Steer-by-wire steering system including steering wheel rotation limiting device

Abstract

The present disclosure relates to a steering system (10) comprising a steering wheel rotation limiting device (52) arranged radially offset with respect to the steering wheel hub (14) and comprising a base (54) fixed to the or another non-rotatable component (26) of the steering system (10), the base (54) comprising two opposite end stop surfaces (60, 62), and comprising a sliding element (56) axially slidable between the two opposite end stop surfaces (60, 62) relative to the base (54) and relative to the steering wheel hub (14) parallel to the axis of rotation. Wherein the sliding element (56) comprises a protrusion (64) that engages a helical groove (66) formed on a peripheral surface of the steering wheel hub (14) such that rotation of the steering wheel hub (14) causes axial movement of the sliding element (56).

Description

[0001] This application is a divisional application of application number 202180053350.2 filed on August 27, 2021, entitled "Steering System with Steering Wheel Rotation Restriction Device". Technical Field

[0002] The present invention relates to a steer-by-wire steering system for vehicles, particularly motor vehicles, which includes a steering wheel rotation limiting device. Background Technology

[0003] In the motor vehicle and truck industry, there is a growing focus on and use of drive-by-wire systems, where mechanical components are replaced by electromechanical configurations. Advances towards fully electric and autonomous vehicles have further fueled the development of drive-by-wire systems and increased the need for inventive concepts.

[0004] A specific subclass of drive-by-wire systems involves steer-by-wire systems, the purpose of which is to replace the conventional mechanical components used to transmit the driver's steering commands from the steering wheel to the wheels with an electromechanical configuration. Such electromechanical steer-by-wire configurations can partially or completely eliminate the direct or indirect mechanical connection between the steering wheel and the steering wheels. Instead of using mechanical power transmission, steering commands are detected by a sensor array and transmitted as control signals via a control unit to electromechanical actuators configured to execute the steering commands.

[0005] The steer-by-wire configuration opens up entirely new possibilities in terms of installation space, steering system assembly, safety, and design philosophy.

[0006] For example, a steer-by-wire system is known from document US2020 / 0070871A, which discloses a vehicle steering wheel assembly including a steering wheel, a control unit, a rotation measuring unit for measuring the rotational state of the steering wheel, and a road sensing simulator for applying a resistance torque to the rotation of the steering wheel based on the rotational state of the steering wheel. A steering column is disposed below the steering wheel, with its upper end connected to the steering wheel and its lower end connected to the road sensing simulator. The road sensing simulator is fixed to the vehicle body. Both the rotation measuring unit and the road sensing simulator are connected to the control unit, which controls the road sensing simulator to apply a resistance torque to the rotation of the steering wheel based on the measurement data from the rotation measuring unit.

[0007] In addition, JP 2019-214360A discloses a steer-by-wire power steering system, which is equipped with a specific operating range limiting adjustment device to replace the given mechanical end plate present in conventional steering systems.

[0008] Existing steer-by-wire systems typically have complex structures and are limited by their functionality and applicability to different vehicle requirements.

[0009] The object of this invention is to provide a steering system with improved characteristics and that overcomes at least some of the disadvantages of the prior art.

[0010] In particular, the purpose of this invention is to provide a robust and reliable solution for limiting the maximum rotation angle in a steer-by-wire system.

[0011] These objectives are achieved through the subject matter of the independent claims. Preferred embodiments and features are specified in the dependent claims and the description below. Summary of the Invention

[0012] The present invention relates to a steering system for a vehicle, and more specifically, to a steer-by-wire type steering system.

[0013] The steering system may include a steering wheel hub that is connected to or can be connected to a steering wheel. The steering wheel hub is rotatable about an axis of rotation. Therefore, the steering wheel connected to it can also rotate about the axis of rotation together with the steering wheel hub. In particular, the steering wheel hub may be rotatably mounted on a steering system support column.

[0014] The steering system may include a steering wheel, which preferably includes a handle portion.

[0015] The steering wheel can be mechanically attached to the steering wheel hub directly or indirectly by a fixing element. For example, the fixing element can be a bolt, screw, rivet, nut, adhesive, and / or forging (extruded and / or deformed).

[0016] The steering system may include a torque feedback device comprising a motor having a rotor and a stator with stator windings. The rotor is fixedly attached to the steering wheel hub so as to rotate with the steering wheel hub about a rotation axis, and the stator is fixedly attached to a non-rotatable component of the steering system. In other words, non-rotatable means that the stator is either rotatably stationary or rotatably fixed relative to the vehicle body. The torque feedback device can be operated to generate a resistance torque against the rotation of the steering wheel, thereby simulating the resistance torque present in a conventional steering system.

[0017] The rotor can be an external rotor, and the stator can be an internal stator.

[0018] The stationary element can be arranged at a different radial position, i.e., a different radial height, relative to the axis of rotation.

[0019] The steering system may include a rigid steering system support column, which includes an off-axis section having a first longitudinal axis that is offset and preferably parallel to the axis of rotation. The support column also includes an alignment section having a second longitudinal axis corresponding to the axis of rotation. "Corresponding to the axis of rotation" can also be described as being aligned with or coaxial with the axis of rotation. The steering wheel hub may be rotatably mounted on the alignment section and therefore may at least partially overlap the alignment section in the axial direction. The off-axis section may be axially spaced apart from or displaced from the steering wheel hub.

[0020] The off-axis section and the alignment section can be integrally formed and connected by a connecting part. The connecting part is also integrally formed with the off-axis section and the alignment section, that is, it is formed as a rigid part in the form of a single piece.

[0021] The steering system may include a steering wheel rotation limiting device for mechanically limiting the rotation of the steering wheel hub, thereby limiting the rotation of the steering wheel connected thereto. The steering wheel rotation limiting device may be configured to limit the rotatability of the steering wheel hub about a rotation axis in two circumferential directions. The steering wheel rotation limiting device may be configured to still allow the steering wheel hub to rotate more than 360°. The steering wheel rotation limiting device may be arranged radially offset, and preferably adjacent to the steering wheel hub.

[0022] The steering wheel rotation limiting device may include a base fixed to the steering system or another non-rotatable component. The base includes two axially opposed end stop surfaces. The steering wheel rotation limiting device may include a sliding element that can slide axially between the two opposing end stop surfaces relative to the base and relative to the steering wheel hub, parallel to the axis of rotation. In other words, the sliding element can slide back and forth between the two opposing end stop surfaces.

[0023] The sliding element may include a protrusion that engages with a helical groove formed on a peripheral surface of the steering wheel hub, preferably the outer peripheral surface, such that rotation of the steering wheel hub causes axial movement of the sliding element. Therefore, the abutment of the sliding element with one of the two end stop surfaces prevents further axial movement of the sliding element in one direction, thereby preventing rotation of the steering wheel hub.

[0024] The steering wheel rotation limiting device can be attached to the off-axis section via its base and can engage the steering wheel hub via a sliding element. Therefore, the steering wheel rotation limiting device can extend axially toward the steering wheel hub.

[0025] According to one aspect, a steering system for a vehicle includes a steering wheel hub that is connected to or can be connected to a steering wheel, wherein the steering wheel hub and the steering wheel that are connected or can be connected thereto are rotatable about an axis of rotation.

[0026] The steering system includes a torque feedback device comprising a motor having a rotor and a stator, the rotor being attached to the steering wheel hub so as to be rotatable together with the steering wheel hub about the axis of rotation, and the stator being fixed to a non-rotatable component of the steering system.

[0027] The steering system includes a steering wheel rotation limiting device for restricting the rotation of the steering wheel hub. Specifically, the steering wheel rotation limiting device is configured to mechanically restrict or prevent rotation of the steering wheel hub about its axis of rotation in two circumferential directions. Therefore, the steering wheel rotation limiting device is configured to at least mechanically restrict or prevent rotation of the steering wheel connected to the steering wheel hub. The steering wheel rotation limiting device may also allow the steering wheel hub and steering wheel to rotate more than 360°. The steering wheel rotation limiting device is arranged radially offset from the steering wheel hub and is preferably located near the steering wheel hub. The steering wheel rotation limiting device includes a base fixed to the steering system or preferably another non-rotatable component. The base includes two end stop surfaces axially opposed to each other relative to a longitudinal axis parallel to the axis of rotation. The steering wheel rotation limiting device also includes a sliding element that is axially slidable relative to the base and relative to the steering wheel hub parallel to the axis of rotation. The sliding element can slide back and forth between the two opposing end stop surfaces.

