Steering column for a motor vehicle

Abstract

The invention relates to a steering column (1) for a motor vehicle, comprising a support unit (2) which can be mounted to the body of the vehicle and which has two side walls (21) which extend in a plane parallel to the longitudinal direction and which lie opposite one another parallel to one another at a distance transversely to the longitudinal direction, between which an adjustment unit (3) is held in an adjustable manner, the support unit (2) has a fastening element (24), and the side walls (21) and the cross-member (22) have sheet metal parts. In order to be able to reduce the expenditure in the design and production process, the invention proposes that the cross-member (22) is designed as a flat sheet metal plate, which extends transversely to the longitudinal direction (L) and transversely to the side walls (21).

Description

TECHNICAL FIELD

[0001] The invention relates to a steering column for a motor vehicle, comprising a carrier unit which can be mounted to the vehicle body, which carrier unit has two side walls which extend in a plane parallel to the longitudinal direction and which are arranged opposite one another parallel to the longitudinal direction at a distance transverse to the longitudinal direction, between which side walls an adjustment unit is adjustably held, and which side walls are connected to one another by means of a crossbar, wherein the carrier unit has fastening elements and the side walls and the crossbar have sheet metal components. BACKGROUND

[0002] The steering column of a motor vehicle comprises an adjustment unit which has a steering spindle which extends in the longitudinal direction, on the rear end in the direction of travel a manual steering handle, for example a steering wheel for inputting steering commands, being fitted on the steering spindle. The steering spindle is rotatably mounted about its longitudinal axis in a housing unit which is held by a carrier unit which can be connected to the vehicle body. In order to set the steering wheel with respect to the driver position, the adjustment unit is adjustable with respect to the carrier unit and is releasably fixed by means of a clamping unit.

[0003] The carrier unit has two elongate, planar side walls which extend parallel to one another in the longitudinal direction and which are arranged at a distance transverse to the longitudinal direction, in which side walls the adjustment unit is accommodated. The two side walls are fixedly connected to one another above, that is to say on the upper side which is directed towards the vehicle body for the fitting, by means of one or more crossbars. Thereby, a substantially U-shaped, downwardly open bracket for the adjustment unit is formed in cross section.

[0004] According to this type, the carrier unit is embodied as a sheet metal structure. As described in the prior art, for example in DE 10 2019 214 557 A1 or CN 21592231 U, the side walls and the crossbars are embodied as sheet metal formings. Here, the crossbars are configured as complex, three-dimensionally formed sheet metal pressings, which are connected to the side walls, for example by welding. Thereby, a high rigidity can be realized in an advantageous manner and the fastening elements for mounting on the vehicle body can be integrally configured in the crossbars. However, in order to provide such complex sheet metal formings, the design and manufacturing technology is relatively expensive. Accordingly, the production and adaptation to different steering column types is expensive.

[0005] In view of the above-mentioned problems, it is the task of the invention to reduce the expenditure in the design and manufacturing process. SUMMARY

[0006] According to the invention, this task is achieved by a steering column having the features of claim 1. Advantageous refinements result from the dependent claims.

[0007] In a steering column for a motor vehicle, the steering column comprises a carrier unit which can be mounted to a vehicle body, the carrier unit having two side walls which extend in a plane parallel to a longitudinal direction and which lie opposite one another parallel to the longitudinal direction at a distance transverse to the longitudinal direction, between which two side walls an adjustment unit is adjustably held, and which two side walls are connected to one another by means of a cross member, wherein the carrier unit has fastening means and the side walls and the cross member have sheet metal parts, it being provided according to the invention that the cross member is configured as a flat sheet metal panel which extends transverse to the longitudinal direction and transverse to the side walls.

[0008] According to the invention, the cross member is configured as a simple planar component which can be provided by two-dimensional shaping in a simple manner and with comparatively low manufacturing costs. The cross member according to the invention extends continuously in its entirety parallel to a transverse plane transverse to the longitudinal direction and has a constant material dimension or thickness perpendicular to the transverse plane. The cross member spans the distance between the side walls. The advantage is that the required rigidity of the carrier unit can be given simply by matching the cross member thickness. The matching of the outer dimensions of the carrier unit, which is essentially determined by the outer distance of the side walls, can be matched in a design and manufacturing-technological manner only by designing the outer contour of the cross member at comparatively low cost.

[0009] In the sense of the present disclosure, a distance is understood to be a distance greater than zero.

