ADJUSTABLE STEERING COLUMN FOR A MOTOR VEHICLE, COMPRISING AN ENERGY ABSORPTION DEVICE

Abstract

An adjustable steering column includes an actuating unit for rotatably mounting a steering shaft, a carrying unit in which the actuating unit is mounted so as to be axially displaceable via a motorized longitudinal adjustment drive, a transmission device coupled to the actuating unit and to the longitudinal adjustment drive, an energy absorption apparatus for absorbing energy when the actuating unit moves relative to the transmission device, and a coupling device connected to the actuating unit and to the transmission device. The coupling device may be disconnected from the actuating unit and/or the transmission device in a crash event, allowing movement between the actuating unit and the transmission device. The coupling device may have a pin-shaped holding element that protrudes into a slot. A blocking element may block movement of the holding element in the slot, and in a crash event permit movement of the holding element in the slot.

Claims

1.-10. (canceled)

11. An adjustable steering column for a motor vehicle, the adjustable steering column comprising: an actuating unit for mounting a steering shaft rotatably about a longitudinal axis; a carrying unit in which the actuating unit is mounted so as to be displaceable axially in a direction of the longitudinal axis by way of a motorized longitudinal adjustment drive that is disposed on the carrying unit; a transmission device that is coupled on a first side to the actuating unit and on a second side to the longitudinal adjustment drive; an energy absorption apparatus configured to absorb energy upon displacement of the actuating unit relative to the transmission device; and a coupling device connected to the actuating unit and to the transmission device, wherein the coupling device is configured to disconnect from at least one of the actuating unit or the transmission device in a crash event where a force that exceeds a predefined value acts on the steering shaft in the direction of the longitudinal axis, which permits movement between the actuating unit and the transmission device, wherein the coupling device comprises a pin-shaped holding element that protrudes into a slot, wherein a blocking element blocks movement of the pin-shaped holding element in the slot, wherein in a crash event the blocking element permits movement of the pin-shaped holding element in the slot.

12. The adjustable steering column of claim 11 wherein the pin-shaped holding element is configured as a rivet or a screw.

13. The adjustable steering column of claim 12 wherein the actuating unit includes a bore for fastening the rivet or a threaded bore for screwing in the screw.

14. The adjustable steering column of claim 11 wherein the blocking element is configured as a projection of the coupling element, wherein the projection protrudes into the slot.

15. The adjustable steering column of claim 14 wherein the projection is a punched-out, bent-over section of the coupling element, wherein the punched-out, bent-over section delimits the slot.

16. The adjustable steering column of claim 11 wherein the blocking element comprises a plastic bar that extends transversely over the slot and is anchored in two lateral recesses of walls of the slot, wherein the two lateral recesses are disposed to lie opposite one another.

17. The adjustable steering column of claim 16 wherein the plastic bar is press-fit in the two lateral recesses of the walls of the slot.

18. The adjustable steering column of claim 11 wherein in a crash event the coupling device is disconnected from the actuating unit, wherein the energy absorption apparatus includes a first bending wire, wherein a first end of the first bending wire is connected to the actuating unit and a second end of the first bending wire is connected to the coupling device.

19. The adjustable steering column of claim 18 wherein the energy absorption apparatus comprises a second bending wire, wherein a first end of the second bending wire is connected to the actuating unit and a second end of the second bending wire is connected to the coupling device via a switching connection that is releasable by way of a pyrotechnical switch.

20. The adjustable steering column of claim 11 wherein the longitudinal adjustment drive has a spindle drive with a spindle nut that is displaceable axially on a spindle, wherein a transmission element that is connected to the spindle nut is configured as the transmission device, wherein the transmission element and the coupling element are configured as a single-piece integral component.

