EP2038161A2 - Dispositif de direction et procede d'utilisation de celui-ci - Google Patents

Dispositif de direction et procede d'utilisation de celui-ci

Info

Publication number
EP2038161A2
EP2038161A2 EP07722088A EP07722088A EP2038161A2 EP 2038161 A2 EP2038161 A2 EP 2038161A2 EP 07722088 A EP07722088 A EP 07722088A EP 07722088 A EP07722088 A EP 07722088A EP 2038161 A2 EP2038161 A2 EP 2038161A2
Authority
EP
European Patent Office
Prior art keywords
steering column
steering
designed
adjustment
tube
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.)
Withdrawn
Application number
EP07722088A
Other languages
German (de)
English (en)
Inventor
Helmut Müller
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inova GmbH Technische Entwicklungen
Original Assignee
Inova GmbH Technische Entwicklungen
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 Inova GmbH Technische Entwicklungen filed Critical Inova GmbH Technische Entwicklungen
Publication of EP2038161A2 publication Critical patent/EP2038161A2/fr
Withdrawn legal-status Critical Current

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
    • B62D1/181—Steering columns yieldable or adjustable, e.g. tiltable with power actuated adjustment, e.g. with position memory
    • 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
    • B62D1/04—Hand wheels
    • B62D1/10—Hubs; Connecting hubs to steering columns, e.g. adjustable
    • B62D1/105—Non-rotatable hubs, e.g. the central part of the steering wheel not rotating
    • 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
    • B62D1/187—Steering columns yieldable or adjustable, e.g. tiltable with tilt adjustment; with tilt and axial adjustment
    • 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