[0010] Preferably, the plane of the sheet metal panel (transverse plane) is perpendicular or at least substantially perpendicular to the longitudinal direction and perpendicular to the side walls or to the flat or substantially flat sections of the side walls.

[0011] The main advantage compared to cross members known from the prior art, which are manufactured by three-dimensional shaping (e.g. bending, deep-drawing, etc.), is that the design and manufacturing costs are reduced and that it becomes simpler and more cost-advantageous to match different types of steering columns. Furthermore, weight can be saved. Here, by means of the optimized connection of the cross member to the side walls, a high form rigidity of the carrier unit can be ensured.

[0012] It is advantageous if the fastening means for mounting the carrier unit to the vehicle body are mounted directly on the side walls, so that the flat sheet metal panel of the cross member according to the invention does not have fastening means such as through-holes. The shaping of the cross member can thereby be simplified and a high form rigidity is ensured.

[0013] Preferably, it is provided that the cross member is configured as a continuously flat, one-piece sheet metal blank. Such a two-dimensionally planar extending sheet metal blank can be made simply and cost-effectively from sheet metal material, preferably from steel sheet, by means of punching, precision cutting, laser cutting, etc.

[0014] Advantageously, the crossbeam is constructed in a U-shape using two parallel legs that surround the sidewalls from the outside. The U-shape, integrally located in the flat plate plane of the crossbeam, is formed by a connecting section from which the two legs protrude, a transversely continuous section at the distance between the two sidewalls. The internal distance between the inner sides of the legs, measured transversely to the longitudinal direction, substantially corresponds to the external dimension between the outwardly opposing outer sides of the sidewalls, measured transversely to the longitudinal direction, such that the inner sides of the legs, facing each other, can be directly connected to the outer sides, for example, by weld. This external dimension can be referred to in the same sense as the sidewall width of the load-bearing unit, which is surrounded from the outside by the crossbeam according to the invention. The flat plate of the crossbeam rests vertically from the outside on the preferably flat outer surface of the sidewalls, and there, in the case of a corner structure, connects to the outer side of the sidewalls. This enables the achievement of advantageous high torsional stiffness of the load-bearing unit.

[0015] It is possible that these outriggers are welded to these sidewalls. The crossbeams, like the sidewalls, are preferably constructed of steel plates, thus allowing for the economical creation of robust material-fit connections through welding.

[0016] Advantageously, outwardly projecting fastening elements are installed on the sidewalls, each having a flat fastening section arranged transversely to both the sidewalls and the crossbeams. The fastening elements projecting outward from the load-bearing unit on both sides are preferably constructed as sheet metal parts, preferably made of steel sheet like the sidewalls and crossbeams. The fastening elements have fasteners, such as through holes, in their fastening sections for mounting on the vehicle body. The fastening sections preferably extend continuously and flatly in fastening planes arranged transversely, preferably substantially perpendicular to the sidewall plane and the crossbeam plane. This allows for the construction of particularly torsional-resistant three-dimensional sheet metal joints.

[0017] Preferably, the legs of the crossbeam are welded to the fastening elements in the fastening section. By welding the free end edges of the U-shaped protruding legs (which are preferably substantially perpendicular to the fastening section) to the fastening section, and welding the inner side of the legs to the outer side of the sidewall (which is preferably perpendicular to the fastening section and perpendicular to the crossbeam), a lightweight and torsional-resistant structure that can be easily manufactured by welding can be produced.

[0018] Advantageously, the fastening element is constructed as a U-shaped profile. This U-shaped profile has a flat fastening section from which the U-shaped legs bend. The profile can be welded to the sidewall along the U-shaped edges. This allows for high forming stiffness with low weight and low manufacturing costs. The forming stiffness is particularly high when combined with the beam according to the invention.

[0019] It can be configured such that the sidewall has a transversely penetrating support hole in the front end section, which can accommodate the swing axis of the adjustment unit. Thus, with reference to the assembly position, a height adjustment axis can be realized in the area of ​​the adjustment unit located in front along the driving direction. The adjustment unit can pivot up and down relative to the support unit about this height adjustment axis in order to adjust the height of the steering wheel mounted on the rear end.

