Adjusting unit of steering column
By designing the coaxial arrangement of the sleeve and the spindle nut in the adjustment unit of the vehicle, and allowing the sleeve to move and plasticize relative to the spindle nut when a collision occurs, the problems of lateral force and bending moment on the collision element in the prior art are solved, and the effect of simplified design and cost reduction is achieved.
Patent Information
- Application Number
- CN202380070097.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2023-03-06
- Filing Date
- 2023-08-30
- Publication Date
- 2025-05-09
AI Technical Summary
In the adjustment units and wire-controlled steering systems of existing vehicles, lateral forces and bending moments are prone to occur on the collision elements, resulting in jamming, tilting and increasing friction.
An adjustment unit is designed, including an adjustment motor, a spindle and a spindle nut. When a collision occurs, the sleeve between the spindle nut and the inner pulling element of the pulling device is allowed to move and plasticize relative to the spindle nut due to the applied impact force and is released by the fixing element when the sleeve is moved axially with respect to the spindle nut and is released by the fixed element.
With this arrangement, the lateral force and bending moment on the collision element are reduced or eliminated, the design of the collision element is simplified, the cost of the adjustment unit is reduced, and these components can be used as forming tool elements during the production process.
Smart Images
Figure CN119968307A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to an adjustment unit for a steering column or a steering shaft of a vehicle and to a steer-by-wire steering system for a vehicle having such an adjustment unit. Background Art
[0002] In modern steering systems or steering devices, the steering wheel can be adjusted in height and length, i.e. in the axial position. In such adjustment systems, steering column elements or steering shaft elements can be moved relative to one another, for example as a telescopic device. This allows the steering wheel to be moved to a position that is suitable for the driver.
[0003] Furthermore, steer-by-wire steering systems are also known, in which the mechanical connection between the steering wheel and the axle to be steered is omitted via the steering column, and the steering of the wheels is controlled via corresponding signals. There are two main types of steer-by-wire steering systems: steer-by-wire steering systems with force feedback actuators remote from the steering wheel and steer-by-wire steering systems with force feedback actuators close to the steering wheel.
[0004] Steer-by-wire steering systems with force feedback actuators located remote from the steering wheel use known crash elements, such as metal strips that plastically deform when a defined force is exceeded. In addition, plastic sleeves on telescopic steering shafts are also known, which are destroyed by a certain force. In steer-by-wire steering systems with force feedback actuators located close to the steering wheel, the telescopic steering shaft can be omitted.
[0005] It has now become apparent that there is a need to further improve known adjustment units and / or known steer-by-wire steering systems for vehicles. In particular, there is also a need to provide an adjustment unit and / or a steer-by-wire steering system with a force feedback actuator close to the steering wheel, which makes it possible to arrange the crash element in such a way that lateral forces on the crash element can be reduced or even avoided.
[0006] Against this background, it is an object of the present invention to provide an improved adjustment unit and / or an improved steer-by-wire steering system which in particular makes it possible to arrange the crash element in such a way that lateral forces on the crash element can be reduced or even avoided. Summary of the invention
[0007] These and other objects which are mentioned later in the following description or which can be recognized by a person skilled in the art are achieved by the subject matter of the independent claims. Advantageous embodiments and further developments can be found in the dependent claims and in the following description.
[0008] According to the invention, an adjustment unit for a steering system for a vehicle, in particular a steer-by-wire steering system, further in particular a steer-by-wire steering system with a force feedback actuator close to a steering element, comprises an adjustment unit, a pull-out device and a crash element. The adjustment unit comprises an adjustment motor, a spindle and a spindle nut, wherein the adjustment motor is coupled to the spindle to transmit torque, and the spindle nut is arranged on the spindle in such a way that a rotation of the spindle produces an axial movement of the spindle nut along the spindle. The pull-out device comprises a pull-out support and at least one inner pull-out element, which is designed to be arranged or fastened in an axially fixed manner on the body of the vehicle and is in particular pivotable about a pivot axis, and the inner pull-out element is arranged in the pull-out support in an axially movable manner relative to the pull-out support. The inner pull-out element is designed to be coupled to a steering shaft, in particular an inner steering shaft, in an axially fixed manner. The crash element is designed as a sleeve, which extends coaxially with the spindle between the spindle nut of the adjustment unit and the inner pull-out element of the pull-out device and in particular surrounds the spindle. The axial end of the sleeve is arranged on the spindle nut and is coupled to the spindle nut in an axially fixed manner via at least one fixing element. The fixing element is released when a certain impact force is applied, in particular in the event of a crash, and the sleeve moves axially relative to the spindle nut due to the applied impact force in the event of a crash. The outer contour of the spindle nut and the inner contour of the sleeve are designed in a coordinated manner at least in some sections, so that the sleeve is plasticized, i.e. deformed, due to the axial movement relative to the spindle nut.