Description

[0021] Exemplary embodiments of the invention will be described in greater detail in the following text on the basis of the drawings, in which, in detail:

[0022] FIG. 1 shows a perspective view of a steering column according to the invention in the state in which it is ready for installation,

[0023] FIG. 2 shows a perspective illustration of an actuating unit of the steering column from FIG. 1 in conjunction with a longitudinal adjustment drive,

[0024] FIG. 3 shows a side view of the actuating unit with an energy absorption apparatus,

[0025] FIG. 4 shows an exploded illustration of the actuating unit with a longitudinal adjustment drive,

[0026] FIG. 5 shows an enlarged detail from FIG. 4,

[0027] FIG. 6 shows a sectioned part view of the actuating unit with a longitudinal adjustment drive from above,

[0028] FIG. 7 shows an enlarged detail from FIG. 6 of a coupling element which is fastened by means of rivet to the actuating unit, with a blocking element in the form of a plastic bar in the intact state,

[0029] FIG. 8 shows a sectioned part view of the coupling element with a holding element and the blocking element from FIG. 7, but in a viewing direction which is rotated by 90,

[0030] FIG. 9 shows the enlarged detail from FIG. 7 after the blocking element has broken off in the case of a vehicle crash,

[0031] FIG. 10 is the same as FIG. 8, but after the blocking element has broken off,

[0032] FIG. 11 shows an enlarged detailed view which is similar to FIG. 7, but in another embodiment with a holding element in the form of a screw which is screwed into a threaded bore of the actuating unit,

[0033] FIG. 12 shows an enlarged detailed view which is similar to FIGS. 7 and 11, but in a third embodiment, in the case of which the holding element is configured as a press-in peg which is anchored in the actuating unit, and the blocking element is configured as a bent-over section of the coupling element,

[0034] FIG. 13 shows a perspective enlarged detailed view of a third embodiment,

[0035] FIG. 14 shows an enlarged part view of the third embodiment from the side in the normal operating state,

[0036] FIG. 15 is the same as FIG. 14, but in the broken-off state as a consequence of a vehicle crash (in the crash state),

[0037] FIG. 16 shows a perspective enlarged detailed view of a fourth embodiment, in the case of which the holding element is configured as a rivet which is anchored in the actuating unit, and the blocking element is configured as a bent-over section of the coupling element, and

[0038] FIG. 17 shows a perspective enlarged detailed view of a fourth embodiment, in the case of which the holding element is configured as a screw which is anchored in the actuating unit, and the blocking element is configured as a bent-over section of the coupling element.

[0039] An electrically adjustable steering column for a motor vehicle comprises a steering shaft 2 which is mounted in an actuating unit 3 such that it can be rotated about a longitudinal axis 7. For its part, the actuating unit 3 is mounted on the carrying unit 4 such that it can be displaced along the longitudinal axis 7. In the example, the carrying unit 4 is in turn mounted pivotably in a holder 5 which is connected fixedly to the vehicle chassis (not shown), as a result of which a height adjustment of the steering shaft 2 is made possible. Here, however, the invention can also be applied to steering columns which cannot be height-adjusted.

[0040] For the height adjustment, an electric height adjustment drive 6 is provided which is not described further here.

[0041] An electric longitudinal adjustment drive 8 is arranged on the carrying unit 4. The longitudinal adjustment drive 8 has an electric motor 9 and a gear mechanism 10 which is connected to a spindle 11. The electric motor 9 drives the spindle 11 via the gear mechanism 10. The spindle 11 is oriented along the longitudinal axis 7. A spindle nut 12 is seated on the spindle 11, which spindle nut 12 can be displaced to and fro along the longitudinal axis 7 by way of rotation of the spindle 11 by means of the electric motor 9. The spindle nut 12 is connected to the transmission device in the form of a transmission element 13 which is screwed by means of two fastening screws 14, 15 in bores 161 and 162 to a coupling element 16 of the coupling device, which coupling element 16 is oriented in the direction of the longitudinal axis 7. A plug-in part 17 is fastened to the coupling element 16, which plug-in part 17 has two fixing elements 18, 19 which are oriented in the radial direction transversely with respect to the longitudinal axis 7 and, between them, receive a round end 21 of a first bending wire 20, which round end 21 is bent over by approximately 270.