[0020] Preferably, the sidewalls have height-adjusting slits extending laterally in the longitudinal direction in the rearward end section. In the rearward end section relative to the direction of travel, a clamping device can act on the carrying unit, generating a clamping stroke that moves the sidewalls relative to each other, thereby allowing the adjusting unit housed between the sidewalls to be released by the sidewalls. The clamping device can have a lifting mechanism in a manner known per se, such as a lifting mechanism with a wedge, ball-end, tilting pin, etc., externally supported on one of the sidewalls, and operable by rotation of a clamping shaft to generate a clamping stroke along the clamping shaft direction. This clamping shaft is guided laterally through two height-adjusting slits, each introduced into a flat section of the sidewall, and externally supported on the other sidewall. The height-adjusting slit is constructed as an elongated hole extending laterally in the longitudinal direction in the height direction, preferably in the form of a radial groove (arc or banana shape). Thus, the adjusting unit, together with the clamping shaft supported thereon, can be adjusted upward or downward relative to the bearing unit by pivoting about a height adjustment axis predetermined by the support hole for height adjustment, and can be fixed or released by operating the clamping device.

[0021] Advantageously, the two crossbeams are arranged spaced apart from each other between the support holes and the height adjustment slit. This allows for a high degree of rigidity.

[0022] In an advantageous improvement, the sidewall may include toothed rails adjacent to the height adjustment slits. These toothed rails may be directly formed in the sidewalls or fixed to the sidewalls as separate components. Preferably, each height adjustment slit has two toothed rails arranged opposite each other such that the height adjustment slit is positioned between the two toothed rails. The toothed rails can engage with a form-fitting element (which is part of the clamping device and can move along the height direction with the adjustment unit) to provide form-fitting fixation of the adjustment unit relative to the carrying unit. This achieves improved fixation compared to fixation based solely on friction fit.

[0023] The load-bearing unit is preferably constructed of steel plate. The sidewalls can be constructed as stamped parts, and the crossbeam according to the invention can be constructed as a stamped part that can be easily manufactured from steel plate.

[0024] Advantageously, the adjustment unit has a housing unit in which the steering spindle is supported in a manner rotatable about its longitudinal axis. A manual steering input, such as a steering wheel, is mounted at the rear end of the adjustment unit.

[0025] Advantageously, the adjustment unit is configured to be longitudinally adjustable. To match the driver's position, the adjustment unit can be designed to be telescopically adjustable axially, i.e., along the longitudinal axis. For this purpose, the housing unit can have an inner housing in which the steering spindle is supported in a manner rotatable about its longitudinal axis. The inner housing is accommodated in an outer housing in a manner adjustable axially, and the outer housing is held between the sidewalls of the supporting unit. In the fixed position, the outer housing can be clamped from the outside onto the inner housing by means of a clamping device, thus achieving longitudinal fixation. In the released position, the clamping is released, allowing the inner housing, together with the steering spindle having the steering wheel, to be telescopically adjusted forward or backward.

[0026] Preferably, an energy-absorbing device can be arranged between the load-bearing unit and the adjusting unit. If, during a collision, a large force is applied longitudinally to the steering column by the object impacting the steering wheel, and this force exceeds a predetermined limit, the steering column may yield, wherein the adjusting unit moves relative to the load-bearing unit in at least one adjusting direction. In the energy-absorbing device (which is connected between the adjusting unit and the load-bearing unit), the kinetic energy introduced through relative motion is absorbed and converted into deformation work, thereby controlling the braking of the object impacting the steering wheel and reducing the risk of injury.

[0027] The energy-absorbing device may have an energy-absorbing element inserted between the inner and outer shells of the shell unit, and / or between the shell unit and the load-bearing unit. The deformable section of the energy-absorbing element undergoes plastic deformation while absorbing kinetic energy due to the relative movement between the outer shell and the adjusting unit during a collision, for example, by bending the bending joint, separating the tearing joint, or widening the slit. Friction elements that convert kinetic energy into frictional heat may also be provided. Such and other energy-absorbing elements and combinations thereof are known in principle from the prior art. Attached Figure Description

[0028] Advantageous embodiments of the invention will now be explained in detail with reference to the accompanying drawings. Details are shown below:

[0029] Figure 1 The steering column according to the invention is illustrated in a schematic three-dimensional diagram.

[0030] Figure 2 The data is shown in a separate 3D diagram based on... Figure 1 The steering column, a load-bearing unit constructed according to the present invention,

[0031] Figure 3The side view shows the results according to Figure 2 The supporting unit. Detailed Implementation

[0032] In different accompanying drawings, the same parts are always given the same reference numerals, and therefore are usually named or mentioned only once each.

[0033] Figure 1 The steering column 1 according to the invention is shown in a schematic three-dimensional diagram, wherein the end located at the front along the direction of travel, referring to the assembly position, points to the left, and the corresponding end located at the rear points to the right.