[0028] The sliding element includes a protrusion that engages with a helical groove formed on the peripheral surface of the steering wheel hub, such that rotation of the steering wheel hub causes axial movement of the sliding element, and that abutment of the sliding element with one of the two end stop surfaces prevents movement of the sliding element and rotation of the steering wheel hub. The peripheral surface of the steering wheel hub with the helical groove can be the outer peripheral surface. More precisely, as the steering wheel hub rotates, the interaction and engagement of the protrusion and the helical groove causes the helical groove to drag the protrusion, thereby moving the sliding element. The sliding element can then slide unless it is blocked by one of the two end stop surfaces. The abutment of the sliding element with one of the two end stop surfaces prevents further movement of the sliding element in one direction, and therefore, through the interaction between the protrusion and the helical groove, also prevents further rotation of the steering wheel hub in one rotational direction. Thus, the abutment of the sliding element with one of the two end stop surfaces limits / constrains / stops the rotational movement of the steering wheel hub and the steering wheel to which it is fixedly connected. In other words, the steering wheel rotation limiting device defines and constrains the maximum rotation angle of the steering system about the axis of rotation.

[0029] The steering wheel rotation limiting device, which restricts the rotation of the steering wheel hub by the adjacency of the sliding element with one of the two opposite end stop surfaces, while allowing the steering wheel hub to rotate more than 360°, allows the motor of the torque feedback device to be avoided from being too large, because the motor does not need to provide full stop torque.

[0030] The steering wheel rotation limiting device, which constrains the rotation of the steering wheel hub based on the adjacency of a sliding element with one of two opposing end stop surfaces, embodies a robust and reliable solution for providing mechanical end-stop functionality in steer-by-wire systems that do not include any natural end-stop structures.

[0031] Furthermore, the base and sliding element configuration is relatively simple and can be easily manufactured and attached to the steering system.

[0032] Steering systems that include such steering wheel rotation limiting devices can be flexibly integrated into different vehicles and can be easily adapted to different vehicle requirements.

[0033] The steering system may include a steering wheel.

[0034] In one embodiment, the base may include a compartment formed therein that accommodates a sliding element and thereby inhibits or prevents radial movement of the sliding element away from the steering wheel hub and inhibits or prevents lateral movement of the sliding element in the direction transverse to its axial mobility. In other words, the compartment may be configured to allow only axial movement of the sliding element between two opposing end stop surfaces. The compartment may be partially complementary to the sliding element to inhibit radial movement of the sliding element away from the steering wheel hub and to inhibit lateral movement of the sliding element in the direction transverse to its axial mobility. The compartment may be a cubic recess with five side surfaces, two of which define two end stop surfaces. Only the side of the cuboid recess facing the steering wheel hub is not closed by the side surfaces but is open to accommodate the sliding element and allow the sliding element (protrusion) to engage with the helical groove.

[0035] The base can be arranged radially adjacent to the steering wheel hub, such that the outer peripheral surfaces of the base and the steering wheel hub completely surround the compartment.

[0036] According to one embodiment, the steering system can be configured such that, in a state or position where the sliding element abuts one of the two opposite end stop surfaces, the protrusion remains spaced apart from the two end portions of the helical groove, preferably spaced apart by a defined distance or defined segment of the helical groove. Therefore, the rotational constraint of the steering wheel hub is not caused by the interaction between a portion of the protrusion and the end portions of the helical groove, but by the abutment of the surface of the sliding element with one of the two end stop surfaces. Thus, compared to known solutions, the area of ​​the abutment surface can be increased, which prevents damage to the steering system, particularly damage to the helical groove and the protrusion, even under the influence of strong external forces.

[0037] The sliding element may have a generally rectangular cross-section. The protrusion may be a helical ridge projecting from the sliding element toward the steering wheel hub. The helical ridge may be adapted to the helical groove, particularly with respect to the pitch of the helical groove. The helical ridge may be substantially complementary to a portion of the helical groove.

[0038] The axial width of the sliding element can be adapted according to one or more of the following parameters: the length of the helical groove, the pitch of the helical groove, the distance between the two opposing end stop surfaces, and the circumferential length of the steering wheel hub. By adjusting or selecting the axial width of the sliding element, the maximum travel distance of the sliding element between the two end stop surfaces, i.e., the maximum axial mobility, can be limited. Therefore, by simply replacing the sliding element and adjusting its axial width and the size and geometry of the protrusion, the steering wheel rotation limiting device can be flexibly used for different vehicle configurations.

[0039] The steering wheel rotation limiting device can be attached to the steering system, or preferably another non-rotatable component, by screws, bolts, rivets, or adhesive, or it can be welded to the steering system. Attachment by screws or bolts can be advantageous because the steering wheel rotation limiting device can thus be detachably mounted on the steering system.

[0040] In one embodiment, the base of the steering wheel rotation limiting device may cover an opening in the other non-rotatable component, providing access to the electrical connections that connect the motor and / or at least one sensor to the electronic control unit. The sensor may be a steering wheel angle sensor. Therefore, the steering wheel rotation limiting device, particularly a detachably attached steering wheel rotation limiting device, provides access to the electrical connections used for servicing and maintenance purposes while simultaneously protecting the electrical connections and components from destructive environmental conditions.

[0041] According to one embodiment, the steering system may further include a steering system support column. The steering system support column may be configured to connect the steering wheel hub and steering wheel to the vehicle body. The steering system support column may be rigid. The steering system support column may include an off-axis section having a first longitudinal axis that is offset and preferably parallel to the axis of rotation. The steering system support column may include an alignment section having a second longitudinal axis corresponding to the axis of rotation. In other words, corresponding to the axis of rotation can mean that the second longitudinal axis is aligned / coaxial with the axis of rotation.

[0042] The corresponding steering system support column offers a new and advantageous structural design that is technically advantageous considering space requirements, driver ergonomic adjustability, and torque generation / transmission with reduced friction and inertia.

[0043] The combination of the described steering system support column design and steering wheel rotation limiting device contributes to an optimized configuration, particularly considering reduced space requirements, the robustness and reliability of the integrated mechanical endplates, and the ease of assembly of the steering system.

[0044] Furthermore, the structure of the steering system support column with the off-axis section and the alignment section, together with the steering wheel rotation limiting device, allows for optimized integration and attachment of the steering wheel rotation limiting device.

[0045] The steering system support column can be formed integrally, i.e., as a single piece. In particular, the off-axis section can be integrally connected to the alignment section through a connecting portion extending transversely to the first longitudinal axis and the second longitudinal axis.

[0046] The alignment section of the steering system support column can be a non-rotatable component attached to the stator, and the offset section can be another non-rotatable component attached to the base of the steering wheel rotation limiting device. Therefore, the torque feedback device can be arranged in the region of the steering wheel hub and close to the steering wheel, preferably directly on the steering wheel hub. This eliminates the need for a reduction gear train and shaft, reducing unwanted friction and inertia. Therefore, system efficiency can be improved.

[0047] In one embodiment, the steering system support column is non-rotatable about its first longitudinal axis, but is translatably displaceable relative to the vehicle body along its first longitudinal axis. Therefore, the steering system support column allows for adjustment of the steering system according to the driver's ergonomic needs. The steering system support column can preferably be formed as an internal member of a tubular telescopic arrangement. In this case, the steering system support column is translatably movable relative to an external member. The steering system support column is non-rotatable and non-pivotable relative to the external member. The external member enables connection of the steering system support column to the vehicle body.

[0048] According to one embodiment, the steering wheel hub can be rotatably mounted on the alignment section and can therefore at least partially overlap with the alignment section in the axial direction. The off-axis section can be axially spaced away from the steering wheel hub.

[0049] In an embodiment of the steering system, the rotor can be an outer rotor, and the stator can be an inner stator. In this case, the rotor can be attached to the inner peripheral surface of the steering wheel hub. The stator can be attached to the outer surface of the steering system support column, more precisely connecting to the outer peripheral surface of the alignment section.