[0009] The fixing element can also be referred to as a release element and is designed to position the sleeve on the spindle nut in an axially fixed manner. In addition, the fixing element is designed to release the axially fixed connection between the sleeve and the spindle nut when a specific impact force is reached or exceeded, thereby allowing the sleeve to move relative to the spindle nut and the associated plasticization of the sleeve. The movement path of the sleeve can be, for example, about 80 mm to 100 mm. The fixing element can be designed, for example, as at least one shear pin, which breaks when a specific impact force is reached or exceeded. In addition, it is also conceivable to implement the fixing element as a circumferential or at least partially circumferential groove or as a notch in the sleeve, which is deformed by the impact force.
[0010] The force feedback actuator comprises a motor, or a motor and a gearbox, in particular a gearbox with a high gear ratio. The motor and gearbox combination in particular enables the design of a smaller and more compact motor, since in order to achieve the same torque on the steering shaft, the motor must generate a lower torque than a motor without a gearbox.
[0011] The advantage of the solution according to the invention lies in particular in the fact that the collision element can be integrated into the pull-out device and in particular into the force flow of the pull-out device. This essentially coaxial arrangement of the collision element with the main axis makes it possible to achieve a force flow in the event of a collision, through which only minimal transverse forces or bending moments act on the collision element or no transverse forces or bending moments act on the collision element. Transverse forces or bending moments on the collision element can cause the collision element to jam and / or tilt, as well as increase friction and / or cause lateral bending of the collision sleeve. Since, according to the invention, only minimal transverse forces or bending moments act on the collision element or no transverse forces or bending moments act on the collision element, the design of the collision element can be simplified because the disadvantages caused by transverse forces or bending moments are eliminated. This means that few or no additional components are required, so that the costs of the adjustment unit can be reduced. In addition, these components can also be used as forming tool elements during production.
[0012] In addition, the arrangement of the crash element according to the invention enables impact energy conversion in the form of absorption and self-centering of the crash element relative to the spindle nut, in particular in the event of jamming and / or tilting and / or deflection forces. At the same time, the spindle torque can be supported by the crash element when adjusting the length of the steering element. In addition, the spindle can be guided and / or mounted via the crash element (and the spindle nut). This is particularly advantageous for long spindles, for example spindles with a length of about 100 mm or more.
[0013] In other words, it can be said that the adjustment unit according to the invention makes it possible to reduce or even eliminate bending moments acting on the crash element, which are usually generated by unfavorable lever arms. This makes it possible to omit additional components, such as crash element guides, connecting parts and / or deflection parts.
[0014] According to one embodiment, the inner contour of the unplasticized sleeve at least partially has a deformation region and a buffer region, and the outer contour of the spindle nut is designed such that the outer contour of the spindle nut overlaps with the inner contour of the sleeve in the deformation region and is in particular arranged at a distance from the buffer region. In the event of a collision, the impact force pushes the collision element, i.e. the sleeve, which can also be referred to as a collision sleeve, over the essentially fixed self-locking spindle nut in a substantially symmetrical manner. For this purpose, the spindle nut has a harder material than the collision sleeve at least in the overlapping region on the outer contour.
[0015] Due to the overlap of the outer contour of the spindle nut and the inner contour of the sleeve in the deformation region, the crash sleeve is plasticized, i.e. deformed, by the spindle nut in these regions. In order to prevent the crash sleeve from tearing during the plasticization, the spindle nut and the crash sleeve are spaced apart from each other in the buffer region, so that during the plasticization of the crash sleeve in the deformation region, the "missing" material can be compensated by the buffer region. In other words, it can be said that the plasticization of the crash sleeve in the deformation region essentially changes the entire inner contour of the sleeve.
