Steer-by-wire translation handwheel actuator with rearward pivoting position

Abstract

The present disclosure relates to a steer-by-wire translation handwheel actuator with a rearward pivot position. A steer-by-wire system includes a steering shaft having a first end couplable to a steering input device. The steering system further includes a column shroud supporting the steering shaft. The steering system further includes a handwheel actuator operatively associated with the steering shaft to sense steering input and provide feedback. The steering system further includes a mounting bracket configured to secure the column shroud to a vehicle structure and provide a rake pivot axis for the column shroud, wherein the rake pivot axis is located between the first end of the steering shaft and the handwheel actuator, wherein the handwheel actuator is entirely located between a first end of the mounting bracket and a second end of the mounting bracket.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to U.S. Provisional Patent Application Serial No. 63 / 797,572, filed April 30, 2025, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] This disclosure generally relates to vehicle steering systems, and more specifically to a steer-by-wire translation handwheel actuator having a rearward pivot position. Background Technology

[0004] Traditional steering column designs have an upper and lower axle, which connect the steering wheel and road wheels via mechanical linkages. This structure has limitations regarding collapse performance due to functional and cost considerations. Steer-by-wire systems eliminate this continuous mechanical connection between the steering wheel and road wheels by having one or more handwheel actuators and one or more road wheel actuators for controlling the vehicle's steering.

[0005] During vehicle operation, the handwheel actuator and road wheel actuator cooperate with each other via electrical communication (e.g., wires, sensors, and a central processing unit) to directionally control the movement of the vehicle. More specifically, sensed movement of the corresponding handwheel and / or tire is electrically transmitted to the corresponding handwheel actuator or road wheel actuator to cause movement of the handwheel and / or tire.

[0006] Compared to a steering column, which requires a continuous mechanical connection between the steering wheel and the road wheels, steer-by-wire systems simplify and enhance the design in some aspects. For example, the intermediate shaft is constrained by the space required under the dashboard, necessitating a U-joint positioned under the dashboard, and the upper U-joint needing to be positioned to coincide with or nearly coincide with the rake pivot axis. This requires the rake pivot axis to be located at the lower end of the steering column (i.e., the front in the vehicle). This results in a significant displacement between the column jacket and the dashboard at the dashboard's viewing plane (i.e., the rear in the vehicle). Vehicle interior designers considered this clearance unsightly. Summary of the Invention

[0007] According to one aspect of this disclosure, a steer-by-wire system includes a steering shaft having a first end connectable to a steering input device. The steering system also includes a column sleeve for supporting the steering shaft. The steering system further includes a handwheel actuator operatively associated with the steering shaft to sense steering input and provide feedback. The steering system also includes a mounting bracket configured to secure the column sleeve to a vehicle structure and provide a tilt pivot axis for the column sleeve, wherein the tilt pivot axis is located between the first end of the steering shaft and the handwheel actuator, wherein the handwheel actuator is entirely located between the first end and a second end of the mounting bracket.

[0008] According to another aspect of this disclosure, the steer-by-wire system includes a steering shaft having a first end connectable to a steering input device. The steering system also includes a fixed-length column sleeve for supporting the steering shaft. The steering system further includes a handwheel actuator operatively associated with the steering shaft and including a motor arranged coaxially with the steering shaft. The steering system also includes a mounting bracket configured to secure the column sleeve to the vehicle structure and provide a tilt pivot axis for the column sleeve, wherein a handwheel actuator is mounted to the operator-away side of the column sleeve, positioned between the column sleeve and the tilt bracket of the tilt locking assembly, and entirely between a first end and a second end of the mounting bracket, wherein the mounting bracket provides linear fore-and-aft guides along which the steering shaft, column sleeve, and handwheel actuator translate together relative to the mounting bracket during axial adjustment, and wherein, when installed in the vehicle, the tilt pivot axis is positioned adjacent to the observation plane of the instrument panel and between the first end of the steering shaft and the handwheel actuator, such that the clearance between the column sleeve and the instrument panel remains substantially constant throughout the tilt adjustment range.

[0009] These and other advantages and features will become more apparent from the following description taken in conjunction with the accompanying drawings. Attached Figure Description

[0010] The subject matter of this disclosure is specifically pointed out and expressly claimed in the claims at the end of the specification. The foregoing and other features and advantages of this disclosure will be apparent from the following detailed description taken in conjunction with the accompanying drawings.