[0034] The steering column 1 has a load-bearing unit 2 designed according to the present invention, which in Figure 2 China and Israel are similar Figure 1 The 3D plots are shown separately and in... Figure 3 The image is shown in a side view.

[0035] The support unit 2 has two sidewalls 21, which are oriented in a longitudinal direction and extend elongatedly along the longitudinal axis L. These two sidewalls extend planarly and are located on opposite sides of the longitudinal axis L, parallel to each other. The two sidewalls are constructed as sheet metal parts, preferably as stamped parts made of steel sheet.

[0036] An adjustment unit 3 is adjustably accommodated and held between the mutually facing, parallel inner sides of the two sidewalls 21. This adjustment unit has a housing unit 31 in which the steering spindle 32 is supported in the indicated set position in a manner rotatable about the longitudinal axis L. At its rear end, facing the driver's position, the steering spindle 32 has a fastening section 33 for mounting a steering wheel (not shown).

[0037] The two sidewalls 21 are connected by two crossbeams 22. According to the invention, the crossbeams 22 are each constructed as flat sheet metal plates extending in a transverse plane transverse to the longitudinal axis L. The crossbeams are constructed in a two-dimensional U-shape with connecting sections 220 spanning the transverse distance between the sidewalls 21, and two U-shaped legs 221 extend from these connecting sections (downward in the illustrated assembly position). The sheet metal plates can be flat sheet metal stampings, preferably integrally formed from steel plates.

[0038] The crossbeam 22 surrounds the sidewall 21 from the outside, wherein the U-shaped legs 221 abut against the outer side of the sidewall 21 with their inner edges facing each other, and are preferably connected by means of the material of the weld 4.

[0039] Outwardly protruding fastening elements 23 are mounted to the outer side of the sidewall 21. Each fastening element 23 has a flat fastening section 231 arranged transversely to the sidewall and transversely to the crossbeam. Through holes 24 are formed in each fastening section as fasteners. The fastening element 23 can preferably be a steel plate profile with a bent, U-shaped cross-section in this example. The fastening element is welded to the sidewall 21.

[0040] The crossbeam 22 is connected to the fastening element 23 (preferably in the flat fastening section 231) by means of the protruding front edge of the U-shaped support leg via weld 4. Thus, a particularly rigid, three-dimensional plate joint is formed in the connection area consisting of the crossbeam 22, the side wall 21 and the fastening section 23.

[0041] In the front region, the sidewall 21 has support holes 25 located on the swing axis 26, which is perpendicular to the longitudinal axis L. The adjustment unit 3 is pivotally supported on the carrier unit 2 about the swing axis 26, such that the fastening section 33, together with the steering wheel mounted thereon, can be adjusted along the height direction H for height adjustment. Figure 1 As shown.

[0042] The housing unit 31 can be configured to be longitudinally adjustable along the direction of the rotation axis, thereby enabling longitudinal adjustment of the steering wheel mounted on the steering spindle 32.

[0043] In the rear region, the sidewall 21 has a height adjustment slit 27 extending elongated in the height direction H. The clamping device 5 has a clamping shaft 51 supported on the adjusting unit 3. The clamping shaft 51 extends through the height adjustment slit 27 and is movable in the height direction H therein.

[0044] The clamping device 5 has a known lifting mechanism, such as a wedge, ball ramp, tilting pin, or other lifting mechanism, which is externally supported on one of the side walls 21 and can be operated by rotating the clamping shaft 51, for example by manually operating the clamping lever 52, to generate a clamping stroke along the direction of the clamping shaft 51. The clamping shaft 51 is externally axially supported on the other side wall 21. Thus, the adjusting unit 3 can be selectively clamped or released between the side walls 21 by operating the lifting mechanism, thereby achieving a releasable fixation for height adjustment of the adjusting unit.

[0045] Toothed rails 271 are arranged adjacent to the height adjustment slit 27. These toothed rails 271 are formed directly in the sidewall 21 by means of a so-called half-cut. Each height adjustment slit 27 has two toothed rails 271, which are arranged opposite each other such that the height adjustment slit 27 is positioned between the two toothed rails. The toothed rails 271 engage with a form-fitting element (which is part of the clamping device 5) to provide form-fitting fixation for the adjustment unit 3 relative to the support unit 2.

[0046] In one of the sidewalls 21, adjacent to the height adjustment slit 27, two flange portions 272 spaced apart along the height direction H are formed. These flange portions 272 are part of a height adjustment limiting device, which also includes a protrusion of the adjusting unit 3 configured as a stop element. The protrusion is arranged between the flange portions 272 and is movable with the adjusting unit 3 so that the stop element can contact the flange portion 272 to limit the adjustment of the adjusting unit 3 relative to the supporting unit 2.