[0016] According to one embodiment, the spindle nut has a conical outer contour and / or a spherical outer contour. This allows the crash sleeve to center itself if the impact forces are not introduced symmetrically into the crash sleeve, which can result in at least slight transverse forces acting on the crash sleeve. This prevents the crash sleeve from getting stuck on the spindle nut and thus ensures the function of the crash element, namely absorbing the impact energy by plasticization even in the event of transverse forces and / or deflection forces.
[0017] According to one embodiment, the sleeve is flatly coupled to the inner pull-out element at the other axial end. This ensures that the forces are introduced symmetrically over the entire front surface of the crash sleeve resting on the pull-out element. The large bearing surface enables a high level of tilting stiffness to be achieved.
[0018] According to one embodiment, the sleeve has a rectangular inner contour with rounded corners, and the spindle nut has a rectangular outer contour with rounded corners, wherein the rounded corners of the inner contour of the sleeve have a larger radius than the rounded corners of the outer contour of the spindle nut. Due to the radius overlap, the larger radius of the collision sleeve is plasticized, i.e. deformed, by the smaller radius of the spindle nut, so that the radius of the collision sleeve essentially corresponds to the radius of the spindle nut after plasticization. However, other contours and profile pairings of collision sleeve and spindle nut are also conceivable. In particular, the contours and / or the overlap of the contours in the deformation area (small overlap or large overlap) can be selected depending on the desired propulsion force and / or impact force.
[0019] According to one embodiment, the adjustment unit and therefore in particular the crash element is arranged in the pull-out device, in particular in the pull-out support. This arrangement is particularly advantageous due to the elimination of the telescopic steering shaft in a steer-by-wire steering system with a force feedback actuator close to the steering element, since this "frees up" installation space in the pull-out device. This means that no additional installation space is required for the adjustment unit and the crash element can be integrated into the force flow that occurs in the event of a crash.
[0020] According to one embodiment, the adjustment unit and thus in particular the crash element is arranged outside the pull-out device, wherein the crash element and the spindle (and the spindle nut) are arranged coaxially. The crash element is also arranged outside the pull-out device and between the adjustment unit and the pull-out device.
[0021] According to one embodiment, the sleeve is made of metal, in particular sheet metal. A sleeve formed of sheet metal material can be produced in a cost-effective manner, for example by stamping and forming the sheet metal. In addition, the sheet material has good plasticizing properties. In addition, sleeves made of fiber composite materials are also conceivable, although these sleeves are more expensive than metal sleeves.
[0022] According to one embodiment, the spindle nut is made of a harder metal than the material of the sleeve at least partially, in particular on the outer circumference, i.e. on the outer contour, and further in particular on the region of the outer contour that overlaps with the inner contour of the sleeve. This ensures that in the event of a crash, the sleeve is plasticized by the spindle nut and the spindle nut does not experience plasticization by the sleeve.
[0023] According to one embodiment, the spindle nut has a body made of plastic and a sheath made of, in particular, hardened metal. The sheath can be made of, in particular, deep-drawn and hardened sheet metal material. This means that the sheath can be produced in a cost-effective manner. The plastic body of the spindle nut can improve the noise characteristics of the adjustment unit.
[0024] Another aspect of the invention relates to a steer-by-wire steering system for a vehicle, in particular a steer-by-wire steering system with a force feedback actuator close to the steering element. The steering system has an (inner) steering shaft, a steering element and an adjustment unit as described above and below, in particular an adjustment unit according to the invention. The steering element is connected to the (inner) steering shaft in an axially fixed manner and in order to transmit torque. The (inner) steering shaft is also arranged in a pull-out support of the adjustment unit and is connected to the inner pull-out element in an axially fixed manner and is therefore arranged in an axially movable manner relative to the pull-out support via the inner pull-out element or with the inner pull-out element. In addition, the steering shaft can be rotated relative to the inner pull-out element.
[0025] According to one embodiment, the steer-by-wire steering system also has at least one force feedback actuator, which is coupled to the (inner) steering shaft close to the steering element and in order to transmit torque. The term "close to the steering element" is to be understood here to mean in particular an arrangement between the adjustment unit and the steering element.