[0050] In one embodiment, the torque feedback device can be configured to increase the torque feedback level when the minimum distance between the sliding element and one of the two end stop surfaces decreases below a predetermined threshold. In this case, the rotation of the steering wheel hub / steering wheel can be slowed down to a certain extent before the sliding element fully abuts one of the two end stop surfaces and abruptly stops further rotation of the steering wheel hub / steering wheel. The threshold can be defined relative to each of the two end stop surfaces.

[0051] According to one aspect, a steering system for a vehicle includes a steering wheel hub that is connected to or can be connected to a steering wheel, wherein the steering wheel hub and the steering wheel that are connected or can be connected thereto are rotatable about an axis of rotation.

[0052] The steering system includes a torque feedback device comprising a motor having a rotor and a stator. The rotor is attached to the steering wheel hub to rotate together with the steering wheel hub about a rotation axis, and the stator is fixed to a non-rotatable component of the steering system.

[0053] The steering system includes a steering system support column, which includes an off-axis section having a first longitudinal axis that is offset and preferably parallel to the axis of rotation, and an alignment section having a second longitudinal axis corresponding to the axis of rotation. "Corresponding to the axis of rotation" can also be described as being aligned with or coaxial with the axis of rotation. A steering wheel hub is rotatably mounted on the alignment section and can therefore at least partially overlap the alignment section in the axial direction. More precisely, the steering wheel hub can be rotatably mounted on the outer peripheral surface of the alignment section. The off-axis section is axially spaced from the steering wheel hub. The steering system support column can be rigid and can be integrally formed, i.e., formed as a single piece.

[0054] The steering system includes a steering wheel rotation limiting device for restricting the rotation of the steering wheel hub. Specifically, the steering wheel rotation limiting device is configured to at least mechanically restrict or prevent the rotation of the steering wheel hub about its axis of rotation in two circumferential directions. Therefore, the steering wheel rotation limiting device is configured to mechanically restrict or prevent the rotation of the steering wheel connected to the steering wheel hub. The steering wheel rotation limiting device may also allow the steering wheel hub and steering wheel to rotate more than 360°. The steering wheel rotation limiting device is attached to the off-axis section via a base and engages the steering wheel hub via a sliding element. Therefore, the steering wheel rotation limiting device extends axially toward the steering wheel hub, and the sliding element extends radially toward the steering wheel hub. Preferably, the steering wheel rotation limiting device may be attached only to the off-axis section of the steering system support column.

[0055] The corresponding steering system support column offers a new and advantageous structural design that is technically advantageous considering space requirements, driver ergonomic adjustability, and torque generation / transmission with reduced friction and inertia.

[0056] The combination of the steering system support column and the steering wheel rotation limiting device contributes to an optimized structural configuration, especially considering the reduced space requirements, the robustness and reliability of the integrated mechanical endplate, and the simple assembly of the steering system.

[0057] Furthermore, the structure of the steering system support column with the off-axis section and the alignment section, together with the steering wheel rotation limiting device, allows for optimized integration and attachment of the steering wheel rotation limiting device.

[0058] The off-axis section can be integrally connected to the alignment section via a connecting portion extending transversely to the first longitudinal axis and the second longitudinal axis.

[0059] The alignment section of the steering system support column can be a non-rotatable component attached to the stator. Therefore, the torque feedback device can be positioned in the area of ​​the steering wheel hub and close to the steering wheel, preferably directly on the steering wheel hub. This eliminates the need for a reduction gear train and shaft, reducing unwanted friction and inertia. Therefore, system efficiency can be improved.

[0060] In one embodiment, the steering system support column may be non-rotatable about its first longitudinal axis, but may be translatably displaceable relative to the vehicle body along its first longitudinal axis. Therefore, the steering system support column allows for adjustment of the steering system according to the driver's ergonomic needs. The steering system support column may preferably be formed as an internal member of a tubular telescopic arrangement, axially movably mounted within an external member of the tubular telescopic arrangement, i.e., translatably movable relative to the external member. The steering system support column may be configured to be non-rotatable and non-pivotable relative to the external member. This external member enables connection of the steering system support column to the vehicle body.

[0061] According to one embodiment, the steering system may include an electronic control unit, which is at least used to control the torque feedback device and / or to receive and transmit sensor information, particularly from the steering wheel angle sensor of the steering system.

[0062] The electronic control unit can be housed inside the off-axis section of the steering system support column. This allows for efficient use of the installation space.

[0063] The base of the steering wheel rotation limiting device may cover an opening in the off-axis section of the steering system support column, providing access to the motor phase connection and / or the steering wheel angle sensor connection, which connects the motor and / or at least one sensor to the electronic control unit. This sensor may be a steering wheel angle sensor. Therefore, this steering wheel rotation limiting device, particularly a detachably attached one, provides access to electrical connections used for servicing and maintenance purposes while simultaneously protecting these connections and components from destructive environmental conditions.

[0064] The base of the steering wheel rotation limiting device can be attached to the off-axis section of the steering system support column by screws, bolts, rivets, or adhesive, or it can be welded to the off-axis section of the steering system support column. Attachment by screws or bolts provides a detachable connection to the steering system.

[0065] In one embodiment, the rotor can be an outer rotor, and the stator can be an inner stator. In this case, the rotor can be attached to the inner peripheral surface of the steering wheel hub. The stator can be attached to the outer surface of the steering system support column, more precisely connecting to the outer peripheral surface of the alignment section. The outer rotor motor of the torque feedback device and its direct arrangement on the steering wheel hub and alignment section eliminate the need for a reduction gear train and shaft, and reduce unwanted friction and inertia. Therefore, system efficiency can be improved and installation space requirements can be reduced.

[0066] According to one embodiment, the base of the steering wheel rotation limiting device may include two axially opposed end stop surfaces, and a sliding element may slide axially between the two opposing end stop surfaces relative to the base and the steering wheel hub parallel to the axis of rotation.

[0067] The sliding element may include a protrusion, particularly a helical ridge, which engages with a helical groove formed on the outer peripheral surface of the steering wheel hub, such that rotation of the steering wheel hub causes axial movement of the sliding element, and that the abutment of the sliding element with one of the two end stop surfaces prevents further movement of the sliding element in one direction and thus prevents further rotation of the steering wheel hub in one direction.

[0068] The base may include a compartment formed therein that houses the sliding element and thereby inhibits radial movement of the sliding element away from the steering wheel hub and lateral movement of the sliding element transverse to its axially displaceable direction. The compartment only allows axial movement of the sliding element between two opposing end stop surfaces.

[0069] The base can be arranged radially adjacent to the steering wheel hub, such that the outer peripheral surfaces of the base and the steering wheel hub completely surround the compartment.

[0070] The steering system can be configured such that, in a state or position where the sliding element is adjacent to one of the two opposite end stop surfaces, the protrusion remains spaced apart from the two end portions of the helical groove, preferably spaced apart by a defined distance or defined segment of the helical groove. Therefore, the rotational constraint of the steering wheel hub is not caused by the interaction between a portion of the protrusion and the end portions of the helical groove, but by the abutment of the surface of the sliding element with one of the two end stop surfaces. Thus, compared to known solutions, the area of ​​the adjacent surface can be increased, which prevents damage to the steering system, particularly damage to the helical groove and the protrusion, even under the influence of strong external forces.

[0071] In one embodiment, the torque feedback device can be configured to increase the torque feedback level when the minimum distance between the sliding element and one of the two end stop surfaces decreases below a predetermined threshold. In this case, the rotation of the steering wheel hub / steering wheel can be slowed down to a certain extent before the sliding element fully abuts one of the two end stop surfaces and abruptly stops further rotation of the steering wheel hub / steering wheel. The threshold can be defined relative to each of the two end stop surfaces.

[0072] According to one aspect, a steering system for a vehicle includes a steering wheel hub that is connected to or can be connected to a steering wheel, wherein the steering wheel hub and the steering wheel that are connected or can be connected thereto are rotatable about an axis of rotation.

[0073] The steering system includes a steering system support column, which includes an off-axis section having a first longitudinal axis that is offset and preferably parallel to the axis of rotation, and an alignment section having a second longitudinal axis corresponding to the axis of rotation. "Corresponding to the axis of rotation" can also be described as being aligned with or coaxial with the axis of rotation. The off-axis section and the alignment section are integrally formed and connected by a connecting portion. The connecting portion is also integrally formed with the off-axis section and the alignment section. Therefore, the off-axis section, the alignment section, and the connecting portion are formed as a rigid single-piece component. The steering wheel hub is rotatably mounted on the alignment section, and thus at least partially overlaps the alignment section in the axial direction. The off-axis section is axially spaced from the steering wheel hub.

