STEERING COLUMN SYSTEM FOR VEHICLES

Abstract

This document describes a steering column system (200) for a vehicle. The system (200) comprises a housing (202) and a shaft (204) that extends coaxially and movably through the housing (202). The shaft (204) has a first end (204-1) that projects from an open first end of the housing (202) and a second end (204-2) that is rotatably mounted in the housing (202). The first end of the shaft (204) is designed to be coupled to a steering wheel (212). The system (200) further comprises one or more foam elements (206) with a predefined stiffness / density, which are arranged coaxially in the housing (202). The shaft (204) is configured with the foam elements (206) such that an axial movement of the shaft (204) within the housing (202) causes the foam elements (206) to move from an uncompressed state to a compressed state in order to regulate the axial movement of the shaft (204).

Description

TECHNICAL AREA

[0001] The present invention relates generally to the field of steering columns. In particular, the present invention relates to a steering column system that ensures reliable energy absorption and minimizes the risk of injury in crash scenarios, while simultaneously enabling efficient operation and performance. BACKGROUND

[0002] In modern automotive safety systems, the steering column plays a crucial role in managing energy transfer during a collision. The telescopic movement of the steering spindle is essential for absorbing impact energy, effectively minimizing the forces transmitted to the driver via the airbag. This energy absorption mechanism relies heavily on the interaction between the spindle and the compression tubes, which collapse to dissipate the energy.

[0003] The existing steering column system 100 is typically collapsible, with the steering column spindle 102-1, 102-2 moving in conjunction with the compression tubes 104-1, 104-2 upon impact. The compression tubes, which generally consist of an upper and a lower section 104-1, 104-2, resist the initial movement by means of stamped areas 106 that generate friction between the two sections 106. This resistance is important for controlling the collapse and ensuring gradual energy absorption. However, once the impact energy on the steering wheel 108 exceeds the holding capacity of these stamped areas 106, they fail, allowing the steering spindle 102-1, 102-2 to move and the compression tubes 104-1, 104-2 to collapse.

[0004] Despite this design, there are inherent risks associated with mechanical failures or design flaws in the stamped areas of the compression tubes. If these stamped areas do not function as intended, the spindle movement can be obstructed, leading to failure of the folding mechanism. Furthermore, the system's complexity and reliance on multiple mechanical components increase the likelihood of failure, particularly when the steering column is positioned at varying angles. Such failures can prevent the steering column from effectively absorbing impact energy, potentially resulting in serious injuries to the driver or passengers. Therefore, there is a need for an improved steering column system that addresses these potential shortcomings, ensures reliable energy absorption, and minimizes the risk of injury in accidents.

[0005] Efforts have been made in the past to ensure the safety of the steering column system. For example, patent EP0091671B1 discloses a safety steering column for motor vehicles. The steering column comprises a rigid steering column section with a lattice-shaped tubular section that yields under compressive forces, and connecting parts at both ends for force transmission to a steering wheel and a steering gear. The connecting section is manufactured separately and attached to the tubular section on one side and to the steering column section on the other. Furthermore, the tubular section is integrally formed with the rigid steering column section from fiber-reinforced plastic material. However, the cited reference does not offer an effective and reliable solution to the aforementioned problem.

[0006] Therefore, there is a need for an improved, robust and reliable steering column system that addresses the aforementioned shortcomings, limitations and problems by ensuring reliable energy absorption and minimizing the risk of injury in accidents, while also enabling efficient operation and performance. OBJECTS OF INVENTION

[0007] A general object of the present invention is to ensure a reliable energy-absorbing steering column system and to minimize the risk of injury in crash scenarios, while enabling efficient operation and performance.

[0008] The object of the present invention is to develop a steering column system with fewer mechanical parts, which reduces the probability of mechanical failures and simplifies the overall design, while at the same time ensuring a reliable energy-absorbing steering column system and minimizing the risk of injury in crash scenarios.

[0009] The object of the present invention is to create a steering column system that functions reliably at any angle of inclination and ensures consistent performance regardless of the position of the steering column.

[0010] One object of the present invention is to develop a steering column system that is easy to install and integrate into existing vehicle systems, so that easy introduction is possible without requiring significant changes to existing vehicle designs.

[0011] One object of the present invention is to eliminate the need for pinch tubes in the steering column system, thereby eliminating a critical point of failure and simplifying the energy absorption mechanism during an impact.

