Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D5/00—Power-assisted or power-driven steering
  • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup

Definitions

• the present invention relates to a rotation limiting device for a steering column, comprising a steering shaft, of a steer-by-wire steering system of a motor vehicle, comprising a housing, a first stop lever, a second stop lever and a stop, the first stop lever being non-rotatably connected to the steering shaft, wherein the second stop lever is rotatably mounted with respect to the steering spindle and wherein the stop is fixedly connected to the housing.
• Steer-by-wire steering systems are characterized by the fact that there is no mechanical connection between the steering wheel and the steerable wheels. Instead, steer-by-wire steering systems provide devices for recording the steering request, for electrically forwarding the recorded steering request and for implementing the electrically forwarded steering request. It would therefore be possible in a steer-by-wire steering system to rotate the steering wheel and thus the steering spindle connected to the steering wheel in a rotationally fixed manner without hindrance and unlimited if the rotational movement of the steering wheel, that is to say the steering angle, were not limited. In order to give the driver the most realistic possible driving experience and thus to increase driving safety, it is necessary to limit the maximum possible number of revolutions or the maximum possible rotation of the steering wheel.
• a clock spring is essentially a coiled ribbon cable that is used to transmit the ignition pulse to the airbag located in the steering wheel in the event of an accident.
• the integrity of the clock spring is therefore of great importance for driving safety.
• a clock spring is dimensioned so long that the steering wheel can be rotated from the first end stop to the second end stop without tearing off. Since coil springs always have a not unlimited length, it is included in a steer-by-wire steering system With an airbag in the steering column, it is imperative to limit the turning movement of the steering wheel in order to prevent the clock spring from tearing off.
• DE 103 12 516 A1 discloses a steering column with a rotation limiter, two discs each being provided with a spiral path, a ball being arranged between the spiral paths. The ball shifts in the spiral paths when the steering shaft rotates.
• a disadvantage of this solution is the high level of dimensional accuracy required of the components and the high tolerance of the components. If the high required dimensional accuracy of the components is not met, the ball can rattle in the spiral paths. Another disadvantage is that misuse of the steering column can lead to the rotation limiter jamming.
• DE 102019 111 993 A1 discloses a feedback actuator comprising a first stop element rotatably mounted on the steering shaft, a second, stationary stop element and a driver element.
• the stationary stop forms a hard stop.
• JP 6393858 B1 also discloses the provision of two rotatably mounted stop elements and two stationary stop elements for limiting rotation.
• the two stationary stop elements limit a rotary movement of the one rotatable stop element and a rotary movement of the other stop element is limited by the one rotatable stop element.
• the stationary stop elements can be made of an elastic material in order to reduce the effect of the stop.
• the present invention is based on the object of providing an improved rotation limitation which ensures safe operation and whose operation is quiet and comfortable.
• a rotation limiting device for a steering column of a motor vehicle comprising a steering spindle, comprising a housing, a first stop lever, a second stop lever and a stop, the first stop lever being non-rotatably connected to the steering spindle, the second stop lever being mounted rotatably with respect to the steering spindle and wherein the stop is fixedly connected to the housing, characterized in that when a defined angle of rotation is reached, the first stop lever strikes the second stop lever and the second stop lever strikes the stop, so that the rotational movement of the steering spindle is limited.
• the first stop lever is non-rotatably connected to the steering spindle, that is to say the first stop lever rotates together with the steering spindle without any relative movement between the first stop lever and the steering spindle.
• the second stop lever is rotatably attached to the first stop lever.
• the second stop lever can be designed in such a way that it is carried along by the first stop lever when it is rotated, that is to say that it at least partially rotates with the first stop lever.
• the stop can also be referred to as a standing stop.
• the stop forms a fixed or stationary support.
• the rotational movement is limited by driving the second stop lever.
• the stop element of the second stop lever blocks further rotation of the first stop lever relative to the housing.
• the second stop lever advantageously has spring elements arranged on both sides in the circumferential direction of the steering spindle.
• the spring elements are elastically deformable.
• the spring elements can be designed in one piece with the second stop lever or be designed as a separate component that can be connected to the second stop lever.
• the spring elements are advantageously arranged opposite one another with respect to the axis of symmetry of the second stop lever.
• the spring elements are each intended to interact with a stop element.
• the spring elements do not extend over the entire side length of the stop lever.
• the spring elements are therefore advantageously shorter than the side length of the stop lever.
• the spring action of the spring elements is in each case directed in the opposite direction to the steering movement.
• the end stop advantageously forms a defined final end stop, beyond which, advantageously, no further rotation of the steering spindle is possible. If the spring element, after it has come into mechanical contact with a stop element, is elastically deformed by this stop element, the resulting spring effect advantageously also slows down the steering movement, namely shortly before reaching the end stop. As a result, the steering movement is advantageously not stopped abruptly by the end stop. This increases the comfort while driving.