Definitions

  • the invention relates to steering devices and methods of operation therefor and has and aims to improve these steering devices and methods of operation therefor.
  • the invention relates to an electrically adjustable steering column, in particular an electrically adjustable steering column in two planes with a motor, and operating method therefor.
  • Zahnradfabrik Friedrichshafen uses a motor and a shaft and uses electromagnets to couple the threaded nut, which indicates the steering wheel inclination or the forward / reverse position.
  • the present invention has and further attains, in the first aspect, the further object of improving the existing technique.
  • the present invention according to the first aspect advantageously provides less expensive and simple alternatives to the prior art designs.
  • the present invention provides in the first aspect an electrically adjustable
  • Steering column and an operating method for this designed with a steering column adjustment drive with a motor in two planes such that a shaft, stored in the second shaft, preferably takes over the elevator drive or that the inner shaft causes the longitudinal drive.
  • the steering column adjustment drive is designed such that both rotatable but otherwise stationary shafts are each provided with a pinion.
  • This can advantageously be further developed in that the shaft pinion mesh with pinions of a gearbox, which causes each of the vertical or longitudinal movement of a steering column in both directions of rotation.
  • a toggle lever system is provided for the height adjustment and is preferably designed geometrically such that the drive shafts can be fixed in a stationary manner on the steering column support.
  • Yet another preferred device and procedural embodiment of the first aspect of the invention is a transfer of the movement by toggle lever on the opposite side, so that a non-jamming proper and “stable" adjustment is possible.
  • Advantages of the first aspect of the invention are i.a. and in particular a stable drive system for the steering wheel adjustment, since the waves are mounted stationary, a simple structure, as the waves stuck together, the ability to achieve an advantageous and particularly necessary crash resistance low because both waves prevent one another in any "kinking" a simpler storage of the waves "into each other” as in a separate storage, little space required by the waves into each other, lower weight, and lower costs.
  • the present invention thus provides, within the scope of the first aspect, a simple system with two stationary and rotatable threaded spindles for longitudinal and vertical adjustment of a steering column with only one motor and one manual transmission in device-like and also procedural embodiment.
  • the invention relates according to a second aspect of a steering system with an airbag assembly and an operating method thereof. More specifically, in the second aspect, the invention is concerned with a non-rotating driver airbag in a steering wheel in an automobile.
  • the switches of a multifunction steering wheel are always in the same place, so they can be easily operated even when cornering.
  • the always exiting in the same position and position airbag can be designed so that it better encloses the occupant according to the contour, ie laterally better intercepts. Further, the airbag can be given a shape covering, for example, the A-pillar.
  • Gearboxes have the disadvantage that they are expensive and must be manufactured with high precision in order to produce neither play nor stiffness.
  • the present invention provides in the context of the second aspect, a steering with an airbag assembly, wherein a non-rotating or in other words expressed steering center is realized in vehicles by means of retaining cam.
  • the present invention provides, in the context of the second aspect, in particular a steering system with an airbag arrangement, with a standing steering center, in which the "center” is mounted on an axle.
  • This axis is held alternately by “cams” and matching recesses in the “standstill”.
  • cams are raised to allow “segments” of the steering column shaft to pass under the cams.
  • other cams are in positive engagement with the axis of the stationary steering center and hold it firmly.
  • the invention in a third aspect, relates to a steering system with an airbag arrangement. More specifically, in the third aspect, the invention is concerned with a non-rotating driver airbag in a steering wheel in an automobile.
  • the always exiting in the same position and position airbag can be designed so that it better encloses the occupant according to its contour, i. laterally better intercepts. Further, the airbag can be given a shape, e.g. covering the A-pillar.
  • Gearboxes have the disadvantage that they are expensive and must be manufactured with high precision in order to produce neither play nor stiffness.
  • the present invention according to the third aspect over the prior art provides improvements by the following configuration:
  • the present invention provides in the third aspect of a steering system with an airbag assembly, wherein a non-rotating or in other words standing steering center contains a central cable in vehicles.
  • the present invention provides in the context of the third aspect in particular a steering system with an airbag arrangement, wherein the stationary steering center is mounted by means of a hollow shaft in the rotating steering shaft.
  • This hollow shaft is in the region of the universal joints in a bendable shaft.
  • This bendable shaft is guided through the center of the universal joints and finally out of the steering gear axially out of the pinion shaft and fixed in the steering housing.
  • Through the hollow shaft and the flexible shaft of the harness is supplied to the supply of the airbag and the switch of the multifunction steering wheel. Between the cardan shafts, the connecting shaft is bulged to accommodate the flexible shaft kink and friction.
  • the invention relates in the context of a fourth aspect, a steering column.
  • the present invention aims at the fourth aspect and achieves a simple realization of this requirement.
  • the present invention provides according to the fourth aspect over the prior art steering column adjustment in height and length bitwise or partly in steps and in particular manually and electrically with crash load absorption, which is more preferably integrated in a steering column tube, in the event of impact with the steering wheel.
  • the invention provides a simple mass-produced product.
  • the invention relates according to a fifth aspect of a steering column.
  • the present invention aims in the context of the fifth aspect and achieves a simple realization of an increased occupant safety.
  • the present invention provides over the prior art integrated in a steering column tube integrated crash load absorption at an impact on the steering wheel with more preferably one of a steering column height and length adjustment in parts or partially in stages and in particular manually and electrically.
  • the invention provides a simple mass-produced product.
  • Fig. 1 shows a steering column tube 1, which is mounted in a steering column bearing 2.
  • the steering column bearing 2 is pivotally mounted by means of joints / bearings 3 on a mounting plate 9 such that the steering column bearing 2 can be pivoted at the front point and the rear point lever 4 are mounted, which are hinged as a double toggle in turn to a nut 5.
  • the mounting plate 9 is attached to the body 10 as usual.
  • a drive shaft 6 is provided, which is rotatably mounted at one end to the steering column bearing 2, but not longitudinally movable in a "fixed bearing” 7 by means of a bearing 8.
  • This drive shaft 6 is fixed on the steering column tube 1 by means of a bearing block 11, in which a drive nut 12, e.g. made of brass, POM or sintered material.
  • a drive pinion 13 is further attached, which receives its drive from a pinion 14 of a shift and reduction gear 15.
  • a drive shaft 16 for height adjustment On the drive shaft 6 for longitudinal adjustment is independently rotatably mounted a drive shaft 16 for height adjustment as a hollow shaft.
  • the front bearing 17 of this drive shaft 16 and the drive pinion 13 may be made of one piece.
  • a drive pinion 18 On the drive shaft 16 for height adjustment, a drive pinion 18 is fixed, which receives its kinetic energy from the shift and reduction gear 15 depending on the switching position and passes through an associated pinion 14.
  • the drive shaft 16 for height adjustment has a thread on the outer diameter 19. This thread 19 rotates in the nut 5 and thus moves the toggle 4, which generate a pivoting movement of the steering column bearing 2 by their geometric arrangement.
  • the lower lever 4 of the toggle lever system as shown, laterally attached to the steering column bearing 2.
  • Fig. 2 shows in section AA of Fig. 1, the arrangement of the toggle lever 4 and its transmission to the other side of the steering column tube 1 by means of an axis 20, on both sides of the toggle lever pairs 4 are attached.
  • the axis 20 is in joints / bearings 3, which are fixed to the mounting plate 9, stored
  • the shafts 6 and 16 can also be designed in an advantageous and preferred alternative alternatively as a crash absorber.
  • FIG. 3 An exemplary embodiment for optimally small space in an electrically adjustable in two planes steering column is shown in Fig. 3.
  • Two commercially available Getriebverstellmotoren 30 and 31 are, as shown, positioned against each other such that the gear 32 result in a common gear housing 33.
  • a threaded spindle 34 moves a threaded sleeve 35.
  • This threaded sleeve 35 is fixed to the steering column housing 36 displaceable therewith.
  • the threaded spindle 34 is mounted in a bearing housing 37, as is technically easily understood.
  • On the gear housing 33 occurs on the opposite side of a second threaded spindle 38, which moves a further threaded sleeve 39.