[0011] Figure 1 The overall diagram illustrates the vehicle's steer-by-wire system.

[0012] Figure 2 The steering column of the system at different tilt angles is schematically shown.

[0013] Figure 3 This is a side view of the steering column.

[0014] Figure 4This is a side view of a portion of the steering column, where a section of the column has been cut away to expose the internal components.

[0015] Figure 5A The tilting and pivoting aspects of the steering column are shown.

[0016] Figure 5B The axial movement of the steering column is shown.

[0017] Figure 6A The relative angle between the steering column axis and the mounting bracket is shown during axial movement.

[0018] Figure 6B The parallel axial movement between the steering column axis and the mounting bracket is shown. Detailed Implementation

[0019] The present disclosure will now be described with reference to the accompanying drawings, in which specific embodiments will be shown, and not to be limiting of the disclosure. It should be understood that the embodiments of the present disclosure are merely illustrative, and the disclosure may be implemented in various and alternative forms. The drawings are not necessarily drawn to scale; some features may be enlarged or reduced to show details of particular components. Therefore, the specific structural and functional details disclosed herein should not be construed as limiting, but only as a representative basis for teaching those skilled in the art to use the disclosure in different ways.

[0020] First refer to Figure 1 The present disclosure generally illustrates a vehicle 20. Vehicle 20 can be any vehicle (e.g., a car, truck, SUV, minivan, crossover, any other passenger vehicle, any commercial vehicle, or any other suitable vehicle). While vehicle 20 can be a passenger vehicle with road wheels and used on roads, the principles of the present disclosure can be applied to other vehicles (e.g., an airplane, tractor, boat, or other suitable vehicle). Vehicle 20 may include a propulsion system 30, such as an internal combustion system, an electrical system, or a combination thereof.

[0021] Vehicle 20 includes a steering system 40. The steering system 40 can be configured as a driver-interface steering system, an automatic steering system, or a system that allows both driver-interface and automatic steering. The steering system includes a steering input device 42 (e.g., a steering wheel) whereby the driver can manually provide steering input by turning the steering wheel. A steering column assembly 44 includes a steering column 45 extending along an axis. A handwheel actuator (“HWA”) 46 (also referred to as a “simulator”) is disposed in the wire steering system and is used to provide feedback and assistance to the steering input device 42 and to receive manual driver input for steering control.

[0022] The steering column 45 includes one or more portions that may be referred to as one or more sheaths. The sheaths are axially and / or height-adjustable to allow movement within a range of positions to meet the user's positioning preferences for the steering input device 42 and to provide energy absorption benefits in the event of an impact, as disclosed herein.

[0023] Road wheel actuator (“RWA”) 56 is operatively in communication with handwheel actuator 46. Road wheel actuator 56 actuates lateral maneuvering of the vehicle in response to input received from handwheel actuator 46. Both handwheel actuator 46 and road wheel actuator 56 may include their respective processors and controllers, or a single processor may communicate with the respective controllers of handwheel actuator 46 and road wheel actuator 56. Road wheel actuator 56 is part of a system including an output that drives a rack, ball screw, or any other cross-car oriented component 58 operatively coupled to road wheel 62.

[0024] Traditionally, continuous mechanical connections spanning multiple components have been used to connect the steering wheel 42 to the vehicle's road wheels 62. However, steer-by-wire systems eliminate the need for an uninterrupted mechanical connection between the steering wheel 42 and the vehicle's road wheels 62. For example, in some systems, an intermediate shaft is no longer required. These advancements, as described above, present both new opportunities and challenges for steer-by-wire systems.

[0025] Now for reference Figure 2 and Figure 3 The diagram shows the steering system 40 in more detail. A steering input device 42 is operatively coupled to the steering column 45 via a connection to a steering shaft 70. A portion of the steering shaft 70 is housed within a housing 47. A handwheel actuator 46 is operatively coupled to the side of the housing 47 furthest from the operator. The handwheel actuator 46 includes a motor housed within a motor housing. The motor includes an output device or gear assembly that interacts with and is coaxially arranged with the steering shaft 70. A steering wheel 42 is mounted to a first end 71 of the steering shaft 70. Embodiments of this disclosure eliminate the need for at least some portions of a conventional steering shaft (e.g., an intermediate shaft) and facilitate positioning the handwheel actuator 46 closer to the steering wheel 42. This allows for a reduction in the overall length of the steering column 45, thereby reducing the required overall package space.

