WO2004085228A1 - Ensemble colonne de direction pour un vehicule automobile - Google Patents

Ensemble colonne de direction pour un vehicule automobile Download PDF

Info

Publication number
WO2004085228A1
WO2004085228A1 PCT/EP2004/001464 EP2004001464W WO2004085228A1 WO 2004085228 A1 WO2004085228 A1 WO 2004085228A1 EP 2004001464 W EP2004001464 W EP 2004001464W WO 2004085228 A1 WO2004085228 A1 WO 2004085228A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering column
shaping element
column arrangement
shaping
energy absorption
Prior art date
Application number
PCT/EP2004/001464
Other languages
German (de)
English (en)
Inventor
Jörg von Glinowiecki
Original Assignee
Daimlerchrysler 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 Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Publication of WO2004085228A1 publication Critical patent/WO2004085228A1/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
    • B62D1/192—Yieldable or collapsible columns

Definitions

  • the invention relates to a steering column arrangement according to the preamble of patent claim 1.
  • Such a steering column arrangement is known for example from EP 0 662 414 AI.
  • This steering column arrangement comprises a telescopic jacket tube, a steering spindle which is rotatable and concentrically arranged on the inside for this purpose, and an energy absorption element.
  • the known energy absorption element consists of a wire which is wound at one end around a shaping element and is attached to a securing element at the other end. In the event of an impact, the forming element moves away from the securing element and thus creates a tension in the wire. This tension causes the wire to unwind, deforming the wire and creating resistance. Impact energy is absorbed.
  • the present invention has for its object to provide a steering column assembly for a motor vehicle of the type mentioned, which increases safety for the vehicle occupants.
  • the steering column arrangement according to the invention is characterized by a specially designed crash element.
  • This crash element has a shaping element and an energy absorption element.
  • the energy absorption element moves relative to the forming element and is deformed in the process.
  • the orientation of the shaping element can be used to set the resistance which the energy absorption element generates as a result of the deformation during the relative movement.
  • the change in the orientation of the shaping element by, for example, rotation causes a different contact between the energy absorption element and the shaping element.
  • This other contact in turn causes a different reaction between the energy absorption element and the shaping element.
  • the degree of energy absorption can therefore be adapted particularly easily to anatomical, such as body size and body weight of the vehicle occupants, and driving dynamics boundary conditions and an impact can be damped as best as possible.
  • one end of the energy absorption element and the shaping element are arranged on two parts of the steering column which are movable relative to one another in the event of an impact.
  • the energy absorption element moves in the event of an accident and the steering column is shortened relative to the shaping element and is deformed in the process.
  • the jacket pipe can be attached to the body both directly and indirectly, for example via a slide which can be displaced relative to the body.
  • the shaping element has a circular cross section.
  • the deformation of the energy absorption element can be predicted better than in the case of a forming element with an angular cross section, since the energy absorption element is in the form of the forming element adapts to the forming element after each change of orientation.
  • a cylindrical forming element is simple and inexpensive to manufacture.
  • the shaping element can also have a different cross section, such as, for example, a quadrangular or polygonal cross section.
  • the shaping element has a surface with different roughnesses over its radial circumference. These different roughnesses can be produced by knurling, such as grooves, which are incorporated into the forming element with different characteristics.
  • the energy absorption element wraps around another location on the surface of the shaping element, which opposes a different resistance to the energy absorption element while it is moving relative to the shaping element. In this way, the degree of energy absorption can be set particularly easily.
  • a hold-down device is positioned to the right and left of the forming element.
  • the hold-down devices are fixed relative to the outer casing tube.
  • An energy absorption element is guided around the hold-down device and the shaping element, which initially runs below the right hold-down device, is then passed above the shaping element and ends below the left hold-down device. With a relative movement between the energy absorption element and the shaping element or hold-down device, the energy absorption element deforms.