  • This threaded sleeve 39 tilts an adjusting lever 40, which in turn pivots in its angular position by means of a plate 41 which is fixed to the body 42 of the vehicle 43.
  • a plate 41 which is fixed to the body 42 of the vehicle 43.
  • the swivel joint is replaced by a resilient, deflectable plate 45.
  • FIG. Another alternative is shown in FIG.
  • the geared motors 50 and 51 are also arranged in line as in FIG. 3, but the gearboxes 52 and 53 are arranged "outside".
  • the threaded spindles 54 and 55 meet in a common bearing 56. All other properties correspond to those in Fig. 3.
  • the main advantage is the compact design, as in Fig. 3, but with shorter overall length and common center bearing.
  • FIG. 1 Another alternative is shown in FIG. The peculiarity is here in a previously non-existing adjusting 60.
  • This adjusting motor 60 drives a threaded spindle 61 with one half of its drive 62 at.
  • the second half of its drive 63 drives a second threaded spindle 64, which as a hollow shaft 65 on the threaded spindle 61 engages. stores.
  • the threaded spindle 61 drives, as in FIGS. 3 and 4, a threaded sleeve 66 which, as before, performs the longitudinal adjustment of the steering column 67.
  • the hollow shaft 65 as a threaded spindle 64 drives the threaded sleeve 67, which, as usual, adjusted via the lever 68, the steering column 67 in the angular position.
  • Fig. 5 shows the bearings 69, 70 and 71 of the threaded spindles 61 and 64.
  • both motor drive halves are designed as a motor and connected with clutches on the two threaded halves (not shown).
  • the adjusting shaft as shown in previous inventions, even when needed partially trained as Lastaufhehmer in the crash.
  • the main advantage is again the compact design, as in Fig. 3 and 4, by the arrangement of the threaded spindles in the same axis.
  • the threaded spindles are arranged even more compactly in one another.
  • the motor is a "double motor” with double-running drive shafts.
  • the gears have been omitted, the thread pitch of the two threaded spindles adapted accordingly.
  • the gearmotors have a reduction and a pitch of 3 mm. This can be reduced to 1: 1 and a thread pitch of 0.3 mm or the motor runs half the turn and the adjustment is twice as fast and thus the thread pitch 0.6 mm or 1.2 mm.
  • Fig. 6 shows a typical cross section of the threaded sleeve for the height adjustment.
  • FIG. 7 shows in section a steering column 101 with a steering column tube 102, a sliding shaft 103 and a bearing 104 above and below in a standing steering column sheath tube 105.
  • a stationary tube 106 is now provided, which in the rotating steering column tube 102 with Bearings 107 is stored twice.
  • a support plate 108 is fixed to which an airbag 109 and switch 110 of the multifunction steering wheel 111 are attached.
  • This standing pipe 106 has attached to a largest possible diameter a "holding function", which will be explained with reference to the following sectional drawings.
  • the entrance of electrical leads 112 is at the bottom of first of a so-called winding spring 115 between the standing Lenlcklallenhüllrohr 105 to the rotating steering column tube 102 and from the rotating steering column tube 102 to the stationary tube 106 with a second "coil spring” 116 attached (the coil springs 115 and 116 are electrical flat conductors each on a coil spring, which allow to perform the full steering wheel revolutions, with the Windfernfern Institute only one smaller or larger diameter "pull").
  • the coil springs 115 and 116 are electrical flat conductors each on a coil spring, which allow to perform the full steering wheel revolutions, with the Windfernfern Institute only one smaller or larger diameter "pull").
  • a plug 117 for accessing the control voltage.
  • FIG. 8 shows in section the principle of "holding” of the stationary tube 106.
  • the standing tube 106 has the recess 118 shown.
  • the stationary steering column tube 105 has a springy plate 119 attached to it, which runs two adjacent to one another at the other end Rolls or cams 120 on resilient cantilevers 121 carries (Fig. 9).
  • the steering column tube 102 rotates between the stationary tube 106 inside and the stationary steering column tube 105.
  • This steering column tube 102 is provided with recesses 122 (FIG. 10) which respectively allow one of the two rollers or one of the two cams 120 in the recess 118 rests and thus prevents the stationary tube 106 from rotating while the other roller or cam 120 is raised.
  • the steering column tube 102 rotates below the rollers or cams 120, during which at least one roller or cam 120 holds the stationary tube 106 in the rest position.
  • FIG. 9 shows by way of example the resilient plate 119 with two resilient arms 121 and the two rollers or cams 120.
  • FIG. 10 shows a development of the steering column tube 102 with the offset recesses 122, each lifting a roller or a cam 120. wherein the steering column tube 102 can push through underneath, while the other roller or the other cam 120 through the recess 122 in the recess 118 holds the stationary tube 106 in a non-variable position.