[0026] According to one embodiment, the steer-by-wire steering system further comprises a height adjustment unit for adjusting the height of the steering element. This means that the steering element can be individually adjusted for the driver both in the axial direction and in the height direction. BRIEF DESCRIPTION OF THE DRAWINGS
[0027] Further measures for improving the invention are shown in more detail below together with the description of preferred exemplary embodiments of the invention based on the accompanying drawings. In the accompanying drawings:
[0028] Figure 1 A schematic diagram of a steer-by-wire steering system according to an embodiment of the present invention is shown in a three-dimensional longitudinal cross-sectional view;
[0029] Figure 2 A schematic diagram of an adjustment unit according to an embodiment of the present invention is shown in a three-dimensional partial cross-sectional view;
[0030] Figure 3 A schematic diagram of a regulating unit according to an embodiment of the present invention is shown in cross-section;
[0031] Figure 4 A schematic diagram of a regulating unit according to an embodiment of the present invention is shown in a longitudinal cross-sectional view;
[0032] Figure 5 A schematic diagram of a collision element and a spindle nut according to an embodiment of the present invention is shown in a perspective cross-sectional view;
[0033] Figure 6 A schematic diagram of a crash element and a spindle nut according to an embodiment of the present invention is shown in an exploded view;
[0034] Figure 7 A schematic diagram of a crash element and a spindle nut according to a second embodiment of the present invention is shown in a longitudinal sectional view;
[0035] Figure 8 A schematic diagram of a crash element and a spindle nut according to an embodiment of the present invention is shown in a front view;
[0036] Fig. 9 Shown from Figure 8 An enlarged schematic diagram of detail sections IXa and IXb;
[0037] Fig.10 A schematic diagram of a regulating unit according to an embodiment of the present invention is shown in cross-section;
[0038] Fig.11 A schematic diagram showing the self-centering function of the collision element to the spindle nut;
[0039] Fig.12 A schematic diagram showing a fixing element for positioning a crash element on a spindle nut according to an embodiment of the present invention;
[0040] Fig.13A schematic diagram showing a fixing element for positioning a crash element on a spindle nut according to an embodiment of the present invention;
[0041] Fig.14 A schematic diagram showing a fixing element for positioning a crash element on a spindle nut according to an embodiment of the present invention;
[0042] Fig.15 A schematic diagram for explaining the change of the inner contour of a crash element by plasticization according to an embodiment of the present invention is shown;
[0043] Fig.16 A schematic diagram for explaining a change in the inner contour of a crash element through plasticization according to an embodiment of the present invention is shown; and
[0044] Fig.17 A schematic diagram of a spindle nut according to an embodiment of the present invention is shown.
[0045] The drawings are merely schematic in nature and are only useful for understanding the invention. Identical elements are provided with the same reference numerals. DETAILED DESCRIPTION
[0046] Figure 1 A steer-by-wire steering system 1 for a vehicle is shown schematically and by way of example in a perspective sectional view. The steer-by-wire steering system 1 has an adjustment unit 2 for adjusting or setting the axial length of a steering element, such as a steering wheel (not shown) (see also FIG. Figure 2 ), and a height adjustment unit 3 for adjusting the height of the steering element. The longitudinal adjustment of the steering element is achieved in particular by an axial movement of a steering shaft 4, which can be coupled to the steering element for transmitting torque. In addition, the steering system 1 has a force feedback actuator 5, which is coupled to the steering shaft 4 for transmitting torque and is arranged on the steering shaft 4 close to the steering element. The force feedback actuator 5 can include a motor or a motor in combination with a gearbox (shown here as an example).
[0047] Regulation unit 2 (see also Figures 2 to 4 ) has an adjustment unit 6 and a pull-out device 7. The adjustment unit 6 has an adjustment motor 8, a spindle 9 and a spindle nut 10, wherein the adjustment motor 8 is coupled to the spindle 9 to transmit torque. The spindle nut 10 is arranged on the spindle 9 so that the rotation of the spindle 9 (via the adjustment motor 8) generates an axial movement of the spindle nut 10 along the spindle 9. The adjustment unit 6, in particular the adjustment motor 8, is arranged in a fixed position in the pull-out device 7.