[0074] The steering system includes a torque feedback device comprising a motor having a rotor and a stator. The rotor is fixedly attached to the steering wheel hub so that it is rotatable together with the steering wheel hub about the axis of rotation. The stator is non-rotatably fixed to the alignment section of the steering system support column.

[0075] Preferably, the alignment section can form a hub element that is stationary relative to the rotor and the steering wheel hub and carries the inner stator of the outer rotor motor.

[0076] The new and advantageous structural design of the integral, i.e., single-piece steering system support column provides optimized use of installation space, while allowing for simple ergonomic adjustments for the driver, and simultaneously reducing friction and inertia caused by torque generation / transmission. The steering system support column includes an off-axis section and a shaft portion, as well as a torque feedback device arranged on the alignment section.

[0077] Therefore, the combination of the described steering system support column design and torque feedback device contributes to the optimized configuration of the structure.

[0078] The connecting portion, which is integrally formed with the off-axis section and the alignment section, can extend laterally to the first longitudinal axis and the second longitudinal axis.

[0079] The off-axis segment, the alignment segment, and / or the connecting portion may be tubular. Specifically, each off-axis segment, alignment segment, and connecting portion may be tubular. The off-axis segment, alignment segment, and / or connecting portion may have at least partially a substantially rectangular or circular cross-section. Alternatively, the off-axis segment, alignment segment, and / or connecting portion may have any other cross-sectional shape. For example, the off-axis segment, alignment segment, and / or connecting portion may have an elliptical or polygonal cross-section. A polygonal cross-section may be advantageous in order to provide some flat surfaces to provide an angular reference between the axially sliding portion and the fixed portion of the telescopic arrangement structure, so as to prevent rotation relative to each other about a first longitudinal axis. The cross-sectional shapes of the off-axis segment, alignment segment, and connecting portion may be the same or different.

[0080] In one embodiment, the steering system support column can be attached to the vehicle body via a vehicle support column. An off-axis section of the steering system support column can be mounted in the vehicle support column to allow translational movement along its first longitudinal axis, while remaining non-rotatable and non-pivotable relative to the vehicle support column. This means that in this embodiment, the steering system support column and all components supported thereon are respectively movable / immovable relative to the vehicle support column. The steering system support column can be attached to the vehicle support column via a bracket, an axial adjustment element, and / or a vertical adjustment element.

[0081] The off-axis section of the steering system support column in the vehicle support column can be supported at the first end of the steering system support column, which is opposite to the second end of the steering system support column, and the torque feedback device is arranged on the second end (i.e., spaced apart from the alignment section).

[0082] This configuration allows for ergonomic adjustability of the steering system for the driver, while eliminating the need for a reduction gear train and shaft, thereby reducing friction and inertia during torque generation and transmission in the steer-by-wire system.

[0083] The steering system support column can form an internal component of a tubular telescopic arrangement structure, and the vehicle support column can form an external component of the same structure. The internal component is axially and translatably mounted within the external component of the tubular telescopic arrangement structure.

[0084] The vehicle support column and therefore the steering system, i.e., all other system components mounted / attached to the steering system support column, can be adjusted relative to the vehicle body by being pivotable and / or radially movable relative to the vehicle body. Pivotability and / or radial displaceability may involve movement of at least a portion of the steering system support column along at least one transverse axis transverse to the first longitudinal axis.

[0085] According to one embodiment, the steering system support column may include an opening, preferably disposed in the off-axis section or the connection portion, providing access to a motor phase connection portion that connects the motor and / or at least one sensor to the electronic control unit and / or a steering wheel angle sensor. The sensor may be a steering wheel angle sensor. Therefore, the steering wheel rotation limiting device, particularly a detachably attached steering wheel rotation limiting device, provides access to electrical connections used for servicing and maintenance purposes while simultaneously protecting these electrical connections and components from destructive environmental conditions.

[0086] According to one embodiment, the steering system may include at least an electronic control unit for controlling the torque feedback device and / or for receiving and transmitting sensor information, such as information from a steering wheel angle sensor. The electronic control unit may be arranged within the off-axis section of the steering system support column, preferably in a region adjacent to or following the connecting portion. In this case, the electronic control unit may be arranged close to the stator windings of the torque feedback motor and / or close to sensors, such as a rotation angle sensor for measuring the rotation of the motor rotor.

[0087] In one embodiment, the steering system may include a plurality of auxiliary components disposed within the alignment section of the steering system support column and thus within the stator of the torque feedback motor. The auxiliary components may include an airbag module, a switching device controller, a driver display arrangement, and / or a wiring harness. By arranging the auxiliary components within the steering system support column, installation space can be used efficiently, i.e., the total installation space required for the steering system can be reduced.

[0088] In one embodiment, the rotor can be an outer rotor, and the stator can be an inner stator. Therefore, the torque feedback device can be an outer rotor electric torque feedback machine. In this case, the rotor can be attached to the inner peripheral surface of the steering wheel hub. The stator can be attached to the outer surface of the steering system support column, more precisely connecting to the outer peripheral surface of the alignment section. The outer rotor motor of the torque feedback device, and its direct arrangement on the steering wheel hub and alignment section, eliminates the need for a reduction gear train and shaft, and reduces undesirable friction and inertia. Therefore, system efficiency can be improved and installation space requirements reduced.

[0089] According to one embodiment, the alignment section of the steering system support column may be provided with a protruding flange portion that provides a first bearing surface for a first bearing assembly disposed between the steering system support column and the steering wheel hub. Preferably, the protruding flange portion may be disposed in the transition region between the alignment section and the connecting portion, i.e., the end portion of the alignment section opposite to the steering wheel that is connected to or can be connected to the steering system. The protruding flange portion provides a circular, annular first bearing surface. With the protruding flange portion, the outer diameter of the main portion of the alignment section can be minimized while still supporting a steering wheel hub with a substantially larger inner diameter.

[0090] The alignment section of the steering system support column may include an annular portion that provides an annular second bearing surface for a second bearing assembly disposed between the steering system support column and the steering wheel hub. Preferably, the annular portion may be disposed at least in a region following or adjacent to the steering wheel connected to or connectable to the steering system, in other words, at least in a region away from the offset section and the connecting portion. The annular portion allows for free selection of the external shape / profile of the main portion of the alignment section while still rotatably supporting the steering wheel.

[0091] The first and second bearing assemblies enable rotatable support of the steering wheel hub and the steering wheel connected thereto on the steering system support column.

[0092] In one embodiment, the steering system may include a steering wheel rotation limiting device for at least mechanically limiting the rotation of the steering wheel hub about the axis of rotation in two circumferential directions. The steering wheel rotation limiting device may be attached to the off-axis section via a base and may engage the steering wheel hub via a sliding element.

[0093] The base of the steering wheel rotation limiting device includes two axially opposed end stop surfaces, and a sliding element is axially sliding between the two opposing end stop surfaces relative to the base and the steering wheel hub, parallel to the axis of rotation. The sliding element may include protrusions, particularly helical ridges, which engage helical grooves formed on the outer peripheral surface of the steering wheel hub, such that rotation of the steering wheel hub causes axial movement of the sliding element, and that abutment of the sliding element against one of the two end stop surfaces prevents further movement of the sliding element and thus prevents further rotation of the steering wheel hub.

[0094] The base of the steering wheel rotation limiting device can overlap with the protruding flange portion in the axial direction relative to the rotation axis, thereby overlapping with the surface of the first bearing. Therefore, an advantageous compact design of the steering system structure can be achieved.

[0095] According to one aspect, a steering system for a vehicle includes a steering wheel and a steering wheel hub, wherein the steering wheel is mechanically attached to the steering wheel hub by means of a fixing element. Preferably, the steering wheel is directly and fixedly attached to the steering wheel hub. The fixing element may be a bolt and / or a screw. Preferably, a total of three to ten screws may be arranged at equal intervals around the axis of rotation of the steering wheel and the steering wheel hub.

[0096] The steering system includes a steering system support column, on which the steering wheel hub is rotatably mounted, such that the steering wheel and the steering wheel hub can rotate about an axis of rotation.