[0012] The object of the present invention is to create a steering column system in which no parts need to be replaced after a collision, thereby increasing reliability and reducing maintenance costs for the vehicle owner. SUMMARY

[0013] Aspects of the present invention relate to the field of steering columns. In particular, the present invention relates to a steering column system that ensures reliable energy absorption and minimizes the risk of injury in crash scenarios, while simultaneously enabling efficient operation and performance.

[0014] According to one aspect, a steering column system for a vehicle is disclosed. The system comprises a housing that can be mounted in the vehicle and a shaft that extends coaxially and movably through the housing. The shaft has a first end that protrudes from an open first end of the housing and a second end that is rotatably mounted within the housing. The first end of the shaft is designed to be coupled to a steering wheel, and the second end of the shaft is designed to be functionally coupled to a wheel assembly. The system further comprises one or more foam elements with a predefined stiffness or density, which are arranged coaxially within the housing.The shaft is configured with one or more foam elements in such a way that an axial movement of the shaft within the housing causes the one or more foam elements to move from an uncompressed state to a compressed state in order to regulate the axial movement of the shaft.

[0015] The system can further include a piston arranged coaxially within the housing and attached to the shaft, such that one or more foam elements remain positioned between the piston and a second end of the housing, opposite the open first end. The axial movement of the shaft within the housing can cause the piston to exert pressure on the one or more foam elements, thus moving them into a compressed state.

[0016] The shaft can extend coaxially through the one or more foam elements and further towards the second end of the housing, with the one or more foam elements being in contact with the piston and arranged between it and the second end of the housing.

[0017] Furthermore, the system can include a friction plate positioned between the piston and one or more foam elements. The friction plate can have a central hole with a first bearing through which the shaft can extend and which is rotatably supported by the first bearing to allow rotational and axial movement of the shaft within the housing.

[0018] Furthermore, the system may include a pivot lock configured with any or a combination of the shaft, the one or more foam elements and the piston to limit the movement of the one or more foam elements from the compressed state to the uncompressed state.

[0019] In one aspect, one or more foam elements can have a variable, predefined stiffness or density. The stiffness or density of the one or more foam elements can increase as they move in one direction from the piston to the closed end of the housing.

[0020] Furthermore, the system may include one or more sliders positioned between the shaft and an inner surface of the housing to support and facilitate the axial movement of the shaft within the housing.

[0021] In addition, the system may include one or more secondary bearings arranged coaxially in the housing, through which the shaft extends coaxially to support and facilitate the rotational movement of the shaft in the housing.

[0022] The inner surface of the housing can have a cylindrical profile. Furthermore, one or more foam elements, the plunger, and the friction plate can have an outer profile based on the profile of the inner surface of the housing.

[0023] Various objects, features, aspects and advantages of the invention will become clearer from the following detailed description of preferred embodiments together with the accompanying drawings, in which the same numbers represent the same components. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The accompanying drawings serve to further understand the present invention and are an integral part of this description. The drawings illustrate exemplary embodiments of the present invention and, together with the description, serve to explain the principles of the present invention. Fig. Figure 1 shows an exemplary representation of the existing steering column system, which uses a foldable design. Fig. Figure 2A shows an exemplary view of the proposed steering column system according to an embodiment of the present invention. Fig. Figure 2B shows an exemplary view that is a simplified representation of the steering column system of Fig. 2A without the housing and any additional supports according to an embodiment of the present invention. Fig. Figure 2C shows an exemplary view of the proposed steering column system in which the foam elements are in a compressed state, according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] A detailed description of embodiments of the invention, illustrated in the accompanying drawings, follows. The embodiments are described in sufficient detail to clearly convey the invention. However, this level of detail is not intended to limit foreseeable variations of embodiments; rather, it is intended to cover all modifications, equivalents, and alternatives that fall within the spirit and scope of the present invention as defined by the accompanying claims.

[0026] The embodiments described here relate to an improved, robust and reliable steering column system that ensures reliable energy absorption and minimizes the risk of injury in accidents, while enabling efficient operation and performance.