• a clearly defined end stop is advantageously retained, which is reached when the spring element makes mechanical contact with the second stop lever and thus no further deflection of the spring element can take place.
• the second stop lever with the spring elements and the stop are coordinated with one another in such a way that when the stop lever strikes, one of the spring elements initially contacts the stop, depending on the direction of rotation.
• the stop lever can advantageously be moved further against the spring force, advantageously further moved until a rigid part of the stop lever, which advantageously protrudes beyond the spring elements, contacts a further section of the stop and thus prevents further rotation.
• the spring elements can have linear or non-linear characteristics.
• the spring elements can also be elements with gas or air suspension.
• the spring action of the spring element also advantageously has the effect that the steering spindle is pushed out of the state of the end stop. Since the spring effect is based on the elastic deformation of the spring element or on gas or air suspension of the spring element, i.e. it is purely mechanical or pneumatic, the spring effect is also without an electrical power supply, especially when the steer-by-action steering column is switched off or defective, guaranteed. Preferably, with the spatial orientation of the steering spindle in the state in which the steering column is pushed out of the end stop, a measurement of the absolute steering angle is possible.
• the spring elements are each designed as elastically deformable webs with an open end.
• the spring element extends parallel to the lateral delimitation of the stop lever.
• it can respective spring element can be formed by making an incision in the stop lift, the then free-standing part of the stop lever advantageously each forming a spring element.
• the first stop lever has recesses arranged on both sides in the circumferential view of the steering spindle.
• the recesses can be arranged opposite one another with respect to the axis of symmetry of the first stop lever.
• the recesses each serve to receive a stop element and are preferably designed to be complementary in shape to the stop element to be received. If, for example, the stop element to be received is cylindrical, the corresponding recess of the first stop lever is preferably semicircular.
• the recesses can have any shape, in particular, the recesses can be angular.
• the first stop lever has a stop element.
• the stop element of the first stop lever can be designed as a cylindrical pin or pin or bolt.
• the second stop lever can have a stop element.
• the stop element of the second stop lever can be designed as a cylindrical pin or bolt.
• the second stop lever comprises a first part and a second part spaced apart from the first part in the axial direction of the steering spindle.
• the first and second parts of the second stop lever are preferably constructed essentially identically, so that they are aligned with one another in the axial direction of the steering spindle or are congruent in shape with one another.
• the first part and the second part of the stop element are preferably arranged parallel to one another.
• the "double design" of the second stop lever through its first and second part results in a structural reinforcement of the second stop lever.
• the second stop lever can absorb greater steering torques. This increases the failure safety of the second stop lever and increases the operational reliability of the rotation limiting device.
• the stop element of the second stop lever is between the first part of the second stop lever and the second part of the second Stop lever added.
• the stop element of the second stop lever thus extends in the axial direction of the steering spindle.
• the first stop lever is advantageously arranged in the axial direction of the steering spindle between the first part of the second stop lever and the second part of the second stop lever.
• the stop has recesses designed to correspond to the stop element of the second stop lever. These recesses are preferably arranged on both sides in the circumferential direction of the steering spindle.
• the recesses can be arranged opposite one another with respect to the axis of symmetry of the stop.
• the recesses each serve to receive a stop element and are preferably designed to be complementary in shape to the stop element to be received. If, for example, the stop element to be received is cylindrical, the corresponding recess of the stop is preferably semicircular.
• the recesses can have any shape, in particular the recesses can be angular or otherwise non-circular.
• the stop has recesses designed to correspond to the spring elements of the second stop lever. These recesses are preferably arranged on both sides in the circumferential direction of the steering spindle. The recesses are arranged opposite one another with respect to the axis of symmetry of the stop. The recesses each serve to receive a spring element and are preferably designed to be complementary in shape to the spring element to be received.
• the stop can comprise a first part and a second part spaced apart from the first part in the axial direction of the steering spindle.
• the first and second parts of the stop are preferably constructed essentially identically, so that they are aligned with one another in the axial direction of the steering spindle or are congruent in shape to one another.
• the "double execution" of the stop through its first and second part results in a structural reinforcement of the stop.
• the stop can absorb greater steering torques. This increases the failure safety of the stop and increases the operational reliability of the rotation limiting device.
• first stop lever can be arranged in the axial direction between the first part of the stop and the second part of the stop.
• the steering column is preferably provided for a motor vehicle with a previously described rotation limiting device.