[0097] The steering system includes a torque feedback device comprising a motor having an outer rotor and an inner stator with stator windings. The outer rotor is attached to the steering wheel hub so as to rotate together with the steering wheel hub about a rotation axis. Preferably, the outer rotor is fixed to the inner peripheral surface of the steering wheel hub. The inner stator is non-rotatably fixed to the steering system support column. Preferably, the inner stator is fixed to the outer peripheral surface of the steering system support column.

[0098] The stationary element is arranged at a different radial position relative to the axis of rotation than the stator winding. In other words, when viewed relative to the axis of rotation, the stationary element is arranged at a different radial height than the stator winding, meaning the stationary element has a different radial distance from the axis of rotation compared to the stator winding.

[0099] Providing an external rotor motor for torque feedback devices and arranging the stationary elements in a radial position different from the stator windings allows for an advantageous compact design of the steer-by-wire steering system, which reduces the required installation space.

[0100] A portion of the stationary element may axially overlap with a portion of the stator winding relative to the axis of rotation. Specifically, a portion of each stationary element, or only one or a portion of a particular stationary element, may axially overlap with a portion of the stator winding relative to the axis of rotation. Such an arrangement is possible by placing the stationary elements at a different radial position than the stator winding. Therefore, at least a portion of the stationary element can be arranged parallel to the stator winding, which further contributes to the compact structure of the steering system.

[0101] According to one embodiment, the steering system may include a first bearing assembly disposed between the steering system support column and the steering wheel hub for enabling the steering wheel hub to rotate relative to the steering system support column. The steering system may include a second bearing assembly disposed between the steering system support column and the steering wheel hub for enabling the steering wheel hub to rotate relative to the steering system support column. The second bearing assembly may be axially spaced from the first bearing assembly relative to the axis of rotation. The second bearing assembly may be closer to the steering wheel than the first bearing assembly.

[0102] The first bearing assembly can be positioned at a different radial location relative to the axis of rotation than the second bearing assembly. Similarly, when viewed with respect to the axis of rotation, the phrase "at a different radial location" can also be described as having different radial heights, i.e., different radial distances from the axis of rotation. Positioning the second bearing assembly at a different radial location than the first bearing assembly, i.e., closer to the axis of rotation, allows for the overlapping arrangement of other components parallel to the second bearing assembly, further contributing to a compact design.

[0103] Relative to the axis of rotation, these fixing elements can be arranged at a different radial position than the first bearing assembly; and / or these fixing elements can be arranged at a different radial position than the second bearing assembly. Such arrangements also enable overlapping / parallel arrangements of steering system components, which further contributes to the compact design of the steering system and reduced installation space requirements.

[0104] In one embodiment, the steering system support column, particularly the alignment section of the steering system support column, may be provided with an outwardly projecting flange portion that provides an annular first bearing surface for a first bearing assembly. The projecting flange portion, protruding from the outer peripheral surface of the steering system support column, is preferably located in the transition region between the alignment section and the connecting portion of the steering system support column. The projecting flange portion minimizes the outer diameter of the main portion of the alignment section while still supporting a steering wheel hub with a substantially larger inner diameter.

[0105] The steering system support column, particularly the alignment section of the steering system support column, can be equipped with an annular portion that provides an annular second bearing surface for the second bearing assembly. The annular portion providing the second bearing surface can have an outer diameter much smaller than the protruding flange portion. The annular portion can be located at least in the region behind or adjacent to the steering wheel, i.e., at least in the region away from the offset section. The annular portion allows for free selection of the external shape / profile of the main portion of the alignment section while still rotatably supporting the steering wheel.

[0106] In one embodiment, these retaining elements may axially overlap the second bearing assembly relative to the axis of rotation. These retaining elements may partially or completely overlap the second bearing assembly. This further contributes to a compact design of the steering system and reduces installation space requirements.

[0107] The steering wheel hub may have an inwardly projecting flange portion that provides an opposing bearing surface for a second bearing assembly, the opposing bearing surface being substantially opposite to the second bearing surface. The inward projection means that the inwardly projecting flange portion protrudes towards the steering system support column, i.e., towards the axis of rotation. An annular portion is formed on the opposing bearing surface to support the second bearing assembly.

[0108] The inwardly projecting flange portion of the steering wheel hub can be formed in a region of the steering wheel hub that is axially arranged between the steering wheel and the motor of the torque feedback device. Therefore, the motor can be covered by the inwardly projecting flange portion towards the steering wheel.

[0109] A blind hole may be formed in the region of the protruding flange portion of the steering wheel, preferably in the inwardly projecting flange portion, wherein a retaining element extends into the blind hole for fastening the steering wheel to the steering wheel hub. The blind hole may be provided with internal threads to secure a retaining element in the form of a screw or bolt therein.

[0110] In one embodiment, these stationary elements may be arranged relative to the axis of rotation at substantially the same radial position as the outer rotor of the torque feedback device. Such a configuration can limit the radial extension of the steering system in the region of the torque feedback device.

[0111] According to one embodiment, the steering wheel may include a rigid steering wheel frame including a through-hole, through which a fixing element extends into the steering wheel hub for securing the steering wheel to the hub. Preferably, the through-hole may be aligned with a blind hole in the steering wheel hub.

[0112] According to one embodiment, the steering system support column may include an off-axis segment having a first longitudinal axis that is offset and preferably parallel to the axis of rotation, and the steering system support column may include an alignment segment having a second longitudinal axis corresponding to the axis of rotation. The off-axis segment and the alignment segment may be integrally formed and connected by a connecting portion. The steering wheel hub may be rotatably mounted on the alignment segment and thus at least partially overlap the alignment segment in the axial direction, while the off-axis segment is axially spaced from the steering wheel hub. The stator may be non-rotatably fixed to the alignment segment of the steering system support column.

[0113] In one embodiment, the steering system may include a steering wheel rotation limiting device for limiting the rotation of the steering wheel hub. Specifically, the steering wheel rotation limiting device may be configured to at least mechanically limit or prevent rotation of the steering wheel hub about a rotation axis in two circumferential directions. Therefore, the steering wheel rotation limiting device may be configured to mechanically limit or prevent rotation of the steering wheel connected to the steering wheel hub. The steering wheel rotation limiting device may also allow the steering wheel hub and steering wheel to rotate more than 360°. The steering wheel rotation limiting device may be attached to an off-axis section via a base and may engage the steering wheel hub via a sliding element. Therefore, the steering wheel rotation limiting device may extend axially toward the steering wheel hub, and the sliding element may extend radially toward the steering wheel hub. Preferably, the steering wheel rotation limiting device may be attached only to an off-axis section of the steering system support column.

[0114] Although some features, functions, embodiments, technical effects and advantages have been described with respect to one aspect, it should be understood that these features, functions, embodiments, technical effects and advantages can be combined with each other and are also applicable to other embodiments and aspects. Attached Figure Description

[0115] To better understand embodiments of the invention and to illustrate how the invention can be implemented, reference will now be made to the accompanying drawings by way of example only, in which the same reference numerals always denote corresponding elements or sections.

[0116] In the attached diagram:

[0117] Figure 1 A schematic cross-sectional view of a steering system according to an embodiment of the present invention is shown.

[0118] Figure 2 It shows Figure 1 A schematic side view of the steering system.

[0119] Figure 3 It shows Figure 1 A schematic perspective view of the steering system.

[0120] Figure 4It shows Figure 1 Another schematic perspective view of the steering system.

[0121] Figure 5 It shows Figure 1 Another schematic perspective view of the steering system.

[0122] Figure 6 It shows Figure 1 Another schematic perspective view of the steering system.

[0123] Figure 7 A through 7C schematically illustrate the steering wheel rotation limiting device of the steering system in disassembled, assembled, and installed states.

[0124] Figure 8 Schematic diagrams of the steering wheel rotation limiting device are shown in A to illustrate the functional principle of the steering wheel rotation limiting device.

[0125] Figure 9 A to 9C show schematic diagrams of a steering wheel rotation limiting device and a steering wheel hub, used to illustrate the functional principle of the steering wheel rotation limiting device. Detailed Implementation

[0126] Various examples of embodiments of the present invention will be explained in more detail with the aid of the following embodiments illustrated in the accompanying drawings and / or described below.