  • the arrangement of the shaping element relative to the hold-down means allows a minimum amount of bending and back-bending of the energy absorption element to be set.
  • the orientation of the forming element is moved relative to the hold-down devices by means of an eccentric bearing. This leads to a changed wrap angle of the energy absorption element on the Forming element. As a result, the degree of deformation of the energy absorption element can be changed and the degree of energy absorption can accordingly be set.
  • the shaping element has a cross section asymmetrical with respect to an axis of rotation.
  • the wrap angle of the energy absorption element on the forming element can also be changed when the orientation of the forming element changes.
  • the degree of deformation of the energy absorption element can be adjusted particularly easily with a change in the orientation of the shaping element.
  • a locking device is assigned to the shaping element. In the event of a crash, this locking leads to a positive connection between the shaping element and the steering column arrangement. In this way it is prevented that the reaction force occurring during the deformation of the energy absorption element and the reaction torque are absorbed directly by the motor.
  • the locking is a toothing.
  • FIG. 1 is a perspective view of a steering column assembly
  • FIG. 2 shows a schematic illustration of a crash element according to the invention with two cylindrical hold-down devices and a shaping element
  • FIG. 3 shows a schematic illustration of a further exemplary embodiment of a crash element with two jaw-like hold-down devices and a shaping element
  • 4 shows a schematic top view of a further exemplary embodiment of a crash element with two hold-down devices and a shaping element
  • Fig. 6a is a sectional view of the crash element of the steering column assembly according to the invention along the line VI-VI in Fig. 4 in normal operation and
  • Fig. 6b is a sectional view of the crash element of the steering column assembly according to the invention along the line VI-VI in Fig. 4 in the event of a crash.
  • the steering column arrangement shown in Fig. 1 consists of an outer jacket tube 1 arranged fixed to the vehicle and an inner jacket tube 2 which is telescopically displaceable in the outer jacket tube 1 shown steering wheel is attached.
  • a spindle 3 is provided, which is arranged along the casing tubes 1, 2. With one end, the spindle 3 is articulated on the end of the inner casing tube 2 facing the steering wheel. The other end of the spindle 3 interacts with a drive unit 4 arranged on the outer casing tube 1. If the spindle 3 is designed as a threaded spindle, an adjustment can be made very simply by turning the spindle 3.
  • the telescopic movement serves for the longitudinal adjustment of the steering column arrangement, with the help of which the driver can adapt the position of the steering wheel to his own needs and thus contributes to the comfort of the driver.
  • the inner jacket tube 2 Due to an impact on the steering column, the inner jacket tube 2 is pushed into the outer jacket tube 1 by a crash force F c.
  • the crash force F c is applied to the drive unit 4 via the spindle 3 attached to the inner jacket tube 2 transferred, the brackets, not shown, are dimensioned such that they tear from their connections as of a certain force, after which the drive unit 4 moves along the jacket tube axes and exerts a relative movement to the jacket tube 1.
  • the steering column arrangement is provided with a crash element 5 shown in FIG. 2.
  • This crash element 5 has a shaping element 6 and two hold-down devices in the form of rollers 7, 7 ', which are fixedly arranged relative to the outer casing tube 1.
  • Their axes of rotation A, A ', B are aligned parallel to one another, the axis of rotation B of the shaping element 6 being arranged below the two axes of rotation A, A' of the rollers 7, 7 '.
  • the axes of rotation A, A ', B form a triangle.
  • the forming element 6 is rotatably mounted eccentrically.
  • the rollers 7, 7 'are also rotatable, but not eccentric.
  • the crash element 5 comprises an energy absorption element 8 in the form of a wire 8. It is also conceivable to use a sheet metal strip with a rectangular cross section as the energy absorption element 8.
  • the wire 8 is guided past the forming element 6 and the rollers 7, 7 '.
  • the course of the wire 8 begins at the level of a lower vertex 7a of the roller 7, goes upwards between the roller 7 and the shaping element 6, runs over the vertex 6a of the shaping element 6 along the shaping element 6 and goes down between the forming element 6 and the roller 7 'down to a lower vertex 7a' of the roller 7 '.
  • the two wire ends 8a, 8b run to the right and left of the rollers 7, 7 ' horizontally at the level of the vertices 7a, 7a '.
  • the inner jacket tube 2 pushes into the outer jacket tube 1 and at the wire end 8b a tensile force F z resulting from the crash force F c acts on the relative movement of the two jacket tubes 1, 2 or elements fastened thereon.