[0026] The steering column 45 includes a mounting bracket 80 that secures the steering column 45 to the vehicle structure. The steering column 45 includes a camber adjustment mechanism 100, which allows an operator to manually lock and unlock the camber position of the steering column 45. The camber adjustment mechanism 100 includes a camber adjustment lever 102, which is rotatable to move the camber adjustment mechanism 100 between a locked and unlocked state. The camber adjustment lever 102 is operatively coupled to a camber release link 104, which interacts with a camber locking feature 106 to lock and unlock the camber adjustment mechanism 100. An energy absorption assembly 110 is also provided to assist in responding to impact events.

[0027] In some embodiments, the camber adjustment mechanism 100 is implemented as a clamping arrangement that cooperates with the mounting bracket 80 to lock and unlock the steering column 45 in a selected camber position. The clamping arrangement may include a camber adjustment lever 102, a camber release link 104, and a camber locking feature 106, configured to apply and release clamping forces at the mating surfaces between the component carried by the column sheath 47 (e.g., the camber bracket) and the mounting bracket 80. When the camber adjustment lever 102 is moved to the locked position, the link 104 causes the camber locking feature 106 to generate a clamping force that prevents relative movement. When the camber adjustment lever 102 is moved to the unlocked position, the link 104 releases the clamping force to allow camber adjustment.

[0028] The clamping arrangement of the tilt adjustment mechanism 100 is enclosed near the mounting bracket 80, resulting in a short and substantially direct load path between the clamping engagement surface and the mounting bracket 80. In one arrangement, at least a portion of the tilt adjustment lever 102 and the linkage 104 are positioned adjacent to the outer surface of the mounting bracket 80, and the tilt locking feature 106 is positioned to engage with the mounting bracket 80 without requiring a vertically elevated stand-off structure. By positioning the clamping arrangement near the mounting bracket 80, rather than vertically away from it, the overall vertical encapsulation of the steering column assembly 44 is reduced, thereby improving clearance with the instrument panel structure, piping, and other under-panel components. The reduced vertical encapsulation is further facilitated by orienting the tilt adjustment lever 102 and the linkage 104 such that lever actuation occurs substantially alongside the mounting bracket 80 rather than above or below it, while maintaining sufficient mechanical advantage to handle anticipated driver loads and steering wheel abuse loads. In some embodiments, a portion of the link 104 passes through an opening or recess defined by the mounting bracket 80 and / or the tilt bracket carried by the column sheath 47 to maintain a compact vertical stack throughout the tilt adjustment range.

[0029] In some embodiments, mounting bracket 80 defines a rigid frame having a first end 80a and a second end 80b spaced apart along the longitudinal direction of the vehicle, parallel to the longitudinal direction of the steering system and steering column assembly 44. The frame may be formed as a die-cast or stamped metal structure, such as aluminum or low-carbon steel, with laterally spaced sidewalls connected by transverse members to resist torsional and bending loads. Bracket 80 is configured to be fastened to a vehicle structure (e.g., a vehicle crossbeam or dashboard reinforcement) by mechanical fasteners inserted through mounting pads or bosses located on the sidewalls. Bracket 80 also defines a plurality of opposing pivot supports aligned to establish an inclination pivot axis A. Each pivot support may be implemented as a hole, clevis, or spherical socket. The corresponding pivot feature on the column sleeve 47 is received by the pivot support, such that when tilt adjustment occurs, the column sleeve 47, the steering shaft 70 and the handwheel actuator 46 pivot together as a whole about the tilt pivot axis A relative to the mounting bracket 80.

[0030] Compared to existing systems, the tilt pivot axis A is intentionally positioned at the rear of the vehicle, where, when installed, the system pivots approximately to or coincides with the dashboard's viewing plane around an axis at the end of the steering column (i.e., the front of the vehicle). By establishing the pivot point near the viewing plane, the outer surface of the column sleeve 47, which engages with the dashboard, exhibits virtually no radial sweep relative to the dashboard during tilting movements. As a result, the clearance G between the column sleeve 47 and the dashboard remains substantially constant throughout the tilt range. In one embodiment, axis A is located within 5 millimeters of the viewing plane, thereby substantially eliminating visible clearance variations during tilt adjustment.

