ELECTRICALLY LENGTH-ADJUSTABLE STEERING COLUMN FOR A MOTOR VEHICLE

Abstract

An adjustable steering column for a motor vehicle may comprise a rotatable steering shaft that has a shaft part that can be displaced axially along its axis of rotation. The shaft part may be rotatably mounted in a jacket tube that is mounted in an axially sliding manner in a guide box held on a retaining part fixed to the vehicle body and can be displaced by means of an electric motor. The adjustable steering column is improved with respect to a small installation space of the electrical adjustment in conjunction with high strength of the steering column. A gear rack may be attached to an outer face of the jacket tube. Also, the electric motor may be fastened to the guide box and may drive a worm gear that protrudes through an opening in the guide box towards the jacket tube and meshes with the gear rack.

Claims

1.-9. (canceled)

10. An adjustable steering column for a motor vehicle, the adjustable steering column comprising: an electric motor; a guide box held on a retaining part fixed to a body of the motor vehicle, wherein the electric motor is fastened to the guide box; a jacket tube that is mounted in an axially sliding manner in the guide box, the jacket tube being displaceable by way of the electric motor; a gear rack attached to an outer face of the jacket tube, wherein the electric motor drives a worm gear that protrudes through an opening in the guide box towards the jacket tube and meshes with the gear rack; and a rotatable steering shaft that has a shaft part that is axially displaceable along its axis of rotation, the shaft part being rotatably mounted in the jacket tube.

11. The adjustable steering column of claim 10 comprising a reduction gear disposed in an operative manner between the electric motor and the worm gear.

12. The adjustable steering column of claim 11 wherein the reduction gear includes a larger gear wheel connected to the worm gear in a non-rotational manner, wherein the larger gear wheel meshes with a smaller gear wheel fastened on a motor shaft of the electric motor.

13. The adjustable steering column of claim 10 wherein the gear rack is comprised of plastic.

14. The adjustable steering column of claim 10 wherein the gear rack includes an outer face curved in a channel-shaped manner, a bending radius of which is adapted to a radius of the worm gear.

15. The adjustable steering column of claim 10 wherein a length of the worm gear is adapted to forces transmitted in a crash event.

16. The adjustable steering column of claim 10 comprising an energy absorption device disposed in an operative manner between the jacket tube and the gear rack, wherein the energy absorption device permits axial displacement of the gear rack with respect to the jacket tube in a crash event while overcoming a deformation force.

17. The adjustable steering column of claim 16 wherein the energy absorption device comprises a bending wire that is deformable under the deformation force.

18. The adjustable steering column of claim 16 wherein the energy absorption device comprises a sliding block disposed in an elongate hole, which sliding block is displaceable under the deformation force through the elongate hole and deforms a material adjacent to the elongate hole.

Description

[0016] Exemplary embodiments of the invention are explained in greater detail below with the help of the drawings. The figures show in detail:

[0017] FIG. 1: a perspective view of an electrically length-adjustable steering column according to the invention for a motor vehicle;

[0018] FIG. 2: a plan view of the underside of the steering column in FIG. 1;

[0019] FIG. 3: a side view of part of the steering column shown in FIG. 1;

[0020] FIG. 4: a side view of the narrow side of the steering column in FIG. 3 facing the steering wheel;

[0021] FIG. 5: a side view of a jacket tube with a gear rack and electrical adjustment;

[0022] FIG. 6: a perspective view of a jacket tube with steering shaft and a gear rack attached to the outside;

[0023] FIG. 7: a plan view of the jacket tube in FIG. 6;

[0024] FIG. 8: a plan view similar to FIG. 7 of a jacket tube with the gear rack partially removed, in which a bending wire can be identified before a crash;

[0025] FIG. 9: a detail view of a jacket tube, in which the bending wire is depicted after the crash;

[0026] FIG. 10: a perspective view of a jacket tube with steering shaft and a gear rack arranged on a further embodiment of an energy absorption device in a modified embodiment;

[0027] FIG. 11: an energy absorption device with an elongate hole and sliding block before a crash;

[0028] FIG. 12: the energy absorption device in FIG. 12 following a crash.

[0029] As can be seen in FIGS. 1-5, an electrically adjustable steering column 1 according to the invention for a motor vehicle has a steering shaft 2 that can be rotated about its axis of rotation 3 which has two spindle parts 4, 27 which are connected to one another rotatably, but are telescopically displaceable in respect of one another. The upper shaft part 4 which carries a steering wheel of the motor vehicle which is not shown is axially displaceable in respect of the shaft part 27. The lower shaft part 27 is arranged in an axially fixed manner. The upper shaft part 4 is mounted rotatably in a jacket tube 5. The jacket tube 5 itself is mounted in an axially displaceable manner in a guide box 7, so that it can be adjusted in an axial direction along with the upper shaft part 4 in respect of the guide box 7, wherein the steering wheel which is not shown is axially adjusted.