  • the wire 8 thereby moves relative to the shaping element 6 and the rollers 7, 7 'and is deformed while being guided past the shaping element 6 and the rollers 7, 7'. This deformation represents a resistance to the tensile force F z . This absorbs impact energy.
  • the upper vertex 6a of the shaping element 6 is at a distance a from the axis of rotation B of the shaping element 6.
  • the wire 8 is deflected minimally in this position. If the shaping element 6 is rotated about its axis of rotation B (dashed lines of the shaping element 6), the distance between the axis of rotation B and the vertex 6a of the shaping element 6 increases up to a distance b.
  • the distance b is the maximum possible distance and represents an end position. In this end position, the wire 8 is deformed to the maximum.
  • the degree of deformation can also be determined on the basis of a wrap angle ⁇ of the wire 8 on the forming element 6.
  • the U-turn angle ⁇ is the smallest, and thus the deformation of the wire 8 is also minimal.
  • the wrap angle ⁇ is maximum.
  • the wire 8 In the starting position, the wire 8 experiences a maximum deformation and opposes the tensile force F 2 a maximum resistance. This absorbs maximum energy. In the end position, the wire 8 experiences minimal deformation. A minimal resistance is opposed to the tensile force F z . Minimal energy is absorbed.
  • FIG. 3 shows a further exemplary embodiment of a crash element 5.
  • a deformation element 6 and two hold-down devices are provided in the crash element 5.
  • the forming element 6 is designed as a cylinder.
  • the jaws 10, 10 'each have a horizontal lower edge and a vertical inner side edge.
  • the lower edge is arranged at the same level as the axis of rotation B of the shaping element 6.
  • the crash element 5 shown in FIG. 3 comprises an energy absorption element 8 in the form of a wire 8, which, as described in FIG. 2, is led around the shaping element 6 and the jaws 10, 10 ', the lower edges of the jaws 10, 10 'in this embodiment correspond to the lower vertices 7a, 7a' of the rollers 7, 7 'in FIG. 2. If the energy absorption element 8 performs a relative movement to the jaws 10, 10 'in the event of a crash, friction occurs between the energy absorption element 8 and the jaws 10, 10' since the jaws 10, 10 'are not rotatably mounted.
  • FIG. 4 shows a plan view of a further embodiment of a crash element 5.
  • the crash element 5 in turn comprises a shaping element 6 and two hold-down devices, which are arranged as described in FIGS. 2 and 3.
  • the alignment of the forming element 6 is via a motor 9 adjustable, which also serves as storage of the forming element 6.
  • the shaping element 6 has a cross section asymmetrical with respect to the axis of rotation, which is explained in more detail in connection with the exemplary embodiment shown in FIG. 5.
  • the crash element 5 shown in FIG. 4 comprises an energy absorption element 8 in the form of a sheet metal strip 8.
  • a wire with a circular cross section is also conceivable.
  • the sheet metal strip 8 is, as described in FIGS. 2 and 3, ⁇ 'trained around the hold-down device, such as rolls 7, 7, and around the forming element. 6
  • the forming element 6 shown in FIG. 5a is essentially cylindrical and comprises two end sections 11a, 11c and a central section 11b.
  • the sections 11a, 11b, 11c each have a circular cross section.
  • the cross section of the middle section 11b is offset from the cross sections of the end sections 11a, 11c, so that the axis of rotation B of the shaping element 6 is mounted eccentrically.
  • 5b also shows an essentially cylindrical forming element 6 with a circular cross section.
  • the shaping element 6 in turn has three sections 11a, 11b, 11c.
  • the end portions 11a, 11c have a circular cross section.
  • the central section 11b has an unbalance in addition to a circular cross section.
  • the surface of the shaping element 6 is rough in the middle section 11b, the roughnesses being of different strengths radially over the circumference. It is also conceivable that the roughness extends over the entire surface of the shaping element 6. Grooves with different widths and depths run on the surface of the shaping element 6 parallel to the axis of rotation B of the shaping element 6. The roughness decreases a minimum value radially over the circumference up to a maximum value and then again down to the minimum value. It is also conceivable for the roughness to increase steadily from a minimum value to a maximum value and then to jump from the maximum value to the minimum value.
  • the shaping element 6 of the crash element 5 has a toothing 13 at one end.
  • the same toothing 13 is located in the housing part 12 in a contact area to be expected in an accident between the shaping element 6 and the housing part 12.
  • the shaping element 6 is arranged in the housing part 12 to rotate freely.
  • the alignment of the forming element 6 is changed by means of a motor 9 shown in FIG. 4.
  • the reaction force F R and the reaction moment M R occur on the forming element 6 due to the deformation of the sheet metal strip 8, as shown in FIG. 3 on, which lead to a change in the position of the shaping element 6.