[0031] Mounting bracket 80 also provides linear fore-aft guides along which the column sleeve 47 translates relative to mounting bracket 80. In one arrangement, the guides include guide rails or sliding surfaces formed on the inner surfaces of the bracket sidewalls, and complementary low-friction sliders, bushings, or circulating ball elements carried by the column sleeve 47. In another arrangement, bracket 80 defines a longitudinal groove 92, and the column sleeve 47 carries fasteners riding in the groove via linear bearings, thereby restraining movement along the vehicle's fore-aft axis. The linear guides are arranged such that the column sleeve 47, steering shaft 70, and handwheel actuator 46 translate together as a whole, while bracket 80 remains fixed to the vehicle structure.

[0032] In some embodiments, the linear front and rear guides provided by the mounting bracket 80 constrain the translation of the column sleeve 47 along a translation axis T, which is intentionally chosen to be independent of and not collinear with the central axis S of the steering axis 70. In other words, the translational path of the column sleeve 47 relative to the mounting bracket 80 can be limited to a vehicle-based direction (e.g., substantially horizontal or substantially parallel to the vehicle's front and rear references relative to the vehicle floor), rather than being constrained to occur strictly along the steering axis S. This is especially relevant when the steering column assembly 44 is mounted at a non-zero mounting angle relative to the vehicle (e.g., as...). Figure 6A (The column angle of approximately 12 degrees is schematically shown in the diagram), this arrangement is particularly advantageous.

[0033] By allowing translation along a translation axis T independent of the steering axis S, this system reduces or eliminates the inherent overturning moment that would otherwise be induced during reach adjustment when a reach load applied by the driver is introduced into the steering input device 42 in a direction misaligned with the steering axis S. In conventional arrangements that constrain translation along the steering axis, the mounting angle can cause the applied reach load to decompose into moment components that tend to rotate the column sleeve 47 relative to the mounting bracket 80 about the lateral axis, thereby increasing friction at the guide engagement surface, increasing bearing lateral loads, and resulting in sticking or uneven adjustment forces. The independent translation axis T of this disclosure reduces these moment components and correspondingly reduces lateral loads at the guide engagement surface and pivot support.

[0034] In one implementation, the translation axis T is substantially horizontal relative to the vehicle, while the steering axis S is inclined relative to the horizontal plane, such that translation occurs at a relative angle between axes S and T (e.g., as shown in the image). Figure 6A (Illustrative illustration). In another embodiment, the translation axis T is selected to be substantially parallel to the steering axis S (e.g., as shown in the diagram). Figure 6B (Illustrated schematically). In each embodiment, the translation axis T can be selected to optimize the feel of adjustment, reduce guide wear, and improve the controllability of translational movement, while maintaining the encapsulation relationship described herein, including keeping the handwheel actuator 46 fully held between the first end 80a and the second end 80b of the mounting bracket 80 during translation.

[0035] The handwheel actuator 46 is mounted on the side of the column sleeve 47 away from the first end 71 of the steering shaft 70. The actuator 46 includes a motor housed within a motor housing 46a, and the motor output is arranged coaxially with the steering shaft 70. Torque transmission elements (e.g., torsional rigid couplings, splines, or gear sets) connect the motor output to the steering shaft 70 to generate feedback and sense the driver's input torque or angle. The coaxial arrangement reduces the package length and supports a compact package between the bracket ends 80a, 80b. Vibration-damping bushings are used to secure the actuator 46 to mounting bosses on the column sleeve 47 to reduce noise and harshness while maintaining positional accuracy for angle and torque sensing.

[0036] In some configurations, the handwheel actuator 46 is axially positioned between the pivot feature and the steering input device 42, but entirely within the span defined by the first end 80a and the second end 80b of the mounting bracket 80. This arrangement offers several advantages. First, it achieves a shorter overall column length, reducing encapsulation constraints near the dashboard. Second, by positioning the mass of the actuator 46 between the bracket ends, the inertial loads induced in a vehicle collision are directly borne by the bracket 80, improving the robustness of the energy absorption assembly 110. Third, by holding the actuator 46 between the bracket ends, the accessibility of cabling and electrical connectors can be managed without increasing clearance to the dashboard.