• a steering column for a motor vehicle comprising a steering spindle which is rotatably mounted in a steering shaft bearing unit, a housing and a
• Rotation limiting device which is designed to limit rotation of the steering spindle, is provided, the rotation limiting device comprising a first stop lever, a second stop lever and a stop, the first stop lever being connected to the steering spindle in a rotationally fixed manner, the second stop lever being rotatable relative to the steering spindle is mounted and wherein the stop is fixedly connected to the housing, wherein when a defined angle of rotation is reached, the first stop lever strikes the second stop lever and the second stop lever strikes the stop, so that the rotational movement of the steering spindle is limited.
• FIGS 1a to 1j show an embodiment of the invention
• FIG. 2 shows a steering column with the rotation limiting device from FIGS
• FIGS. 1 a-j show an embodiment of the invention
• FIG. 1a-f show a steering or rotary movement in the clockwise direction until the end stop of this direction of rotation is reached.
• Figures 1 g-j show a steering or turning movement in the counterclockwise direction. Since the second stop lever 5 is freely rotatable relative to the steering spindle 1, the spatial orientation of the second stop lever 5 shown is only to be understood as an example.
• the rotation-limiting device is used to limit the rotational movement of the steering spindle 1, also referred to as the steering wheel angle, of a steering column 2 of a steer-by-wire steering system of a motor vehicle, caused by the driver.
• the rotation limiting device comprises a housing 3, a first stop lever 4, a second stop lever 5 and a stop 6.
• the first stop lever 4 is connected to the steering spindle 1 in a rotationally fixed manner.
• the second stop lever 5 is freely rotatable relative to the steering spindle 1.
• the stop 6 is connected to the housing 3 in a stationary manner, that is to say in a stationary manner.
• the first stop lever 4 has recesses 7 arranged on both sides in the circumferential view of the steering spindle 1 in the form of semicircular recesses.
• the first stop lever 4 has a stop element 8 in the form of a cylindrical pin.
• the second stop lever 5 is designed in such a way that it rotates with the first stop lever 4 due to a defined friction. In this way, the second stop lever 5 rotates in accordance with the rotation of the first stop lever 4 as long as the second stop lever 5 does not come into contact with the stop 6.
• the second stop lever 5 has a stop element 9 designed as a cylindrical pin.
• Furthermore has the second stop lever 5 has spring elements 10 arranged on both sides in the circumferential direction of the steering spindle 1.
• the spring elements 10 are each designed as elastically deformable webs with an open end and are designed in one piece with the second stop lever 5.
• the second stop lever 5 is designed in two parts, namely comprises a first part 11 and a second part 12, the first part 11 and the second part 12 being spaced apart from one another in the axial direction of the steering spindle.
• the stop element 9 of the second stop lever 5 extends between the first part 11 and the second part 12 of the second stop lever 5 and is received by the two parts 11, 12.
• the first stop lever 4 is arranged in the axial direction between the first part 11 and the second part 12 of the second stop lever 5.
• the stop 6 has recesses 13 designed to correspond to the stop element 9 of the second stop lever 5.
• the stop 6 has recesses 14 designed to correspond to the spring elements 10 of the second stop lever 5.
• the stop 6 comprises a first part 15 and a second part 16, which is arranged at a distance from the first part 15 in the axial direction of the steering spindle 1.
• the first stop lever 4 is arranged in the axial direction between the first part 15 and the second part 16 of the stop 16.
• Figure 1a shows the rotation limiting device at a steering angle of about 0 °. This state corresponds to the neutral position or middle position of the steering wheel and thus the neutral position or middle position of the steering spindle 1.
• the angle between the longitudinal axis of the first stop lever 4 and the longitudinal axis of the second stop lever 5, also referred to as the stop lever angle, is approximately 180 °.
• Figure 1b shows the rotation limiting device from Figure 1a at a steering angle of about 90 °.
• Figure 1c shows the rotation limiting device from Figure 1a at a steering angle of about 160 °.
• the stop element 9 of the second stop lever 5 comes into mechanical contact with the recess 13 of the stop 6.
• one of the two spring elements 10 of the second stop lever 5 comes into mechanical contact with the recess 14 of the stop 6.
• the stop lever angle is unchanged at about 180 °.
• FIG. 1d shows the rotation limiting device from FIG. 1a at a steering angle of approximately 270 °.
• the second stop lever 5 is still in mechanical contact with the stop 6, as described for FIG. 1c, while the steering spindle 1 and thus the first stop lever 4 has continued to rotate.
• the stop lever angle is about 60 °.
• Figure 1e shows the rotation limiting device from Figure 1a at a steering angle of about 326 °.
• the second stop lever 5 is still in mechanical contact with the stop 6, as described for FIG. 1c.
• the stop element 8 of the first stop lever 4 comes into mechanical contact with the other of the two spring elements 10 without elastically deforming the spring element 10.