[0042] As is seen most clearly in FIG. 3, the actuating unit 3 is equipped with two bending wires 20, 23 which in each case have a first, straight end 22 and a second, round end 21. The straight ends 22 bear in each case against a stop 24 of the actuating unit 3. The stops 24 ensure that, in the case of a displacement of the actuating unit 3 as a consequence of a vehicle crash, the respective straight ends 22 of the bending wires 20, 23 are moved together with the actuating unit 3. Here, the fastening section 201 of the round end 21 of the first bending wire 20 remains between the two fixing elements 18, 19 on the coupling device and therefore on the coupling element 16, and is therefore fixed such that it cannot be moved with respect to the carrying unit 4, with the result that the first bending wire 20 is bent in the respective bending section 202 and in the process absorbs impact energy.

[0043] In the illustration of FIG. 3, the fastening section 231 of the round end 21 of the second bending wire 23 is likewise clamped in between two fixing elements 25, 26, only the one fixing element 25 being installed fixedly, however. The other fixing element 26 is configured as a movable fixing element. It has the form of a pin which protrudes out of a pyrotechnic switch 27. The pyrotechnic switch 27 is mounted on the transmission element 13 and is fastened by means of a fastening screw 28.

[0044] In the case of a vehicle crash, there are then two possibilities:

[0045] If the movable fixing element 26 is in the position which is shown in the figure, the fastening section 231 of the second bending wire 23 is clamped in and fixed between the fixing elements 25, 26. This means that the actuating unit 3 which is displaced to the left along the longitudinal axis 7 in the case of a vehicle crash bends the two bending wires 20, 23, a greater part of the impact energy being absorbed, which greater part is required for bending two bending wires 20, 23.

[0046] If, in the other case, a central control electronics system (not shown) decides on the basis of evaluated sensor inputs that less impact energy is to be absorbed, it actuates the pyrotechnic switch 27 which, thereupon, moves the movable fixing element 26 out of engagement with the second bending wire 23 in fractions of a second. In the case of a displacement of the actuating unit 3 to the left, the second bending wire 23 is merely also displaced, without being bent, however. Impact energy is absorbed solely in the first bending wire 20, as a result of which the quantity of absorbed energy is lower than in the first case.

[0047] Even if, in the exemplary embodiment which is shown, the transmission element 13 and the coupling element 16 are shown as two separate components which are screwed to one another by means of the fastening screws 14, 15, it can be advantageous with regard to a less complex assembly for the transmission element 13 and the coupling element 16 to be configured as a single-piece integral component.

[0048] By way of their stops 24 on the actuating unit 3 and the guide rail 291 and their fixing elements 18, 19, 25, 26 and the pyrotechnic switch 27, the bending wires 20, 23 form a switchable energy absorption apparatus 29 which, depending on the requirement of the respective crash situation, can absorb two different part quantities of the impact energy.

[0049] In order to avoid the adjusting forces which are transmitted from the carrying unit 4 to the actuating unit 3 by way of the longitudinal adjustment drive 8 for the longitudinal adjustment not being transmitted via the energy absorption apparatus 29, and in order to avoid an impairment of the function of the energy absorption apparatus 29, which impairment is due to this, breaking of the connection between the coupling device and the actuating unit and/or breaking of the connection between the coupling device and the transmission device are/is provided, which can be realized in various embodiments.

[0050] As a consequence of the self-locking spindle drive 11, 12, the transmission element 13 which is connected fixedly to the coupling element 16 can no longer be displaced on the spindle 11 in the direction of the longitudinal axis 7 by way of the spindle nut 12 at a standstill of the electric motor 9 and the spindle 11. With the aid of the coupling device, in normal operation, the actuating unit 3 is also connected fixedly via the coupling element to the transmission device and therefore via the further force flow to the carrying unit, and therefore can be displaced just as little in the direction of the longitudinal axis 7. In the case where a force which exceeds a predefined magnitude acts on the steering spindle 2, that is to say in the case of a crash, the connection is broken, however, with the result that the actuating unit 3 is displaced relative to the coupling element 16 in the direction of the longitudinal axis 7, part of the impact energy being absorbed by way of the energy absorption apparatus 29. In the example, the connection between the coupling element 16 and the transmission element 13 is disconnected to this end.