[0048] The pull-out device 7 has a pull-out support 11 and an inner pull-out element 12. The pull-out support 11 can be attached to the vehicle body in an axially fixed manner so that the pull-out support can be pivoted about a pivot axis, and the inner pull-out element 12 is arranged in the pull-out support 11 in such a way that it can be axially moved relative to the pull-out support. Furthermore, the inner pull-out element 12 is coupled to the steering shaft 4 in an axially fixed manner so that the steering shaft 4 can be axially moved via the inner pull-out element 12 by the adjustment unit 6.
[0049] Furthermore, the adjustment unit 2 has a crash element 13 which is designed as a crash sleeve 13 and is arranged coaxially with the spindle 9 so as to surround the spindle 9 between the adjustment motor 8 and the inner pull-out element 12. One axial end of the sleeve 13 is arranged on the spindle nut 10 and is connected to the spindle nut in an axially fixed manner via at least one, here two, fixing elements 14 (see also Figures 5 and 6 ). The other axial end of the sleeve 13 is coupled to the inner pull-out element 12. Thus, a rotation of the spindle 9 causes an axial movement of the spindle nut 10 and thus also an axial movement of the sleeve 13, which is coupled to the spindle nut 10 in an axially fixed manner, along the spindle 10 and thus an axial movement of the inner pull-out element 12. In addition, the coaxial arrangement of the sleeve 13 with the spindle 9 makes it possible to integrate the crash element 13 into the force flow of the adjustment unit 6 and thus, in particular in the event of a crash, to reduce or eliminate transverse forces and / or deflection forces acting on the sleeve 13.
[0050] The fixing element 14 is designed to release the axial coupling between the spindle nut 10 and the sleeve 13 when a certain force is reached or exceeded, in particular a certain impact force in the event of a crash, so that a relative axial movement between the sleeve 13 and the spindle nut 10 is possible. Since the spindle nut 10 has a self-locking effect, the spindle nut 10 can be considered stationary in the event of a crash, so that the sleeve 13 moves axially relative to the spindle nut 10. In addition, the flat connection of the sleeve 13 to the inner pull-out element 12 both via the front side of the sleeve 13 and via the fastening projections makes it possible to introduce impact forces symmetrically over the entire front surface of the sleeve 13 resting on the inner pull-out element 12. The large bearing surface makes it possible to achieve a high level of tilting stiffness.
[0051] like Figure 8 and Fig. 9As shown in , the outer contour 15 of the spindle nut 10 and the inner contour 16 of the sleeve 13 are designed at least in some sections so that the outer contour 15 and the inner contour 16 overlap at least partially. More precisely, the inner contour 16 of the sleeve 13 has a deformation area 17, which is arranged in a radiused corner of the sleeve for example, and a buffer area 18, which is formed between the deformation areas 17, here for example as a straight section of the inner contour 16 of the sleeve 13. The outer contour 15 of the spindle nut 10 and the inner contour 16 of the sleeve 13 overlap in the deformation area 17 (see Fig. 9 ), wherein the spindle nut 10 is also essentially square and has rounded corners, for example, wherein the radius of the outer contour 15 of the spindle nut 10 is smaller than the radius of the inner contour 16 of the sleeve 13. In the buffer area 18, the outer contour 15 of the spindle nut 10 is arranged at a distance from the inner contour 16 of the sleeve 13.
[0052] Due to the overlap of the contours 15, 16 in the deformation region 17, the sleeve 13 is plasticized or deformed in the event of a collision due to the axial movement relative to the spindle nut 10 in the deformation region 17. This means that, so to speak, the inner contour 16 in the deformation region 17 is adapted to the outer contour 15 of the spindle nut 10. Any material required for this purpose comes from the buffer region 18. It can therefore also be said that the buffer region 18 is designed to prevent the sleeve 13 from tearing due to plasticization in the deformation region 17.
[0053] like Figure 7 (a) and Figure 7 As indicated in (b), the spindle nut 10 is particularly conical (see Figure 7 (a)) and / or spherical (see Figure 7 (b)) in order to prevent the sleeve 13 from tilting at the front axial end 19 of the spindle nut 10 and / or to simplify the axial movement of the sleeve 13 relative to the spindle nut 10. If for some reason the impact force (shown here as force arrow F) is not introduced symmetrically into the crash element 13 (see Fig.10 The conical and / or spherical design of the spindle nut 10 enables the sleeve 13 to be self-centering relative to the spindle nut 10 .