[0127] Figures 1 to 6 A schematic diagram of a steering system 10 for a road vehicle according to an embodiment of the present invention is shown. Figures 1 to 6 As shown, the steering system 10 is a steer-by-wire type steering system, which does not have a direct mechanical connection for transmitting the driver's steering commands from the steering wheel 12 of the steering system 10 to the vehicle's wheels (not shown). Instead, the mechanical connection is replaced by an electromechanical arrangement.

[0128] In addition to the steering wheel 12, the steering system 10 also includes a steering wheel hub 14 mechanically connected to the steering wheel 12. The steering wheel hub 14 and the steering wheel 12 are not rotatable relative to each other, but can rotate together about a rotation axis A. The steering wheel 12 is detachably attached to the steering wheel hub 14 in a non-rotatable manner by a fixing element 16 in the form of a screw. More precisely, the steering wheel 12 is provided with an internal armature 18, wherein the fixing element 16 extends through a through-hole 20 of the internal armature 18 into a threaded blind hole 22 provided in the steering wheel hub 14.

[0129] The steering wheel hub 14 is rotatably supported on the rigid steering system support column 24 of the steering system 10, more precisely, on the alignment section 26 of the steering system support column 24. In addition to the alignment section 26, the steering system support column 24 includes an off-axis section 28 integrally formed with the alignment section 26. The off-axis section 28 is axially spaced from the alignment section 26 and the steering wheel hub 14, while the steering wheel hub 14 overlaps with and is coaxially positioned with the alignment section 26. The off-axis section 28 has a first longitudinal axis L1, which is offset and parallel to the rotation axis A. The alignment section 26 has a second longitudinal axis L2. The alignment section 26 of the steering system support column 24 is aligned or coaxial with the steering wheel hub 14 and the steering wheel 12, i.e., the second longitudinal axis L2 corresponds to the rotation axis A.

[0130] The off-axis section 28 and the alignment section 26 are integrally formed and connected by a connecting portion 30 extending transversely to the first longitudinal axis L1 and the second longitudinal axis L2.

[0131] The steering wheel hub 14 is rotatably mounted on the alignment section 26 of the steering system support column 24 via a first bearing assembly 32 and a second bearing assembly 34, the second bearing assembly 34 being axially spaced from the first bearing assembly 32. For example, the first bearing assembly 32 and / or the second bearing assembly 34 may be ball bearings or roller bearings.

[0132] The first bearing assembly 32 is supported on a protruding flange portion 36 of the alignment section 26 of the steering system support column 24, the protruding flange portion 36 projecting radially outward from the outer peripheral surface of the alignment section 26. The protruding flange portion 36 provides an annular first bearing surface for supporting the first bearing assembly 32. The protruding flange portion 36 is arranged near the connecting portion 30, i.e., in the transition region between the alignment section 26 and the connecting portion 30. Therefore, the first bearing assembly 32 is axially located at the first end portion of the alignment section 26 facing the connecting portion 30.

[0133] The second bearing assembly 34 is supported on the annular portion 38 of the alignment section 26 of the steering system support column 24. The annular portion 38 is formed in the region along the alignment section 26 of the steering wheel 12 and extends toward the protruding flange portion 36. The annular portion 38 provides a second bearing surface for the second bearing assembly 34. Therefore, the second bearing assembly 34 is axially located at the second end portion of the alignment section 26 opposite to the first end portion.

[0134] The first bearing assembly 32 is mounted between the protruding flange portion 36 of the alignment section 26 and the steering wheel hub 14 via a support bushing 40 disposed between the first bearing assembly 32 and the inner peripheral surface of the steering wheel hub 14.

[0135] The second bearing assembly 34 is directly mounted between the annular portion 38 of the alignment section 26 and the steering wheel hub 14. For this purpose, the steering wheel hub 14 is provided with an inwardly projecting flange portion 42, which provides a reverse bearing surface for the second bearing assembly 34. Simultaneously, the inwardly projecting flange portion 42 covers components located inside the steering wheel hub 14. For example... Figure 1 As shown, the blind hole 22 for receiving the fixing element 16 extends into or through the inwardly projecting flange portion 42.

[0136] The steering system 10 also includes a torque feedback device 44, which comprises a motor having a rotor 46 and a stator 48 with stator windings 50. The torque feedback device 44 can be operated to generate a resistance torque against the rotation of the steering wheel 12, thereby simulating the resistance torque present in a conventional steering system. In other words, the torque generated by the torque feedback device 44 can counteract the rotational force applied to the steering wheel 12 by the driver.

[0137] In the illustrated embodiment, the motor is an external rotor motor comprising an outer rotor 46 and an inner stator 48. The rotor 46 is fixed to the inner peripheral surface of the steering wheel hub 14. Therefore, the rotor 46 can rotate together with the steering wheel hub 14 about the axis of rotation A. The rotor 46 is not rotatable relative to the steering wheel hub 14. The stator 48 is fixed to the rotationally stationary (i.e., non-rotatable) alignment section 26 of the steering system support column 24. Therefore, the steering wheel hub 14 and the rotor 46 can rotate together about the stator 48 and the alignment section 26.

[0138] The motor of the torque feedback device 44 is arranged within the steering wheel hub 14. The torque feedback device 44 is radially surrounded and thus covered by the steering wheel hub 14 (the inner peripheral surface of the steering wheel hub 14) and the alignment section 26 of the steering system support column 24 (the outer peripheral surface of the alignment section 26). The torque feedback device 44 is axially located between the protruding flange portion 36 and the annular portion 38 of the alignment section 26. The torque feedback device 44 is axially surrounded and thus covered on one side by the protruding flange portion 36 of the alignment section 26, the first bearing assembly 32, and the support bushing 40, and on the other side by the inwardly protruding flange portion 42 of the steering wheel hub 14 and the second bearing assembly 34.

[0139] The arrangement, configuration, and support of the steering wheel hub 14, steering wheel 12, torque feedback device 44, and steering system support column 24 provide a very compact structure. More precisely, as... Figure 1 As shown, the various components are arranged at least partially parallel to each other with respect to their radial and / or axial orientation.

[0140] That is, the fixing element 16 is arranged at a different radial position relative to the rotation axis A than the stator winding 50, i.e., at a different radial height. Therefore, the fixing element 16 and the blind hole 22 at least partially overlap the stator winding 50 in the axial direction. The stator winding 50 can be arranged closer to the rotation axis A than the fixing element 16.

[0141] Furthermore, the second bearing assembly 34 is arranged at a different radial position relative to the rotation axis A than the stator winding 50, i.e., at a different radial height, and at a different radial position relative to the fixing element 16, i.e., at a different radial height. In the illustrated embodiment, the fixing element 16 overlaps with the second bearing assembly 34 in the axial direction. The second bearing assembly 34 can be arranged closer to the rotation axis A than the stator winding 50 and can be arranged closer to the rotation axis A than the fixing element 16.

[0142] Furthermore, relative to the rotation axis A, the first bearing assembly 32 is arranged at a different radial position, i.e., a different radial height, than the second bearing assembly 34, and at a different radial position, i.e., a different radial height, than the fixing element 16. The first bearing assembly 32 is arranged in a radial position similar to that of the starting winding 50 relative to the rotation axis A. The first bearing assembly 32 can be arranged closer to the rotation axis A than the stator fixing element 16, and can be arranged further away from the rotation axis A than the second bearing assembly 34.

[0143] The fixed element 16 is arranged in a radial position relative to the rotation axis A, similar to that of the outer rotor 46 of the torque feedback device 44. This limits the radial extension of the steering system 10 within the region of the torque feedback device 44.

[0144] The steering system 10 also includes a steering wheel rotation limiting device 52 for limiting the rotation of the steering wheel hub 14 and the steering wheel 12. The steering wheel rotation limiting device 52 is fixed to the steering system support column 24 and arranged radially offset from the steering wheel hub 14, more precisely adjacent to the outer peripheral surface of the steering wheel hub 14. The steering wheel rotation limiting device 52 is non-rotatable relative to the steering system support column 24.