[0051] In the example, in order to realize a function of this type, the coupling element 16 is provided on its end section which faces the vehicle front with an axially oriented slot 32 which is open to the front and through which a pin-shaped holding element 33, 34 protrudes transversely. The holding element can be configured as a rivet 33 or as a screw 34 or as a press-in peg 42. In accordance with FIGS. 1 to 10, it is connected fixedly to the actuating unit 3 by the rivet 33 protruding through a bore 35 in a rail 291 which is connected fixedly to the actuating unit 3, and by being anchored at the outlet of the bore 35 by means of a thickened end 36. At its other end, the rivet 33 is provided with a rivet head 37 which bears against the opposite side of the coupling element 16 and protrudes laterally partially beyond the slot 32. In the case of one alternative embodiment as illustrated in FIG. 11, a screw 34 with a thread 43 is screwed into a threaded bore 38 of the rail 291. In a further alternative preferred embodiment, a press-in peg 42 with a knurled portion 44 is pressed into a bore 35 in the rail 291, as illustrated in FIG. 12.

[0052] In order to prevent a movement of the holding element 33, 34, 42 in the slot 32, in particular in order to prevent the respective holding element 33, 34, 42 sliding out of the slot 32, a blocking element 39, 40 is provided which releases the movement after the respective predefined force is exceeded.

[0053] In a first embodiment as illustrated in FIGS. 1 to 12, the blocking element is configured as a plastic bar 39 which is anchored in two lateral recesses 41 of the slot 32 and extends transversely over the slot 32. During the manufacture, the malleable plastic material of the plastic bar 39 is pressed into the recesses 41 of the walls of the slot 32.

[0054] On the basis of two sectional planes which lie orthogonally on one another, FIGS. 7 and 8 show the system in the normal state, in the case of which the adjusting forces which occur in the direction of the longitudinal axis 7 are transmitted from the longitudinal adjustment drive 8 via the coupling element 16 and the holding element which is configured as a rivet 33 to the rail 291 and therefore to the actuating unit 3. A corresponding situation is shown in FIG. 11 with the difference that the coupling element is configured here as a screw 34. FIG. 12 shows a corresponding situation, in the case of which the coupling element is shown as a press-in peg 42 which is pressed into the bore 35. In the cases which are mentioned, the blocking element which is configured as a plastic bar 39 prevented a relative displacement between the coupling element 16 and the actuating unit 3.

[0055] FIGS. 9 and 10 show the situation after a vehicle crash. The actuating unit 3 has been displaced to the right along the longitudinal axis 7 and in the process has also driven the holding element which is configured as a rivet 33. Here, the rivet 33 has broken the plastic bar 39, pieces 391 of the plastic bar 39 having remained in the anchoring 41, and a further piece 392 of the plastic bar falling out of the steering column and approaching the open end of the slot 32 which it will subsequently leave completely. Here, the plastic bar 39 is constructed with regard to its material thickness and the properties of the plastic material in such a way that it breaks in the case of a predefined axial force and releases the holding element 33, 34. It is also conceivable to introduce predetermined break points into the plastic bar which influence the breaking situation in a targeted manner.

[0056] Another embodiment is shown in FIGS. 13 to 15. Here, the holding element consists of a press-in peg 42. The blocking element 40 is configured as a projection 40, however, which protrudes into the interior of the slot 32 and thus prevents the press-in peg 42 from being pushed out axially. The projection 40 can be produced in a simple way by way of a punched-out portion in the coupling element 16, preferably together with the slot 32. The situation which is shown in FIG. 14 shows the normal state. The situation which is shown in FIG. 15 shows the state after a vehicle crash when the high impact forces displace the actuating unit 3 and, with it, the press-in peg 42 to the left in the direction of the longitudinal axis 7. Here, the forces are so great that the projection 14 is bent in the direction of the wall of the slot 32. Here, the thickness and the material of the projection 40 determine the axial force which is required to break the connection.

[0057] FIG. 16 illustrates the arrangement as shown in FIG. 13, but the holding element is represented by way of a rivet 33.

[0058] FIG. 17 illustrates the arrangement as shown in FIG. 13, but the holding element is represented by way of a screw 34 which is screwed with the thread 42 into the threaded bore 38.

[0059] The invention has provided a longitudinally adjustable steering column with an energy absorption apparatus which is of simple construction and in the case of which the breaking force which is required in the case of a crash for activating the energy absorption apparatus can be set satisfactorily in terms of the construction.