[0054] like Fig.11 As shown in FIG. 1 , since the center of gravity SP of the thread pair between the spindle 9 and the spindle nut 10 is located at the restoring force F 1 and F 2 In fact, the spindle 9 "pulls" the spindle nut 10 through the sleeve 13. Due to the F 2 The larger restoring torque (larger lever arm z 2), the spindle nut 10 is aligned with the spindle 9 in the direction of the force F and thus causes self-centering.
[0055] Figure 12 to Figure 14 Different embodiments of the fixing element 14 are shown. Fig.12 In the embodiment, the fixing element 14 is designed as a shear pin 20, wherein in particular two shear pins 20 are arranged on opposite surfaces. The shear pin 20 can be made of metal or plastic, wherein the breaking torque of the shear pin generated by the impact force can be determined by both the material and the diameter of the shear pin 20.
[0056] exist Fig.13 In the embodiment of the present invention, the fixing element 14 is designed as a circumferential groove 21. The desired or required breaking torque can be defined via the shape and depth of the groove 21. Furthermore, it is also conceivable to provide several grooves extending in sections along the circumference of the sleeve 13. The groove 21 enables the forming (forming of the groove 21), the joining and the assembly of the spindle nut 10 and the sleeve 13 to be carried out in one production step, for example by using the spindle nut 10 as a counter tool when pressing and inserting the groove 21 into the sleeve 13. Alternatively, it is also conceivable to provide one or more "simple" recesses arranged along the circumference instead of segmented grooves.
[0057] exist Fig.14 In the embodiment of the present invention, the fixing element 14 is divided into two areas: on the one hand, the sleeve 13 has an inwardly protruding projection 22 at one axial end, which prevents independent axial movement in one axial direction. On the other hand, the spindle nut 10 is conical in at least one section 23, which prevents independent axial displacement in the other axial direction. Additionally or alternatively, the conical section 23 of the spindle nut 10 can be used as the fixing element 14 by means of form-fit locking.
[0058] Typically, the fixing elements 14 are arranged in particular in regions of the sleeve 13 where plasticization does not occur. For example, if plasticization occurs in the corner regions of a rectangular sleeve 13 with rounded corners, the fixing elements 14 are arranged in particular in straight or flat sections between the corner regions.
[0059] Fig.15 and Fig.16 An exemplary combination of an inner contour 16 of the sleeve 13 and an outer contour 15 of the spindle nut 10 as well as an inner contour 16 ′ resulting from the plasticization of the sleeve 13 by the spindle nut 10 is shown.
[0060] exist Fig.15 In the embodiment, both the outer contour 15 of the spindle nut 10 and the inner contour 16 of the sleeve 13 are designed as rounded rectangles, wherein the contours overlap in the region of the rounded corners, which thus forms a deformation region 17 (see Fig.15 (a)). Fig.15 (b) shows the inner contour 16' of the sleeve 13 after plasticization: the radius in the deformation area 17 of the inner contour 16' is smaller than the radius of the inner contour 16, wherein the buffer area 18, i.e. the straight area or flat area between the deformation areas 17 in the inner contour 16', is slightly longer than the buffer area of the inner contour 16.
[0061] exist Fig.16 In the embodiment, the sleeve 13 has, for example, a triangular inner contour 16, and the spindle nut 10 has a substantially circular outer contour 15, wherein the outer contour 15 and the inner contour 16 do not overlap at the corners of the triangular inner contour 16, but rather at straight or flat sections between the corners (see Fig.16 Thus, after plasticization, the inner contour 16 ′ exhibits a slight “convexity” in the region of the previously flat section (see Fig.16 (b)).
[0062] As an example, Fig.17 An embodiment of a spindle nut 10 is shown, which has a body 24 made of plastic and a jacket 25 made of sheet metal. The sheet metal of the jacket 15 is in particular deep-drawn and hardened to enable plasticization of the sleeve 13. The body 24 made of plastic can improve the noise behavior of the adjustment unit 6.