[0047] The two crossbeams 22 are arranged spaced apart from each other in the longitudinal direction, spaced apart from the support hole 25, and spaced apart from the height adjustment slit 27.

[0048] Preferably, an energy-absorbing device 6 can be integrated between the bearing unit 2 and the adjustment unit 3. This energy-absorbing device has an energy-absorbing element in a manner known per se, which absorbs energy and undergoes plastic deformation when an object impacts the steering wheel at high speed and directs a large impact force longitudinally into the adjustment unit 3 during a collision. Thus, the collision is controlled and braked.

[0049] The clamping device 5 is preferably configured such that the energy-absorbing device 6 is activated only in the fixed state, and in the released state, adjustment of the adjusting unit 3 relative to the bearing unit 2 is possible.

[0050] The side component 21, the crossbeam 22, and the fastening element 23 are preferably plate components made of steel plates and are firmly connected to each other by welding.

[0051] Explanation of reference numerals in the attached figures

[0052] 1 Steering column

[0053] 2 bearing units

[0054] 21 sidewalls

[0055] 22 crossbeams

[0056] 220 connecting section

[0057] 221 U-shaped support legs

[0058] 23 Fastening components

[0059] 231 Fastening Section

[0060] 24 through holes

[0061] 25 support holes

[0062] 26 Oscillation Axis

[0063] 27 Height Adjustable Slit

[0064] 3 adjustment units

[0065] 31-shell unit

[0066] 32 steering spindle

[0067] 33 Fastening Section

[0068] 4 welds

[0069] 5 clamping devices

[0070] 51 clamping shaft

[0071] 6 energy absorbing device

[0072] L-axis

[0073] H-height direction

Claims

1. A steering column (1) for a motor vehicle, the steering column comprising a support unit (2) mountable to a vehicle body, the support unit having two parallel and opposing sidewalls (21) extending in a plane parallel to the longitudinal direction and spaced apart transversely to the longitudinal direction, an adjustment unit (3) adjustable between the two sidewalls, and the two sidewalls being connected to each other by a crossbeam (22), wherein, The supporting unit (2) has fasteners (24), and the sidewalls (21) and crossbeams (22) have plate components. Its features are, The beam (22) is constructed as a flat plate that extends transversely to the longitudinal direction (L) and transversely to the sidewall (21).

2. The steering column according to claim 1, characterized in that, The crossbeam (22) is constructed as a continuous, flat, monolithic sheet blank.

3. The steering column according to any one of the preceding claims, characterized in that, The crossbeam (22) is constructed in a U-shape using two parallel legs (221), which surround the sidewall (21) from the outside.

4. The steering column according to claim 3, characterized in that, These outriggers (221) are welded to these sidewalls (21).

5. The steering column according to any one of the preceding claims, characterized in that, Outwardly protruding fastening elements (23) are installed on the sidewall (21), each having a flat fastening section (231) arranged transversely to the sidewall (21) and transversely to the crossbeam (22).

6. The steering column according to claim 5, characterized in that, The legs (221) of the crossbeam (22) are welded to the fastening element (23) in the fastening section (231).

7. The steering column according to claim 5 or 6, characterized in that, The fastening element (23) is constructed as a U-shaped profile.

8. The steering column according to any one of the preceding claims, characterized in that, The sidewall (21) has a transverse support hole (25) in the front end section, in which the swing axis (26) of the adjustment unit (3) can be accommodated.

9. The steering column according to any one of the preceding claims, characterized in that, The sidewall (21) has a height-adjustable slit (27) extending laterally to the longitudinal direction (L) in the rear end section.

10. The steering column according to claims 8 and 9, characterized in that, At least two crossbeams (22) are arranged spaced apart from each other between the support hole (25) and the height adjustment slit (27).

11. The steering column according to any one of the preceding claims, characterized in that, The load-bearing unit (2) is constructed of steel plates.

12. The steering column according to any one of the preceding claims, characterized in that, The adjustment unit (3) has a housing unit (31) in which the steering spindle (32) is supported so as to be rotatable about its longitudinal axis.

13. The steering column according to any one of the preceding claims, characterized in that, The adjustment unit (3) is designed to be longitudinally adjustable.

14. The steering column according to any one of the preceding claims, characterized in that, An energy-absorbing device (6) is arranged between the bearing unit (2) and the regulating unit (3).

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