  • Fig. 11 shows an alternative with a standing cam 123 and a two-sided fixed resilient plate 124. Again, the resilient plate 124 is raised by the webs 125 between the recesses 126 during rotation of the steering column tube 102 accordingly.
  • Fig. 12 shows the resilient plate 124 with the cam 123.
  • the advantage is a tight-fitting cam 123. By the adjacent run-up slope 127 this is "dug”.
  • FIG. 13 shows a further alternative with a circumferential spring plate 128 with integrated cams 129.
  • Fig. 14 shows an alternative in which a double-sided detent spring 130 with integral cams 131 is attached to the stationary tube 16 of the stationary center. These cams 131 are pressed by the spring force of the double-sided detent spring 130 into the retaining lugs 132 in the steering column casing tube 105, and at least one cam 131 thus holds the stationary tube 106 firmly. As the steering column tube 102 rotates, its ridges 125 lift the cams 131 out of the latches 132.
  • FIGS. 15 and 16 show a parallel alternative based on the alternative in FIG. 14.
  • the webs 125 of the steering column tube 102 are provided with easily sliding plates 133, e.g. made of Teflon. At the edges of the webs 125 are easily rotating needles 134.
  • the platelets 133 and needles 134 are in sheet metal tubes 135 or similar. integrated.
  • FIGS. 17 to 21 show another alternative of holding the stationary tube 106 for the standing center of a steering column 101.
  • Fig. 17 shows a resilient sheet 119 with 2 x 3 rolls 120. This design guarantees only rolling friction in the passage of the rotating steering column tube 102. Here, relatively large cutouts 136 in the rotating steering column tube 102 are required. In FIG. 18, a reinforcing ring 137 is shown here between the cutouts 136 and between the rolls 120.
  • FIG. 17 a plug 117 is shown in FIG. 17, which has a connection to a flat conductor track 138.
  • This flat conductor 138 is applied to the resilient sheet 119 and has a U-shaped form, as shown in FIG. 19.
  • Fig. 20 shows as a half-section through the steering column 101 as the rollers 120 are alternately raised or lowered by the rotating steering column tube 102.
  • a leg of the flat conductor track 138 is therefore always in contact with a limb of the flat conductor track 140 (FIG. 21).
  • the electrical contacts 139 are disconnected and closed, with a flat conductor track 140 (see FIG. 21) which is also U-shaped at the lower end and which continues along the standing tube 106 and then slides on the support plate 108, e.g. is attached circularly.
  • the flat conductor track 140 is here provided with electric contacts 141, which have their counterpart in the airbag 109 of the steering wheel middle part (not shown) of the multifunction steering wheel 111.
  • Fig. 22 shows an exemplary assembly in section
  • Fig. 23 shows how a hollow shaft 201 for a non-rotating center 202 is mounted in a steering wheel 203 in a steering shaft 204 above.
  • the hollow shaft 201 is connected at the upper end with a base plate 205 to which an airbag 206 and switch 207 are mounted in the steering wheel 203.
  • Fig. 24 shows the connection of a flexible shaft 208 to the hollow shaft 201, the passage through universal joints 209 and the position of the flexible shaft 208 in a bulbous connecting shaft 210 between the universal joints 209.
  • the laying of the flexible shaft 208 is designed so that they preferably no contact with the bulbous connecting shaft 210 between the universal joints 209 has.
  • FIG. 25 shows a cross 211 of the cardan joints 209 with a matched passage opening 212.
  • a ball bearing cage with balls 213 is used to hold the friction on approaching the flexible shaft 208 to almost zero.
  • Fig. 27 shows a weld 214 of the bulbous connection shaft 210 with the universal joints 209 in half section.
  • Fig. 28 shows the passage of the flexible shaft 208 through the shaft of a steering input pinion 215.
  • the flexible shaft 208 is then fixed in a steering housing 217 so that it hardly or hardly touches the shaft of the steering input pinion 215.
  • cables 216 from the flexible shaft into a plug connection to the cable network of the vehicle (not shown).
  • FIG. 29 and FIG. 33 show the assembly of a stationary column tube 301 in which a rotating column tube 302 is mounted.
  • a sliding sleeve 303 is attached longitudinally movable.
  • This sliding sleeve 303 has scenes 304 on both sides, which are provided at the end with a locking toothing 305.
  • the sliding sleeve 303 is pressed in the stationary position by a spring 306 in a toothing 307 of a Verstellrades 308 and thus locks the steering adjustment. If you want to adjust the assembly of the steering column in position, the sliding sleeve 303 is axially displaced and the locking teeth 305 out of the adjusting 308 out.
  • the adjusting wheel 308 can rotate and adjust the assembly of the steering column 309 by means of adjusting lever 317.