[0030] Axial adjustment takes place by means of an electric motor 8 which is connected via a reduction gear 13 to a worm gear 11 which meshes with a gear rack 9, 10, 29 attached on the outer face 26 of the jacket tube 5.

[0031] The guide box 7 is pivotably mounted on a retaining part 6 fixedly connected to the body of the motor vehicle, so that the jacket tube 5 with the upper shaft part 4 of the steering column can be height-adjusted along with the steering wheel which is not shown. For the electric height adjustment, a second electric motor 28 is provided which acts via a second gear 30 on the guide box 7, so that the guide box 7 can be pivoted in respect of the fixed retaining part 6. See FIGS. 1 and 2 in this respect. The electrical height adjustment is not, however, the subject matter of the present invention and is not therefore described in greater detail.

[0032] The electric motor 8 responsible for the electrical length adjustment of the steering column 1 is fastened to the outer face of the guide box 7. This also applies to a worm gear 11 driven by the electric motor 8 via the reduction gear 13, the shaft 31 whereof is likewise mounted on the outer face of the guide box 7. It is furthermore conceivable and possible for the reduction gear 13, the worm gear 11 and the electric motor 8 to be mounted in the gear housing 130. The reduction gear 13 comprises a larger gear wheel 14 attached non-rotatably to the shaft 31 of the worm gear 11, which larger gear wheel meshes non-rotatably with smaller gear wheel 16 attached non-rotatably to the motor shaft 15 of the electric motor 8.

[0033] As can be seen most clearly in FIGS. 3-5, the worm gear 11 meshes with the toothing of the gear rack 9. In order to allow this, the guide box 7 has an opening 12 through which the worm gear 11 protrudes into the inside of the guide box 7 and meshes with the gear rack 9. This can be best seen in FIGS. 3 and 4.

[0034] When the electric motor 8 is switched on, it makes the worm gear 11 rotate via the reduction gear 13, which in turn displaces the gear rack 9 in the axis of rotation direction 19. The displacement direction can be reversed by the electric motor 8 being actuated in such a manner that its direction of rotation is reversed. Since the gear rack 9 is fixedly connected to the jacket tube 5, the gear rack 9 carries along the jacket tube 5 during its axial displacement, which for its part carries along via a roller bearing 32 (see FIGS. 4, 6 and 10) the upper shaft part 4 of the steering shaft 2, and adjusts this along with the steering wheel which is not shown in the axis of rotation direction 19.

[0035] The longitudinal adjustment with the modified gear racks 10, 29 shown in FIGS. 6-8 and 10 basically operates in precisely such a manner, when these interact with the worm gear 11 of an adapted electrical adjustment mechanism.

[0036] As can be best seen in FIGS. 1, 4 and 10, an outer face 17 of the gear rack 9, 10 meshed with the gear rack 10 in each case is configured in the form of a channel with a partially circular profile, wherein the radius of the partial circle of the profile of the outer face 17 is adapted to the radius of the worm gear 11. It is thereby possible for the largest possible face of the tooth flanks of the gear rack 9, 10 to come into contact with the largest possible face of the worm flanks of the worm gear 11. In this way, the axial forces to be transferred are distributed over a larger face, so that with a given axial force the area loading of the faces meshed with one another is reduced. In this way, when high axial forces are transmitted which can act on the steering column 1 in an axis of rotation direction 19 during a motor vehicle crash, the worm gear 11 is prevented from coming out of engagement with the gear rack 9, 10, for example because the material of the gear rack 9, 10 or of the worm gear 11 gives way.

[0037] The described enlargement of the faces meshed with one another even allows production of a gear rack 9, 10 made of plastic which means that production costs can be lowered without the strength of the steering column 1 being inadequate in case of a crash.

[0038] The faces of the worm flank of the worm gear 11 meshed with the gear rack 9, 10, 29 become larger when the length of the worm and, ultimately, the length 18 of the worm gear 11 is enlarged, and vice versa. If a maximum axial force occurring in the event of a crash in the axis of rotation direction 19 is assumed, with a given pairing of the gear wheel 11 and the gear rack 9, 10, 29, it is possible to determine what the minimum length 18 of the worm gear 11 must be, in order to supply a sufficient flank face on the worm for transmission of the given axial force to the gear rack 9, 10, 29, without the gear wheel 11 becoming disengaged from the gear rack 9, 10, 29 and slipping. If the length 18 of the worm gear 11 is limited to the value thereby achieved, oversizing and therefore greater production costs for the worm gear 11 can be avoided. Moreover, this measure has the advantage that a short worm gear 11 with a small length 18 also allows a smaller opening 12 in the guide box 7 in the axis of rotation direction 19. A smaller opening 12 in turn weakens the guide box 7 less than a larger opening would do. By limiting the length 18 of the worm gear 11, the rigidity of the guide box 7 can therefore be improved.