[0063] Reference numerals list
[0064] 1 Steer-by-wire steering system
[0065] 2 Adjustment unit
[0066] 3 Height adjustment unit
[0067] 4 (inner) steering shaft
[0068] 5 Force Feedback Actuator
[0069] 6 Adjustment unit
[0070] 7 Pull-out device
[0071] 8 Adjustment motor
[0072] 9 Spindle
[0073] 10 Spindle nut
[0074] 11 Pull out the support
[0075] 12 Inner pull-out element
[0076] 13. Collision element / sleeve
[0077] 14 Fixing elements
[0078] 15 External contour
[0079] 16 Internal contour
[0080] 16' Internal Profile
[0081] 17 Deformation area
[0082] 18 Buffer Zone
[0083] 19 Axial end
[0084] 20 Shear pin
[0085] 21 Grooves
[0086] 22 protuberance
[0087] 23 Sections
[0088] 24 Main Body
[0089] 25 Sheath
[0090] F Impact force
[0091] F 1 ,F 2 Resilience
[0092] z 1 ,z 2 Lever arm
[0093] u Distance
[0094] SP Center of gravity.
Claims
1. A control unit (2) for a steering system (1) of a vehicle, the control unit comprising: An adjusting unit (6) comprising an adjusting motor (8), a spindle (9) and a spindle nut (10), wherein: The adjusting motor (8) is coupled to the spindle (9) to transmit torque, and the spindle nut (10) is arranged on the spindle (9) so that the rotation of the spindle (9) generates an axial movement of the spindle nut (10) along the spindle (9), A pull-out device (7) comprising a pull-out support (11) which is designed to be arranged in an axially fixed manner on the body of the vehicle and at least one inner pull-out element (12) which is arranged in the pull-out support (11) in an axially movable manner, The inner pull-out element (12) is designed to be connected to the steering shaft (4) in an axially fixed manner. a crash element (13) which is designed as a sleeve (13) and which extends coaxially with the spindle (9) between the spindle nut (10) and the inner pull-out element (11), wherein an axial end of the sleeve (13) is arranged on the spindle nut (10) and is connected to the spindle nut (10) in an axially fixed manner via at least one fixing element (14), The fixing element (14) is released under a certain impact force (F) and the sleeve (13) moves axially relative to the spindle nut (10), wherein the outer contour (15) of the spindle nut (10) and the inner contour (16) of the sleeve (13) are designed at least in some sections so that the sleeve (13) is plasticized due to the axial movement relative to the spindle nut (10).
2. The regulating unit (2) according to claim 1, wherein: The inner contour (16) of the unplasticized sleeve (13) at least partially has a deformation area (17) and a buffer area (18), and the outer contour (15) of the spindle nut (10) is designed so that the outer contour (15) of the spindle nut (10) overlaps with the inner contour (16) of the sleeve (13) in the deformation area (17).
3. The regulating unit (2) according to claim 1 or 2, wherein: The spindle nut (10) has a conical outer contour and / or a spherical outer contour (15).
4. The regulating unit (2) according to any one of claims 1 to 3, wherein: The sleeve (13) is flatly coupled to the inner pull-out element (12) at the other axial end.
5. The regulating unit (2) according to any one of claims 1 to 4, wherein: The sleeve (13) has a rectangular inner contour (16) with rounded corners, and the spindle nut (10) has a rectangular outer contour (15) with rounded corners, wherein the rounded corners of the inner contour (16) of the sleeve (13) have a larger radius than the rounded corners of the outer contour (15) of the spindle nut (10).
6. The regulating unit (2) according to any one of claims 1 to 5, wherein: The adjustment unit (6) is arranged in the pull-out device (7).
7. The regulating unit (2) according to any one of claims 1 to 6, wherein: The sleeve (13) is made of metal, in particular sheet metal.
8. The regulating unit (2) according to any one of claims 1 to 7, wherein: The spindle nut (10) is at least partially made of a metal that is harder than the material of the sleeve (13).
9. The conditioning unit (2) according to any one of claims 1 to 7, wherein: The spindle nut (10) has a body (24) made of plastic and a sheath (25) made of metal.
10. A steer-by-wire steering system (1) for a vehicle, the steer-by-wire steering system comprising: Steering shaft (4), a steering element, which is coupled to the steering shaft (4) in an axially fixed manner and is capable of transmitting torque, and The regulating unit (2) according to any one of claims 1 to 9, in, The steering shaft (4) is arranged in the pull-out support (11) and is coupled to the inner pull-out element (12) in an axially fixed manner.