  • FIGS. 30 and 34 show an outer housing 312 screwed to a body 310 by means of a plate 311, in the interior of which the assembly of the steering column 309 is pivotably mounted about a bolt 313.
  • a cam plate 314 is attached on both sides with a toothing 315 each on one side of the slide tracks 316. This serves to allow the adjusting wheel 38 can rotate. In these slide tracks 316, the adjusting 308 is guided.
  • the adjusting wheels 308 can be moved in the guide tracks 316 mounted on both sides.
  • the longitudinal adjustment is infinitely and the height adjustment in stages possible.
  • the assembly of the steering column 309 is firmly fixed in position.
  • FIG. 31 and 35 show a horizontal longitudinal section of the assembly of the steering column 309 in the outer housing 312.
  • the rotating steering column tube 302 is mounted in the stationary steering column tube 301 at the top and bottom with roller bearings 318.
  • the rotating steering column shaft 302 is provided as usual at the upper end with a toothing 319 for the steering wheel (not shown) and at the bottom with a universal joint 320.
  • the rotating steering column tube 302 is longitudinally slidable 321, as shown in FIG. 35 can be seen.
  • this section shows how a load absorption plate 322 is punched out of the stationary steering column tube 301 on both sides and angled upward by 180 degrees.
  • the axes 323 for the adjusting wheels 308 are attached.
  • the load absorption plate 322 is further peeled out of the stationary steering column tube 301 along a stamped mark (not shown). The load peak is reduced when impact on the steering wheel at the occupant.
  • the load absorption plates 322 can also be placed on the stationary steering column tube 301. This embodiment of the load absorption plates 322 is much simpler than the usual today, mounted in "sled" load absorption plates.
  • FIGS. 32 and 36 show in section AA of FIGS. 30 and 34 the arrangement of the rotating steering column tube 302 and, around it, the stationary steering column tube 301, the axes 323 the load absorbing plates 322 for the adjusting wheels 308 and around it the sliding sleeve 303 with its adjusting lever 317, all stored in the cam plate 314 which is fixed to the outer housing 312.
  • the outer housing 312 is welded to the plate 311, which serves for attachment to the body 310.
  • Fig. 37 shows again as an alternative to the Fig. 35 at a normal steering column 324, the execution of the stationary steering column tube 301 with integrated load-absorbing plates 322, which are threaded bolts 325 for the bearings of a clamping bracket 326.
  • the clamping bracket 326 jams or releases the stationary steering column tube 301 with the outer housing 312.
  • FIGS. 38 and 39 show further alternatives of the slide tracks 316.
  • the alternative without a gear guide is provided with clamping plates 327 on the threaded bolts 325, which cover the slide tracks 316 over a large area.
  • the slide tracks 316 are here introduced alternatively in cam plates 314, which are fixed to the outer housing 312.
  • FIG. 40 shows a further alternative of assembling a steering column 309, in which only one slide track 316 runs in a V-shaped manner in succession.
  • This version offers particularly good resistance in the crash.
  • the steering column 324 has to be adjusted following the V-shaped slide track 316.
  • the load absorption plates 322, the clamping bracket 326 for fixing the respectively desired comfort position and a weight relief spring 328 are also shown.
  • Fig. 41 shows a section of the steering column, as indicated by the arrows.
  • FIG. 42 shows a further alternative of the comfort adjustment by means of a single electric geared motor 329.
  • the wave-shaped slide track 316 is provided on one side with a toothing 319.
  • This toothing 319 serves to move a drive pinion 330, which follows the wave-shaped slide track 316 and thus selectively covers the desired comfort positions.
  • the suspension of the electric geared motor is mounted in a guide slot 331. Depending on the position of the comfort adjustment, the electric motor 329 slides in the guide slot 331 back and forth.
  • FIG. 43 shows a further alternative with a single electric gear motor 329 with a wave-shaped slide track 316, in which a guide pin 332 slides, which is moved by means of a threaded spindle 333 along the slide track 316.
  • the electric geared motor 329 has a fixed pivot bearing 334.
  • Fig. 44 shows in section the assembly of the steering column 309 with an electromagnetic clutch 335 on the opposite guide pin 332 to fix the stationary steering column tube 301 against vibrations during normal operation.
  • FIGS. 45 and 49 show the assembly of a stationary steering column tube 401 in which a rotating steering column tube 402 is mounted.
  • a sliding sleeve 403 is attached longitudinally movable.
  • This sliding sleeve 403 has scenes 404 on both sides, which are provided at the end with a locking toothing 405.