[0037] The tilt locking assembly 100 includes a tilt bracket 120 carried by a post sleeve 47 and movable together with the post sleeve 47 about a tilt pivot axis A. The tilt bracket 120 is configured to engage with a mounting bracket 80 to lock the post in a selected tilt position. A link 104 is operatively connected between a tilt adjusting rod 102 and a tilt locking feature 106 on the tilt bracket 120. In one embodiment, the tilt locking feature 106 includes a toothed sector on the tilt bracket 120 that engages with a pawl supported on the mounting bracket 80. Rotation of the tilt adjusting rod 102 moves the link 104 to rotate the pawl between an engaged state that prevents relative rotation and a disengaged state that allows tilt adjustment. In another embodiment, the tilt locking feature 106 is a friction clamp that biases a high-friction engagement surface between the tilt bracket 120 and the mounting bracket 80. In each case, the geometry and lever arm of link 104 are selected such that the driver's actuation force remains within ergonomic limits while withstanding anticipated steering wheel abuse loads and system loads. Because actuator 46 is located between pillar sleeve 47 and tilt bracket 120, the mass and torque reaction forces of the actuator are borne internally by the locking subassembly and do not introduce additional bending beyond design tolerances into bracket 80.

[0038] In the illustrated embodiment, the column sleeve 47 can be a fixed-length structure, such as a drawn-over-mandrel tube (cold-drawn tube) or a hydroformed section with integrated mounting features. When a fixed-length sleeve is used, the fore-and-aft position is provided solely by the translation of the sleeve 47 along the guide, thereby eliminating the risk of expansion joint surfaces and their associated rattles. The steering shaft 70 can be an integral shaft or a splined shaft supported by bearings within the sleeve 47. The radial bearing can be an angular contact or deep groove ball bearing held within the sleeve by a snap ring or threaded retainer, with controlled axial preload to maintain low lash for tactile fidelity from the handwheel actuator 46.

[0039] To ensure a substantially constant clearance G during tilting, the profile of the outer surface geometry of the pillar sleeve 47 near the dashboard is designed to conform to a rotating surface about the tilt pivot axis A. This profile may be defined as a cylindrical or conical surface segment centered on axis A, such that any rotation about A causes a minimal relative displacement orthogonal to the dashboard viewing plane. In some embodiments, a flexible shield or cover is attached to the dashboard and slightly contacts the profiled surface of the sleeve 47 to maintain an aesthetically pleasing, continuous mating surface while allowing tilting and translational movements.

[0040] The assembly process can be performed as follows. The pivot feature of the column sleeve 47 is aligned with the pivot support of the mounting bracket 80 and held in place by fasteners, pins, or an interference-fit bushing that establishes the tilt pivot axis A. The handwheel actuator 46 is coupled to the steering shaft 70 and secured to the sleeve 47. The tilt bracket 120 is attached to the sleeve 47 near the operator, with the actuator 46 positioned between the sleeve wall and the tilt bracket 120. The linkage 104 is connected to the tilt adjustment lever 102 and the tilt locking feature 106. The linear guide element is assembled such that the column subassembly is captured for fore-and-aft movement relative to the mounting bracket 80. The mounting bracket 80 is then secured to the vehicle structure such that axis A is located near the dashboard viewing plane, as defined by the vehicle's interior design.

[0041] During operation, when the camber adjustment lever 102 is in the unlocked position, the driver can pivot the steering column about the camber pivot axis A within the available camber range, and can also translate the steering column back and forth along the linear guide to set the reach. When the lever 102 is in the locked position, the camber bracket 120 and the mounting bracket 80 are fixed to prevent relative movement, and any force generated by the driver at the steering input device 42 is borne by the vehicle structure through the locking engagement surface. The handwheel actuator 46 senses the torque applied by the driver and / or the steering wheel angle position via a coaxial motor and associated sensors, and transmits tactile feedback to simulate road feel, while also communicating with the road wheel actuator 56 for steer-by-wire control.