• the spring element 10 is in mechanical contact with the stop element 8, but is not pretensioned by the stop element 8. Since the steering spindle 1 and thus the first stop lever 4 can still be rotated in this direction of rotation by the spring travel defined by the geometry of the spring element 10, this state does not correspond to the end stop of the steering movement in this direction of rotation.
• the spring action opposing the steering movement shortly before reaching the end stop causes the steering movement to be slowed down so that the steering movement is not stopped abruptly by the end stop.
• FIG. 1 f shows the rotation limiting device from FIG. 1a at a steering angle of approximately 331 °, beyond which no further adjustment is possible.
• the steering stop is cushioned in a defined manner between the steering angle of 326 ° and the steering angle of 331 °.
• This spring travel is advantageously not subject to any external influences and thus advantageously does not change with material aging and / or temperature fluctuations.
• the second stop lever 5 is still in mechanical contact with the stop 6, as described for FIG. 1c.
• the state shown corresponds to the end stop of the steering movement in this direction of rotation.
• the stop element 8 of the first stop lever 4 deforms the spring element 10 elastically and therefore exerts a Preload off.
• the elastic deformation of the spring elements 10 is limited by the second stop lever 5.
• the recess 7 of the first stop lever 4 and the recess 13 of the stop 6 enclose or encompass the full circumference of the cylinder-shaped stop element 9 of the second stop lever 5.
• FIG. 1g shows the rotation limiting device from FIG. 1a at a steering angle of approximately 326 °. This state occurs when, after the steering wheel has been turned to the end stop, the steering wheel is turned in the direction of rotation opposite to the direction of rotation according to FIGS. 1a-f.
• the state shown in Figure 1g corresponds to the state shown in Figure 1e with the opposite direction of rotation.
• FIG. 1h shows the rotation limiting device from FIG. 1a at a steering angle of approximately 180 °.
• FIG. 1i shows the rotation limiting device from FIG. 1a at a steering angle of approximately 0 °.
• the neutral position of the steering wheel is reached again by counter-steering.
• the stop element 9 of the second stop lever 5 comes into mechanical contact with the corresponding recess 13 of the stop 6.
• the corresponding spring element 10 of the second stop lever 5 comes into mechanical contact with the recess 14 of the stop 6 provided for this purpose
• the state shown in FIG. 1i corresponds to the state shown in FIG. 1a with the opposite direction of rotation.
• FIG. 1j shows the rotation limiting device from FIG. 1a at a steering angle of approximately -160 °. This state occurs when the steering wheel has been turned counterclockwise from the neutral position.
• the second stop lever 5 is still in mechanical contact with the stop 6, as described for FIG. 1i, while the steering spindle 1 and thus the first stop lever 4 has continued to rotate.
• FIG. 2 shows the rotation-limiting device from FIGS. 1 a-j in a perspective view from obliquely forward in the direction of travel of the vehicle in the neutral position of the steering wheel, that is to say at a steering angle of 0 °.
• the steering column 2 comprises a support unit 17 and a jacket unit 18.
• the steering column 2 is via the support unit 17 on a body (not shown in the figures) Motor vehicle attachable.
• the support unit 17 has through openings for receiving fastening means, which are likewise not shown in the figures.
• the support unit 17 is used to suspend the jacket unit 18 on the vehicle body.
• the casing unit 18 comprises an actuating unit 19.
• the actuating unit 19 is movably connected to the casing unit 18.
• the actuating unit 19 is designed as a tubular body with a flange at the end facing the driver, that is to say on the steering wheel side.
• the tubular body of the actuating unit 19 is arranged coaxially at the end facing away from the driver in the jacket unit 18, that is to say it is axially displaceable therein.
• the setting unit 19 comprises the steering spindle 1.
• the steering spindle 1 is rotatably mounted in the setting unit 19.
• the end of the steering spindle 1 facing the driver has an external toothing 20 for receiving an internally toothed hub of a steering wheel, which is likewise not shown in the figures.
• the steering column 2 comprises a manually adjustable lever 21 for locking the desired position, corresponding to a desired longitudinal and / or height adjustment of the steering spindle 1.
• the rotation-limiting device according to the invention is arranged at the end of the steering column 2 facing away from the driver and is connected to the steering column 2 by fastening screws.
• the rotation limiting device is connected to the steering column 2 by fastening screws.

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Citations (4)

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• 2020
  • 2020-02-13 DE DE102020201819.7A patent/DE102020201819A1/de active Pending
• 2021
  • 2021-02-08 WO PCT/EP2021/052917 patent/WO2021160546A1/de unknown
  • 2021-02-08 EP EP21704237.3A patent/EP4103452A1/de active Pending
  • 2021-02-08 CN CN202180014601.6A patent/CN115135562A/zh active Pending

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