  • the sliding sleeve 403 is pressed in the stationary position by a spring 406 in a toothing 407 of a Verstellrades 408 and thus locks the steering adjustment.
  • the sliding sleeve 403 is moved axially and the locking teeth 405 out of the adjusting 408 out.
  • the adjusting wheel 408 can rotate and adjust the assembly of the steering column 409 by means of adjusting lever 417.
  • FIGS. 46 and 50 show an outer housing 412 screwed to a body 410 by means of a plate 411, in the interior of which the assembly of the steering column 409 is pivotably mounted about a bolt 413.
  • a cam plate 414 is attached on both sides with a toothing 415 respectively on one side of the slide tracks 416. This serves to allow the adjusting wheel 408 can rotate. In these slide tracks 416, the adjusting wheel 408 is guided.
  • the adjusting wheels 408 can be moved in the guide tracks 416 mounted on both sides.
  • the longitudinal adjustment is infinitely and the height adjustment in stages possible.
  • the assembly of the steering column 409 is firmly fixed in position.
  • FIG. 47 and 51 show a horizontal longitudinal section of the assembly of the steering column 409 in the outer housing 412.
  • the rotating steering column tube 402 is mounted in the stationary steering column tube 401 at the top and bottom with bearings 418.
  • the rotating steering column shaft 402 is provided as usual at the upper end with a toothing 419 for the steering wheel (not shown) and at the bottom with a universal joint 420.
  • the rotating steering column tube 402 is longitudinally displaceable 421, as shown in FIG. 51 can be seen.
  • a load absorption plate 422 is punched out of the stationary steering column tube 401 on both sides and bent upward by 180 degrees. is angled. On the load absorption plate 422, the axes 423 for the adjusting wheels 408 are attached. In a crash with body impact on the steering wheel, the load-absorbing plate 422 is further peeled out of the standing column tube 401 along a stamped mark (not shown). The load peak is reduced when impact on the steering wheel at the occupant.
  • the load absorption plates 422 can also be placed on the upright column tube 401.
  • This embodiment of the load-absorbing plates 422 is much simpler than the currently used, mounted in "sled" load absorption plates.
  • FIG. 48 and 52 show in section AA of Fig. 46 and 50, the arrangement of the rotating steering column tube 402 and around the standing steering column tube 401, the axes 423 on the Lastabsorptionsblechen 422 for the adjusting wheels 408 and around the sliding sleeve 403 with its lever 417, all stored in the link plate 414, which is fixed to the outer housing 412.
  • the outer housing 412 is welded to the plate 411, which serves for attachment to the body 410.
  • FIG. 53 again shows, as an alternative to FIG. 51 in the case of a normal steering column 424, the embodiment of the stationary steering column tube 401 with integrated load absorption plates 422, on which threaded bolts 425 for the bearings of a clamping bracket 426 are.
  • the clamp 426 jams or disengages the stationary column tube 401 with the outer housing 412.
  • FIGS. 54 and 55 show further alternatives of the slide tracks 416.
  • the alternative without a gear guide is provided with clamping plates 427 on the threaded bolts 425, which cover the slide tracks 416 over a large area.
  • the link tracks 416 are here alternatively introduced into link plates 414, which are fastened to the outer housing 412.
  • FIG. 56 shows another alternative of assembling a steering column 409 in which only one slide track 416 is V-shaped in sequence. This version offers particularly good resistance in the crash. For comfort adjustment, however, the steering column 424 must be adjusted following the V-shaped slide track 416.
  • the load absorption plates 422, the clamping bracket 426 for fixing the respectively desired comfort position and a weight relief spring 428 are also shown.
  • Fig. 57 shows a section of the steering column, as indicated by the arrows.
  • FIG. 58 shows a further alternative of the comfort adjustment by means of a single electric gear motor 429.
  • the wave-shaped slide track 416 is provided on one side with a toothing 419.
  • This gearing 419 is used to move a drive rider. 430, which follows the wave-shaped slide track 416 and thus selectively covers the desired comfort positions.
  • the suspension of the electric geared motor is mounted in a guide slot 431. Depending on the position of the comfort adjustment, the electric motor motor 429 slides back and forth in the guide slot 431.
  • FIG. 59 shows a further alternative with a single electric geared motor 429 with a wave-shaped slide track 416, in which a guide pin 432 slides, which is moved along the slide track 416 by means of a threaded spindle 433.
  • the electric geared motor 429 has a fixed pivot bearing 434.
  • Fig. 60 shows in section the assembly of the steering column 409 with an electromagnetic clutch 435 on the opposite guide pin 432 to fix the stationary steering column tube 401 against vibrations during normal operation.