[0042] The aforementioned travel limiter assembly can be implemented as a pair of arc-shaped stops disposed within the sleeve 47, engaging with a stop feature keyed to the steering shaft 70 to limit angular rotation to a safe range suitable for the drive-by-wire handwheel, such as ±540 degrees from the center. The sensor assembly may include a multi-turn absolute encoder or resolver coupled to the steering shaft 70, and a torque sensor integrated with a motor shaft or torsion bar element. Sensor signals can be transmitted via a wiring harness fixed to the column sleeve 47 and the bracket 80, minimizing bending of the wiring harness during tilting and translation.

[0043] Materials and tolerances are selected to withstand design load conditions and maintain alignment under temperature and vibration. Mounting bracket 80 may be made of aluminum alloy with a yield strength of 150 to 250 MPa, column sleeve 47 may be made of steel or aluminum tubing with a wall thickness between 1.5 and 3.5 mm, and pivot bushing may be made of sintered bronze or polymer composite material for low friction and wear resistance. When using aluminum, the guide rails or slides of the linear guide may include a low-friction coating, such as a PTFE impregnation layer or a hard anodizing layer.

[0044] Without departing from the stated functional relationship, alternative embodiments consider different implementations of the pivot and guide. For example, the pivot support can be implemented as a trunnion extending from the sleeve 47 into a bearing received by the bracket 80, or as an axle fixed to the bracket 80 through a bearing carried by the sleeve 47. The linear guide can take the form of double parallel guides for increased stiffness, a central dovetail slide, or a pair of cylindrical shafts and a linear bushing. In all cases, the guide restricts movement to the front-rear axis and supports the combined mass of the steering shaft 70, the column sleeve 47, and the handwheel actuator 46 during translation.

[0045] Various encapsulation relationships are considered, provided that the handwheel actuator 46 is fully retained between the first end 80a and the second end 80b of the mounting bracket 80 and between the column sleeve 47 and the tilt bracket 120. For example, the actuator 46 can be partially nested within a recess formed on the distal side of the column sleeve 47 to further reduce protrusion toward the operator. Furthermore, the actuator 46 can be circumferentially positioned (clocked) around the steering axis 70 to avoid vehicle components while maintaining the desired positional relationship with the bracket end and the tilt bracket.

[0046] In some embodiments, the tilt locking assembly 100 is assisted. A compact electric or pneumatic actuator can drive the linkage 104 to move the locking feature 106 between a locked and unlocked state, for example, in response to driver profile selection, under electronic control. Whether manually or power-operated, the geometry of the locking engagement surface is configured to withstand static and dynamic loads encountered under normal operation and improper use conditions, and to maintain the position of the post relative to the mounting bracket 80 without creep.

[0047] The configuration disclosed herein allows the steering shaft 70, column sleeve 47, and handwheel actuator 46 to pivot together about the tilt pivot axis A and translate together along the linear guide while maintaining an aesthetically pleasing functional interface with the instrument panel. By eliminating the telescopic sleeve section and positioning the tilt pivot near the instrument panel viewing plane, the system maintains a substantially constant clearance G during tilt and reach adjustments, reducing the number of components and supporting robust steer-by-wire driver interface performance.

[0048] While the relative positions shown in the illustration indicate axis A located between the first end of steering shaft 70 and handwheel actuator 46, it is conceivable that precise axial clearance can be varied to accommodate different dashboard depths while still maintaining axis A rearward relative to handwheel actuator 46 and adjacent to the dashboard viewing plane, thus achieving constant clearance behavior. Furthermore, by modifying the linear guide travel length and the engagement arc of tilt locking feature 106, the degree of forward and backward translation and tilt can be adjusted independently of each other and independently of the positional relationship between actuator 46 and bracket ends 80a, 80b.

[0049] It should be understood that the structural features described herein can be applied to drive-by-wire columns employing alternative handwheel input devices (e.g., yoke steering wheels), and the term "away from the operator" refers to the side of the column housing 47 away from the driver's side of the passenger compartment. The described mounting bracket 80, pivot support, and linear guide work together to maintain the defined positional constraint of the handwheel actuator 46 and achieve a constant clearance engagement surface with the instrument panel throughout the adjustment range.