[0145] The steering wheel rotation limiting device 52 includes a base 54 and a sliding element 56 disposed within a compartment 58 formed in the base 54. The sliding element 56 is axially slidable relative to the base 54 and the steering wheel hub 14. The sliding element 56 is located at two opposite end stop surfaces 60, 62 of the steering wheel rotation limiting device 52 (see...). Figure 7Sliding between A and 9C). The sliding element 56 includes a protrusion 64 that engages with a helical groove 66 formed on the outer peripheral surface of the steering wheel hub 14. Through the interaction of the protrusion 64 and the helical groove 66, rotation of the steering wheel hub 14 causes axial movement of the sliding element 56. Similarly, the abutment of the sliding element 56 with one of the two end stop surfaces 60, 62 prevents further movement of the sliding element 56 in a certain direction, and thus prevents further rotation of the steering wheel hub 14 in a certain rotational direction. Therefore, the steering wheel rotation limiting device 52 is configured to constrain the rotation of the steering wheel hub 14 and the steering wheel 12 connected thereto.

[0146] The base 54 of the steering wheel rotation limiting device 52 is fixed to the off-axis section 28 of the steering system support column 24 by screws 68 (see...). Figures 5 to 9 C). The steering wheel rotation limiting device 52, or more precisely the base 54, extends axially from the off-axis section 28 of the steering system support column 24 to the steering wheel hub 14, such that the compartment 58 is arranged between and surrounded by the outer peripheral surfaces of the base 54 and the steering wheel hub 14.

[0147] In Figure 7 The function and further details of the steering wheel rotation limiting device 52 are described in the context of A through 9C.

[0148] The base 54 of the steering wheel rotation limiting device 52 covers an opening 70 disposed in the off-axis section 28 of the steering system support column 24. More specifically, the opening 70 is arranged in another transition area between the off-axis section 28 and the connecting portion 30. For maintenance and repair purposes, the opening 70 provides access to the motor phase connection 72 and the electric steering wheel angle sensor connection 74. The motor phase connection 72 connects the motor of the torque feedback device 44 to the control unit / control electronics 76. The electric steering wheel angle sensor connection 74 connects the steering wheel angle sensor 78 to the control unit / control electronics 76.

[0149] The control unit 76 is arranged within the hollow tubular off-axis section 28 of the steering system support column 24. More precisely, the control unit 76 is arranged in a portion of the off-axis section 28 near the connecting portion 30 in order to position the control unit 76 and the motor close to each other.

[0150] The steering wheel angle sensor 78 is configured to measure the current steering angle and thus detect a steering command from the driver, which is electronically transmitted to the actuator for actuating / steering the wheels according to the command. The steering wheel angle sensor 78 is arranged adjacent to or laterally to the first bearing assembly 32.

[0151] The steering system support column 24 forms an internal component of the tubular telescopic arrangement structure 80. The external component of the tubular telescopic arrangement structure 80 is realized by the vehicle support column 82. In particular, the off-axis section 28 is axially slidably mounted within the external component / vehicle support column 82 of the tubular telescopic arrangement structure 80. Therefore, the steering system support column 24 can translate relative to the vehicle support column 82 and relative to the vehicle body, but cannot rotate or pivot relative to the vehicle support column 82.

[0152] The steering system support column 24 is connected to the vehicle body (not shown) via a bracket, axial adjustment element, and vertical adjustment element 84 through the vehicle support column 82. Therefore, the steering system support column 24 and all components supported thereon can be displaced independently of the vehicle support column 82 relative to the first longitudinal axis L1. Furthermore, the steering system support column 24 and all components supported thereon can be radially displaced / pivoted relative to the vehicle body, i.e., the adjustability / displacement of the vehicle support column 82.

[0153] The steering system support column 24 has a hollow tubular shape. The steering system support column 24 is formed as a rigid single-piece component and is preferably made of metal. (As in...) Figures 3 to 6 As can be seen in, Figures 3 to 6 Different perspective views of the steering system 10 are shown, at least the off-axis section 28 of the steering system support column 24 has a substantially rectangular cross-section. This shape is particularly advantageous for accommodating and attaching the control unit 76. Similar to the off-axis section 28, the vehicle support column 82, which together with the off-axis section 28 forms the tubular telescopic arrangement structure 80, has a substantially rectangular cross-section.

[0154] The connecting portion 30 of the steering system support column 24 forms a tapered transition that gradually tapers from the off-axis section 28 to the alignment section 26. The alignment section 26 has a smaller diameter than the off-axis section 28. The alignment section 26 has a substantially circular cross-section.

[0155] Such as combination Figure 1 exist Figure 3 and Figure 5 As can also be seen, the steering wheel 12 is provided with an internal space 86 for accommodating auxiliary components (not shown), such as an airbag module, a switch controller, a driver display arrangement, etc. These auxiliary components, as well as other auxiliary components, such as wiring harnesses, can extend into the hollow tubular alignment section 26. The auxiliary components and other auxiliary components can therefore be arranged inside the alignment section 26, which is attached to and connected to the steering system support column 24.

[0156] Figure 7 A through 9C are used to disclose details regarding the function and configuration of the steering wheel rotation limiting device 52. Figure 7 A shows the components of the steering wheel rotation limiting device 52, i.e., an exploded view. Figure 7 B shows the components of the steering wheel rotation limiting device 52 in an assembled state. Figure 7 C shows a steering wheel rotation limiting device 52 that is mounted on or interacts with the steering wheel hub 14.

[0157] like Figure 7 As shown in A through 7C, four screws 68 extend through the base 54 to securely fasten the steering wheel rotation limiting device 52 to the steering system support column 24. The base 54 has a compartment 58 formed therein. Two axially opposed side surfaces of the compartment 58 form end stop surfaces 60, 62. The compartment 58 is configured to partially complement the sliding element 56 that can be disposed therein (see...). Figure 7 (B) Therefore, compartment 58, more precisely, the bottom and sides of compartment 58, constrain the mobility of sliding element 56 to axial sliding between the two end stop surfaces 60, 62 (indicated by arrow AS). The two end stop surfaces 60, 62 restrict the sliding of sliding element 56 in the axial direction. When sliding element 56 abuts one of the two end stop surfaces 60, 62, further movement in the current direction is prevented, and sliding element 56 can only move in the opposite axial direction, i.e., toward the corresponding opposing end stop surfaces 60, 62. In the installed state, the surface toward steering wheel hub 14 is curved and substantially complementary to the corresponding portion of the outer peripheral surface of steering wheel hub 14.

[0158] The sliding element 56 engages via a protrusion 64 in a helical groove 66 formed in the outer peripheral surface of the steering wheel hub 14. The protrusion 64 is formed as a helical ridge, adapted to the shape and size of the helical groove 66. The sliding element 56 interacts with the steering wheel hub 14 via the helical groove 66. As the steering wheel 12 rotates, and thus the steering wheel hub 14 rotates, the sliding element 56 is dragged axially within the compartment 58 according to one of the arrows AS. The sliding element 56 slides until the rotational stop of the steering wheel hub 14 or until further movement is prevented by the abutment of the sliding element 56 with one of the two end stop surfaces 60, 62. Thus, the obstruction of further axial movement of the sliding element 56 prevents further rotation of the steering wheel hub 14, and thus prevents further rotation of the steering wheel 12 in the rotational direction, which would result in further axial movement of the sliding element 56 toward the currently obstructing end stop surfaces 60, 62.

[0159] like Figure 7As shown in Figure A, the sliding element 56 has an axial width W. The axial width W of the sliding element 56 determines the free space within the compartment 58 between the sliding element 56 and the end stop surfaces 60, 62. Therefore, by adjusting or selecting the axial width W of the sliding element 56, the maximum travel distance of the sliding element 56 between the two end stop surfaces 60, 62, i.e., the maximum axial mobility, is adjustable. Thus, by simply replacing the sliding element 56 and adjusting its axial width W and the size and geometry of the protrusion 64, the steering wheel rotation limiting device 56 can be flexibly used in different vehicle configurations. In particular, the axial width W can be selected based on one or more of the following parameters: the length of the helical groove 66, the pitch of the helical groove 66, the distance between the two opposing end stop surfaces 60, 62, and the circumferential length of the steering wheel hub 14.