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

Abstract

L'invention concerne des dispositifs de direction et des procédés d'utilisation de ceux-ci. Un premier aspect de l'invention concerne une colonne de direction à positionnement électrique comprenant un mécanisme de positionnement de colonne de direction pour le positionnement en longueur et en hauteur d'une colonne de direction qui est configurée de telle sorte que l'ensemble du mécanisme d'entraînement est logé sur une ligne d'un côté. L'invention concerne également un procédé d'utilisation d'une colonne de direction à positionnement électrique, une colonne de direction à positionnement électrique étant équipée d'un tel mécanisme de positionnement de colonne de direction. Un autre aspect une direction comprenant une colonne de direction à centre fixe qui est configurée de telle sorte que le centre fixe est alternativement maintenu ou relâché. Un troisième aspect de l'invention concerne une direction comprenant une colonne de direction à centre fixe qui est configurée de telle sorte que l'arrangement traverse le centre de la direction. Un quatrième aspect de l'invention concerne une colonne de direction comprenant un dispositif de positionnement de la colonne de direction avec un guidage coulissant qui permet un positionnement de confort dans le sens longitudinal et en hauteur. Un cinquième aspect de l'invention concerne une colonne de direction avec absorption de la charge en cas de collision au moyen de deux tôles déformables des deux côtés du tube vertical de la colonne de direction.
EP07722088A 2006-03-22 2007-03-22 Dispositif de direction et procede d'utilisation de celui-ci Withdrawn EP2038161A2 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE202006004572 2006-03-22
DE202006004569 2006-03-22
DE202006004571 2006-03-22
DE202006004570 2006-03-22
DE202006004573 2006-03-22
PCT/DE2007/000528 WO2007110054A2 (fr) 2006-03-22 2007-03-22 Dispositif de direction et procédé d'utilisation de celui-ci

Publications (1)

Publication Number Publication Date
EP2038161A2 true EP2038161A2 (fr) 2009-03-25

Family

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Application Number Title Priority Date Filing Date
EP07722088A Withdrawn EP2038161A2 (fr) 2006-03-22 2007-03-22 Dispositif de direction et procede d'utilisation de celui-ci

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Country Link
EP (1) EP2038161A2 (fr)
DE (1) DE112007001264A5 (fr)
WO (1) WO2007110054A2 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE112010004733T5 (de) * 2009-12-11 2013-04-04 Trw Limited Verbesserungen in Bezug auf Lenkungsbaugruppen
KR101338645B1 (ko) * 2010-12-06 2013-12-06 현대자동차주식회사 단일 모터 타입 전동컬럼장치
JP5725140B2 (ja) * 2013-12-03 2015-05-27 日本精工株式会社 テレスコピックステアリング装置
JP5725139B2 (ja) * 2013-12-03 2015-05-27 日本精工株式会社 テレスコピックステアリング装置
JP5725141B2 (ja) * 2013-12-03 2015-05-27 日本精工株式会社 テレスコピックステアリング装置
JP2016132309A (ja) * 2015-01-16 2016-07-25 株式会社ジェイテクト ステアリング装置
DE102018124143A1 (de) * 2018-09-28 2020-04-02 Thyssenkrupp Ag Lagervorrichtung, Verstellvorrichtung, verstellbare Lenksäule, Verfahren zum Herstellen einer Verstellvorrichtung
CN109697916A (zh) * 2019-02-26 2019-04-30 多伦科技股份有限公司 一种转向机构及模拟器

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Publication number Priority date Publication date Assignee Title
JPH05105087A (ja) * 1991-10-16 1993-04-27 Toyota Motor Corp チルト・テレスコピツクステアリングコラム
JPH09240492A (ja) * 1995-12-26 1997-09-16 Aisin Seiki Co Ltd ステアリング装置
US7216562B2 (en) * 2004-06-07 2007-05-15 Thyssenkrupp Presta Ag Electrically adjustable steering column and operating method thereof

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2007110054A2 *

Also Published As

Publication number Publication date
WO2007110054A2 (fr) 2007-10-04
WO2007110054A3 (fr) 2008-02-21
DE112007001264A5 (de) 2009-04-23

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