ceased
  • 2008-11-20 PL PL08873726T patent/PL2259957T3/pl unknown
• 2010
  • 2010-06-22 US US12/820,319 patent/US9399481B2/en active Active
• 2016
  • 2016-06-23 US US15/190,915 patent/US9610969B2/en active Active

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