Landscapes

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

Abstract

L'invention concerne un ensemble colonne de direction qui peut se rétrécir, sous l'effet d'un choc, en absorbant de l'énergie. L'objectif de l'invention est d'accroître la sécurité des occupants du véhicule. A cet effet, la colonne de direction présente un élément (5), entrant en action en cas de choc, présentant un niveau d'absorption d'énergie ajustable. Cet élément (5) comprend un élément d'absorption d'énergie (8) et un élément de déformation (6). En cas d'accident, l'élément d'absorption d'énergie (8) se déplace par rapport à l'élément de déformation (6) en subissant une flexion et une flexion en arrière. L'énergie est absorbée sous l'effet de la déformation. Une modification de l'orientation de l'élément de déformation (6) modifie la résistance que ce dernier (6) oppose à l'élément d'absorption d'énergie (8) lors du déplacement relatif, ce qui permet d'ajuster le niveau d'absorption d'énergie.
PCT/EP2004/001464 2003-03-26 2004-02-17 Ensemble colonne de direction pour un vehicule automobile WO2004085228A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10313469.7 2003-03-26
DE2003113469 DE10313469B4 (de) 2003-03-26 2003-03-26 Lenksäulenanordnung für ein Kraftfahrzeug

Publications (1)

Publication Number Publication Date
WO2004085228A1 true WO2004085228A1 (fr) 2004-10-07

Family

ID=33038765

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2004/001464 WO2004085228A1 (fr) 2003-03-26 2004-02-17 Ensemble colonne de direction pour un vehicule automobile

Country Status (2)

Country Link
DE (1) DE10313469B4 (fr)
WO (1) WO2004085228A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1884445A3 (fr) * 2006-07-31 2009-01-07 Delphi Technologies, Inc. Dispositif réglable absorbant l'énergie pour une colonne de direction rétractable

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008007093C5 (de) * 2008-01-31 2016-03-03 Robert Bosch Automotive Steering Bremen Gmbh Lenksäulenbaueinheit für ein Kraftfahrzeug
DE102010020087B4 (de) 2010-05-10 2013-05-16 Thyssenkrupp Presta Ag Regelverfahren für einen steuerbaren Energieabsorber

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0662414A1 (fr) 1994-01-06 1995-07-12 Nacam Organe d'absorption d'énergie notamment pour colonne de direction de véhicule automobile
US20020036404A1 (en) * 1999-06-11 2002-03-28 Xiaoyu Li Energy absorber for motor vehicle steering column
JP2002362379A (ja) * 2001-04-03 2002-12-18 Toyota Motor Corp ステアリング装置の支持機構
WO2003035431A2 (fr) * 2001-10-19 2003-05-01 Delphi Technologies Inc. Dispositif absorbeur d'energie reactif pour colonne de direction

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0662414A1 (fr) 1994-01-06 1995-07-12 Nacam Organe d'absorption d'énergie notamment pour colonne de direction de véhicule automobile
US20020036404A1 (en) * 1999-06-11 2002-03-28 Xiaoyu Li Energy absorber for motor vehicle steering column
JP2002362379A (ja) * 2001-04-03 2002-12-18 Toyota Motor Corp ステアリング装置の支持機構
WO2003035431A2 (fr) * 2001-10-19 2003-05-01 Delphi Technologies Inc. Dispositif absorbeur d'energie reactif pour colonne de direction

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1884445A3 (fr) * 2006-07-31 2009-01-07 Delphi Technologies, Inc. Dispositif réglable absorbant l'énergie pour une colonne de direction rétractable

Also Published As

Publication number Publication date
DE10313469A1 (de) 2004-10-28
DE10313469B4 (de) 2006-07-13

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