[0050] The foregoing embodiments provide sufficient detail for implementation by those skilled in the art, including: wherein the mounting bracket 80 provides the arrangement of the front and rear linear guides; the column sleeve 47 has a fixed length; the handwheel actuator 46 is coaxial with and operatively associated with the steering shaft 70; the actuator 46 is mounted to the distal side of the column sleeve 47 and disposed between the sleeve 47 and the tilt bracket 120; the actuator 46 is entirely located between the bracket ends 80a, 80b; the tilt pivot axis A is located between the first end of the steering shaft 70 and the actuator 46 and is positioned adjacent to the instrument panel viewing plane; and the steering shaft 70, the column sleeve 47 and the actuator 46 translate together during axial adjustment and pivot together during tilt adjustment while maintaining a substantially constant clearance from the instrument panel.

[0051] Since the intermediate shaft is no longer part of the steering system, and due to the characteristics of the embodiments disclosed herein, the pivoting position of the steering column can be located at or near the observation plane of the instrument panel, and / or at or near the top of the column sleeve 47, to minimize clearance variations with the instrument panel. Advantageously, the clearance between the column sleeve and the instrument panel is minimized or eliminated to remove visual discontinuities at the column mating surfaces. The clearance width is fixed and easily covered. The adjustment mechanism for the manual column will have a more advantageous lever action with the steering wheel for adjusting the increment size and bearing locking loads. The length of the steering column can be more easily increased forward toward the separator in the vehicle to achieve a longer sleeve, which will support a long-travel retractable column design.

[0052] The embodiments disclosed herein allow the ends of the column to translate freely forward and backward without affecting steering kinematics. The sheath assembly can translate relative to the mounting bracket. Advantageously, two telescopic sheaths can be combined into a single translational component, the telescopic steering shaft can be simplified into a single fixed shaft, and / or the sheath, shaft, and motor can be integrated into a single assembly.

[0053] Figure 4 This is a partial side view of the steering column, showing its internal components. A travel limiter assembly is disposed within the column housing and operatively coupled to the steering shaft to limit rotational movement within a predetermined range. The travel limiter assembly includes a stop feature keyed to the steering shaft and a mating arcuate stop retained within the housing, such that engagement between the stop feature and the arcuate stop prevents rotation at the travel limits. A sensor assembly is also shown, comprising an angular position sensor configured to detect the steering shaft position and a torque sensor configured to detect input applied by the driver. This sensor assembly is mounted near the upper bearing within the housing and electrically coupled to the handwheel actuator.

[0054] Figure 5AThis is a schematic side view of the steering column and mounting bracket, showing the camber pivot and forward / backward translation slots. Opposite pivot supports of the mounting bracket define the camber pivot axis, and the corresponding pivot feature of the column sleeve is received by the pivot supports, causing the steering shaft, column sleeve, and handwheel actuator to pivot together about the camber pivot axis. Longitudinal slots formed in the mounting bracket provide linear guides for the extension and retraction of the column sleeve relative to the mounting bracket. The indicated camber column centerline is used to show the geometry of the sleeve surface relative to the instrument panel viewing plane.

[0055] Figure 5B It is similar to Figure 5A A schematic side view illustrating telescopic (translational) movement. A slider or bearing, carried by the column sleeve, rides within a longitudinal slot in the mounting bracket, causing the steering shaft, column sleeve, and handwheel actuator to translate back and forth as a whole, while the mounting bracket remains fixed to the vehicle structure. This arrangement keeps the handwheel actuator fully positioned between the first and second ends of the mounting bracket during translation.

[0056] Figure 6A This is a schematic side view illustrating horizontal extension and collapse with a column angle of 12°. The forward and backward translation paths are shown as basically horizontal relative to the vehicle, and the steering column axis is oriented at a relative angle of 12°. In a collapse event, the energy-absorbing component bears the load as the column sub-assembly translates along the horizontal guide, thereby maintaining a constant clearance joint at the dashboard.

[0057] Figure 6B This is a schematic side view illustrating parallel extension and collapse at a relative angle of 0°. The extension motion is coaxial with the steering column centerline, and the collapse occurs along the same axis, while the steering shaft, column sleeve, and handwheel actuator maintain kinematic constraints to move together. Figure 6A and Figure 6B In this configuration, the tilt pivot axis is positioned adjacent to the dashboard viewing plane, thereby maintaining a substantially constant clearance between the column sleeve and the dashboard throughout the entire available tilt angle range.