[0039] The arrangement of an energy absorption device 20, 21 which is arranged in an operative manner between the jacket tube 5 and the respective gear rack 10, 29 is depicted in FIGS. 6-12. The energy absorption device may, as shown in FIGS. 8 and 9, have a bending wire 22 which is supported by its fixed end 33 on a rail 34 which is fastened to the outside 26 of the jacket tube 5. In the region 35 the bending wire 22 is bent by approx. 180, wherein a shorter region 36 runs in the opposite direction and ends in an eye 37 that is connected to the gear rack 29 by means of a bolt 38.

[0040] If strong axial forces occur in the direction of the steering wheel during a vehicle crash, said forces are transmitted via the vehicle body to the retaining part 6, from the retaining part 6 to the guide box 7 and from the guide box 7 via the worm gear 11 to the gear rack 29 which, for its part is connected to the bending wire 22 via the bolt 38 and carries the bending wire 22 along in the axial direction, wherein said bending wire becomes deformed and the region 53 bent through 180 moves closer to the fixed end 33 of the bending wire 22. Said situation is depicted in FIG. 9.

[0041] In the case of the bending action, kinetic energy is converted into deformation energy of the bending wire 22 and therefore the force acting in the axial direction on the steering wheel which is not shown is reduced, so that the risk of injury to the driver can thereby be reduced.

[0042] Within the scope of the displacement path facilitated by the bending wire 22, the part of the steering column 2 fixedly connected to the motor vehicle can therefore be displaced in the direction of the steering wheel without the jacket tube 5 in this case being displaced with the shaft part 4 and the steering wheel in the direction of the driver.

[0043] Conversely, the steering wheel along with the shaft part 4 and the jacket tube could be displaced in respect of the remaining part of the steering column 1 and in respect of the vehicle body in the direction of the front of the vehicle, for example if the driver hits the steering wheel following a vehicle crash. In this way, the path available for interception of the driver's weight is increased and the acceleration forces occurring on the steering wheel during the impact are reduced.

[0044] In the case of a second energy absorption device 21 shown in FIGS. 10-12, a modified rail 39 is fixedly attached to the outer face 17 of the jacket tube 5. The rail 39 has an elongate hole 23. A carriage 40 is arranged on the rail 39 which supports the gear rack 10. The carriage is fixedly connected to a sliding block 24 (see FIGS. 11 and 12) which protrudes into the elongate hole 23 in the rail 39. The sliding block 24 is slightly wider than the width of the elongate hole 23, so that it can only be pulled through the elongate hole 23 using a substantial axial force if crash forces act on the gear rack 10 via the worm gear 11 and therefore on the carriage 40. If the sliding block 24 is pulled through the elongate hole 23, the material 25 of the rail 39 becomes deformed at the edges delimiting the elongate hole 23, wherein kinetic energy is absorbed and used to deform the material 25.

[0045] The arrangement essential to the invention of the gear rack 9, 10, 29 on the outer face of the jacket tube 5, in conjunction with the arrangement of the electric motor 8 and the gear 13 with the worm gear 11 on the outer face of the guide box 7, allows the described arrangement of the energy absorption devices 20, 21 in an operative manner between the outer face 17 of the jacket tube 5 and the respective gear rack 9, 10, 29 in a particularly simple and cost-effectively producible and also compact design. The concept according to the invention of the electrical length adjustment facilitates high rigidity and displacement paths which may be greater than 180 mm with a small installation space. Moreover, the longitudinal displacement according to the invention may be positioned at each point on the periphery of the jacket tube 5 and the invention is not limited to the position shown in the Figures.

LIST OF REFERENCE NUMBERS

[0046] 1 Steering column [0047] 2 Steering shaft [0048] 3 Axis of rotation [0049] 4 Shaft part [0050] 5 Jacket tube [0051] 6 Retaining part [0052] 7 Guide box [0053] 8 Electric motor [0054] 9 Gear rack [0055] 10 Gear rack [0056] 11 Worm gear [0057] 12 Opening [0058] 13 Reduction gear [0059] 14 Larger gear wheel [0060] 15 Motor shaft [0061] 16 Smaller gear wheel [0062] 17 Channel-shaped outer face [0063] 18 Lengths [0064] 19 Axis of rotation direction [0065] 20 First energy absorption device [0066] 21 Second energy absorption device [0067] 22 Bending wire [0068] 23 Elongate hole [0069] 24 Sliding block [0070] 25 Material [0071] 26 Outer face [0072] 27 Shaft part [0073] 28 Second electric motor [0074] 29 Gear rack [0075] 30 Second gear [0076] 31 Shaft [0077] 32 Roller bearing [0078] 33 Fixed end [0079] 34 Rail [0080] 35 Region [0081] 36Region [0082] 37 Hole [0083] 38 Bolt [0084] 39 Rail [0085] 40 Carriage [0086] 130 Gear housing