[0160] exist Figure 8 A, 8B, and 9A show the sliding element 56 adjacent to the end stop surface 60. In this position, the sliding element 56 can only slide in the direction toward the opposing end stop surface 62. That is, in this position, the steering wheel hub 14 and the steering wheel 12 can only rotate in a specific rotational direction, which causes the sliding element 56 to move toward the opposing end stop surface 62. Figure 8 C, 8D, and 9B show positions where the sliding element 56 can slide freely in two axial directions. That is, in these positions, the steering wheel hub 14 and the steering wheel 12 can rotate freely in two rotational directions. Figure 8 E, 8F, and 9C show the sliding element 56 adjacent to the opposing end stop surface 62. In this position, the sliding element 56 can only slide in the direction toward the end stop surface 60. That is, in this position, the steering wheel hub 14 and the steering wheel 12 can only rotate in a specific rotational direction, which causes the sliding element 56 to move toward the end stop surface 60.

[0161] At least in Figure 9 As can be seen in A, in the position where the sliding element is adjacent to one of the two opposing end stop surfaces, the protrusion 64 is still spaced apart from the nearest end portion 88 of the helical groove 66. Therefore, the rotational constraint of the steering wheel hub 14 is not caused by the abutment of the protrusion 64 with the end portion 88 of the helical groove 66, but by the abutment of the sliding element 56 with one of the two end stop surfaces 60, 62. This robust configuration prevents damage to the steering system 10, especially damage to the helical groove 66 and the protrusion 64, even under the influence of strong external forces.

[0162] Reference Symbol List

[0163] 10 Steering system 50 Stator winding

[0164] 12 Steering wheel 52 Steering wheel rotation limiting device

[0165] 14 Steering wheel hub 54 Base

[0166] 16 Fixed elements 56 Sliding elements

[0167] 18 Armature 58 Compartment

[0168] 20 Through Hole 60 End Stop Surface

[0169] 22 Blind Hole 62 End Stop Surface

[0170] 24 Steering system support column 64 protrusion

[0171] 26 Alignment section 66 Spiral groove

[0172] 28 Offset section 68 screws

[0173] 30 Connection part 70 Opening

[0174] 32 First bearing assembly 72 Motor phase connection part

[0175] 34 Second bearing device 74 Electric steering wheel angle sensor connection

[0176] 36 Protruding flange portion 76 Control unit

[0177] 38 Circular section 78 Steering wheel angle sensor

[0178] 40 Support bushing 80 Tubular telescopic arrangement structure

[0179] 42 Inwardly protruding flange portion 82 Vehicle support column

[0180] 44 Torque feedback device 84 Adjustment element

[0181] 46 Rotor 86 Internal Space

[0182] 48 Stator 88 End Section

[0183] L1 First longitudinal axis A Rotation axis

[0184] L2 Second longitudinal axis AS Axial direction

[0185] W axial width

Claims

1. A steering system (10) for a vehicle, comprising: A steering wheel hub (14) is directly or indirectly connected to or can be directly or indirectly connected to the steering wheel (12), and the steering wheel hub (14) can rotate about a rotation axis (A). A steering system support column (24) includes an off-axis section (28) having a first longitudinal axis (L1) offset relative to the rotation axis (A), and is characterized in that the steering system support column (24) further includes an alignment section (26) having a second longitudinal axis (L2) corresponding to the rotation axis (A), wherein the steering wheel hub (14) is rotatably mounted on the alignment section (26), and the off-axis section (28) is axially spaced from the steering wheel hub (14); and the steering system (10) further includes: A steering wheel rotation limiting device (52) for limiting the rotation of the steering wheel hub (14), the steering wheel rotation limiting device (52) being radially offset from the steering wheel hub (14).

2. The steering system (10) according to claim 1, wherein, The off-axis section (28) and the alignment section (26) are connected by a connecting portion (30), and the connecting portion (30) extends transversely to the first longitudinal axis (L1) and the second longitudinal axis (L2).

3. The steering system (10) according to claim 2, wherein, At least one of the off-axis section (28), the alignment section (26), and the connecting portion (30) is tubular.

4. The steering system (10) according to claim 3, wherein, At least one of the off-axis section (28), the alignment section (26), and the connecting portion (30) has a polygonal cross-section or a circular cross-section.

5. The steering system (10) according to claim 1, further comprising: The torque feedback device (44) includes a motor having a rotor (46) and a stator (48), the rotor (46) being attached to the steering wheel hub (14) so ​​as to be able to rotate together with the steering wheel hub (14) about the rotation axis (A), and the stator (48) being non-rotatably fixed to the alignment section (26) of the steering system support column (24), wherein the rotor (46) is an outer rotor and the stator (48) is an inner stator.

6. The steering system (10) according to any one of claims 1 to 5 further includes an electronic control unit (76) for controlling the torque feedback device (44) and for receiving and transmitting sensor information, the electronic control unit (76) being disposed inside the off-axis section (28) of the steering system support column (24).

7. The steering system (10) according to any one of claims 1 to 5, wherein the steering wheel rotation limiting device (52) is attached to a non-rotatable component of the steering system support column (24) via a base (54) of the steering wheel rotation limiting device (52).

8. The steering system (10) according to claim 7, wherein, The steering wheel rotation limiting device (52) further includes a sliding element (56), and the steering wheel rotation limiting device (52) engages the steering wheel hub (14) via the sliding element (56); The steering wheel rotation limiting device (52) is engaged with the steering wheel hub (14) by means of a protrusion-groove engagement.

9. The steering system (10) according to claim 8, wherein, The base (54) of the steering wheel rotation limiting device (52) includes two opposing end stop surfaces (60, 62), and the sliding element (56) is axially slidable between the two opposing end stop surfaces (60, 62) relative to the base (54) and relative to the steering wheel hub (14) parallel to the rotation axis (A). The rotation of the steering wheel hub (14) causes the sliding element (56) to move axially, such that the abutment of the sliding element (56) with one of the two end stop surfaces (60, 62) prevents the axial movement of the sliding element (56) and the rotation of the steering wheel hub (14).

10. The steering system (10) according to claim 7, wherein, The non-rotatable component is either the off-axis section (28) or the alignment section (26) of the steering system support column (24).

11. The steering system (10) according to claim 8, wherein, The sliding element (56) includes a protrusion (64) that engages with a helical groove (66) formed on the circumferential surface of the steering wheel hub (14).

12. The steering system (10) according to claim 7, wherein, The steering system support column (24) includes an opening (70) located in the non-rotatable component, the opening (70) providing access to the electrical connections (72, 74).

13. The steering system (10) according to claim 12, wherein the base (54) covers the opening (70).

14. The steering system (10) according to claim 1, wherein the first longitudinal axis (L1) is parallel to the rotation axis (A).

15. The steering system (10) according to any one of claims 1 to 5, wherein, The steering system support column (24) is attached to the vehicle body via the vehicle support column (82), wherein the off-axis section (28) of the steering system support column (24) is mounted in the vehicle support column (82) so that it can be translated relative to the vehicle support column (82), but cannot be rotated or pivoted.

16. The steering system (10) according to claim 15, wherein, The steering system support column (24) forms an internal component of the tubular telescopic arrangement structure (80), and the vehicle support column (82) forms an external component of the tubular telescopic arrangement structure (80).

17. The steering system (10) according to claim 15, wherein, The vehicle support column (82) can be adjusted relative to the vehicle body by being able to pivot and / or radially shift relative to the vehicle body.

18. The steering system (10) according to any one of claims 1 to 5 further includes an auxiliary component disposed inside the alignment section (26) of the steering system support column (24), the auxiliary component particularly including at least one of an airbag module, a switch controller, a driver display arrangement, and a wiring harness.

19. The steering system (10) according to claim 7, wherein, The alignment section (26) of the steering system support column (24) includes a protruding flange portion (36) that provides a first bearing surface for a first bearing assembly (32) disposed between the steering system support column (24) and the steering wheel hub (14). The alignment section (26) of the steering system support column (24) includes an annular portion (38) that provides a second bearing surface for a second bearing assembly (34) disposed between the steering system support column (24) and the steering wheel hub (14).

20. The steering system (10) according to claim 19, wherein, The first bearing device (32) is axially located at the first end portion of the alignment section (26), and the second bearing device (34) is axially located at the second end portion of the alignment section (26) opposite to the first end portion.

21. The steering system (10) according to claim 19, wherein, The base (54) overlaps with the protruding flange portion (36) in the axial direction.

22. The steering system (10) according to claim 7, wherein, The base (54) of the steering wheel rotation limiting device (52) is attached to the non-rotatable component by screws, bolts, rivets, adhesives or welding.

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