[0058] While this disclosure has been described in detail with reference to only a limited number of embodiments, it should be readily understood that this disclosure is not limited to these disclosed embodiments. Rather, modifications may be made to this disclosure to include any number of variations, alterations, substitutions, or equivalent arrangements not previously described, but such variations, alterations, substitutions, or equivalent arrangements are comparable in scope to this disclosure. Furthermore, although various embodiments of this disclosure have been described, it should be understood that aspects of this disclosure may include only some or combinations of the described embodiments. Therefore, this disclosure should not be considered as limited to the foregoing description.

Claims

1. A steer-by-wire system, comprising: The steering shaft has a first end that can be connected to the steering input device; Column sleeve, supporting the steering shaft; A handwheel actuator is operatively associated with the steering shaft to sense steering input and provide feedback; as well as Mounting brackets are configured to secure the column sheath to a vehicle structure and provide a tilt pivot axis for the column sheath, wherein the tilt pivot axis is located between a first end of the steering shaft and the handwheel actuator, wherein the handwheel actuator is located entirely between a first end of the mounting bracket and a second end of the mounting bracket.

2. The steer-by-wire system according to claim 1 further includes a tilt locking assembly with a tilt bracket.

3. The steer-by-wire system according to claim 2, wherein the handwheel actuator is located between the column sleeve and the tilt bracket.

4. The steer-by-wire system of claim 1, wherein the column sleeve is configured to translate back and forth relative to the mounting bracket.

5. The steer-by-wire system of claim 1, wherein the handwheel actuator comprises a motor arranged coaxially with the steering shaft.

6. The steer-by-wire system of claim 1, wherein the handwheel actuator is mounted on the side of the column sleeve away from the first end of the steering shaft.

7. The steer-by-wire system of claim 1, wherein when installed in a vehicle, the tilt pivot axis is positioned adjacent to the observation plane of the instrument panel.

8. The steer-by-wire system of claim 1, wherein the gap between the column sleeve and the instrument panel remains substantially constant throughout the entire tilt adjustment range.

9. The steer-by-wire system of claim 2, wherein the camber locking assembly further comprises a link operatively connected to a manual adjustment lever and the camber bracket to selectively move the camber locking assembly between a locked state and an unlocked state.

10. The steer-by-wire system of claim 1, wherein during axial adjustment, the steering shaft, the column sleeve, and the handwheel actuator translate together relative to the mounting bracket.

11. The steer-by-wire system of claim 1, wherein during tilt adjustment, the steering shaft, the column sleeve, and the handwheel actuator pivot together with respect to the mounting bracket about the tilt pivot axis.

12. A steer-by-wire system, comprising: The steering shaft has a first end that can be connected to the steering input device; A fixed-length column sleeve supports the steering shaft; A handwheel actuator, operatively associated with the steering shaft, and including a motor arranged coaxially with the steering shaft; as well as A mounting bracket is configured to secure the column sleeve to a vehicle structure and provide a tilt pivot axis for the column sleeve, wherein the handwheel actuator is mounted on the operator-away side of the column sleeve, positioned between the column sleeve and the tilt bracket of the tilt locking assembly, and entirely between a first end and a second end of the mounting bracket, wherein the mounting bracket provides linear fore-aft guides along which the steering shaft, the column sleeve, and the handwheel actuator translate together relative to the mounting bracket during axial adjustment, and wherein, when installed in a vehicle, the tilt pivot axis is positioned adjacent to the observation plane of the instrument panel and between the first end of the steering shaft and the handwheel actuator, such that the clearance between the column sleeve and the instrument panel remains substantially constant throughout the tilt adjustment range.

13. The steer-by-wire system of claim 12 further includes a tilt locking assembly with a tilt bracket.

14. The steer-by-wire system of claim 13, wherein the handwheel actuator is located between the column sleeve and the tilt bracket.

15. The steer-by-wire system of claim 13, wherein the camber locking assembly further comprises a link operatively connected to a manual adjustment lever and the camber bracket to selectively move the camber locking assembly between a locked state and an unlocked state.

16. The steer-by-wire system of claim 13, wherein the mounting bracket includes opposing pivot supports that define the tilt pivot axis and receive a corresponding pivot feature of the column sheath.

17. The steer-by-wire system of claim 13, wherein during tilt adjustment, the steering shaft, the column sleeve, and the handwheel actuator pivot together as a whole relative to the mounting bracket about the tilt pivot axis.

Images