[0027] With reference to the Fig. Sections 2A to 2C disclose the proposed steering column system 200 (here also referred to as System 200) for a vehicle. System 200 may comprise a housing 202 that can be mounted in the vehicle at a predefined angle. The housing 202 may be a hollow element with an open first end 202-1 and a second end 202-2 opposite the open first end 202-1. System 200 may further comprise a shaft 204 (also referred to as a spindle) that extends coaxially and movably through the housing 202, such that a first end 204-1 of the shaft 204 extends out of the open first end 202-1 of the housing 202, and a second end 204-2 of the shaft 204 remains rotatably mounted in the housing 202 and extends at least partially out of the second end 202-2 of the housing 202.The first end 204-1 of the shaft 204 can be coupled to a steering wheel 212, and the second end of the shaft 204 can be operationally coupled to a wheel assembly (not shown) associated with the vehicle, so that a rotation of the steering wheel 212 can cause the shaft 204 to rotate about its axis, and accordingly enables movement of the wheel assembly to control the maneuvering of the vehicle.

[0028] The system 200 can further include one or more foam elements 206-1 to 206-N (here collectively referred to as foam elements 206) with a predefined stiffness or predefined density, arranged coaxially in the housing 202. The foam elements 206 can be designed such that they are compressed when an external force is applied and return to their original shape when the external force is removed. The shaft 204 can be configured with the foam elements 206 such that axial movement of the shaft 204 within the housing 202 can cause the foam elements 206 to expand from an uncompressed state, as shown in Fig. 2B shown, in a compressed state, as in Fig. 2C shown, move to regulate the axial movement of shaft 204.

[0029] In one embodiment, the system 200 can comprise a piston 208 arranged coaxially in the housing 202 and attached to the shaft 204, such that the foam elements 206 remain positioned between the piston 208 and the second end of the housing 202. The shaft 204 can extend coaxially through the foam elements 206 (with a spacer S between them) and further towards the second end 202-2 of the housing 202, so that the foam elements 206 remain around the shaft 204, in contact with and between the plunger 208 and the closed end of the housing 202. Furthermore, in one embodiment, the system 200 can comprise a friction plate 210 positioned between the piston 208 and the foam elements 206.The friction plate 210 can have a central hole with a first bearing 210-1 through which the shaft 204 can extend and which is rotatably supported by the first bearing 210-1 to allow rotational and axial movement of the shaft 204 within the housing 202. Accordingly, the axial movement of the shaft 204 within the housing 202, when a force is applied or exerted on the steering wheel, can cause the plunger 208 and the friction plate 210 to exert pressure on the foam elements 206 and move the foam elements 206 into a compressed state, thereby regulating the axial movement of the shaft 204 within the housing 202 and absorbing the energy applied to the steering wheel 212.

[0030] Furthermore, in one embodiment, the system 200 can include a pivot lock 214 configured with any or a combination of the shaft 204, the foam elements 206, and the piston 208 to restrict the movement of the foam elements 206 from the compressed state to the uncompressed state, while allowing movement of the foam elements 206 into the compressed state when a force is applied to the steering wheel 212. This prevents the springback effect when the external force from the steering wheel 212 is removed, thus avoiding the risk of injury in crash scenarios.

[0031] In one embodiment, the inner surface of the housing 202 can have a cylindrical profile. Likewise, the foam elements 206, the plunger 208, and the friction plate 210 can have an outer profile based on the profile of the inner surface of the housing 202, so that the foam elements 206, the plunger 208, and the friction plate 210 remain movably fixed within the housing 202 without rotating about their axis. Furthermore, the rotational movement of the foam elements 206 and the friction plate 210 about their longitudinal axis within the housing 202 is also restricted.

[0032] In one embodiment, the foam elements 206 can have a variable predefined stiffness or a variable predefined density; however, the foam elements 206 can also have the same stiffness or density without restrictions. Furthermore, in one embodiment, the stiffness or density of the foam elements 206 can increase as they move in one direction from the piston 208 to the closed end of the housing 202. As shown, the stiffness / density of foam element 206-2 can be lower than that of foam element 206-3. Furthermore, the stiffness / density of foam element 206-3 can be lower than that of foam element 206-N.

[0033] In an exemplary embodiment, the foam elements 206 can have the same stiffness or density with variable thickness, the thickness being able to increase as one moves towards the piston 208 towards the closed end 204-2 of the housing 202.

[0034] It is understood that the number of foam elements 206 in the housing 202 mentioned above is only exemplary, and these can be changed to a higher or lower number without any restriction, and all such implementations are well within the scope of the present invention.

[0035] In one embodiment, the system 200 can comprise one or more sliders 216 arranged between the shaft 204 and the inner surface of the housing 202 to support and facilitate the axial movement of the shaft 204 within the housing 202. Furthermore, the system 200 can additionally comprise one or more secondary bearings 218 arranged coaxially within the housing 202, with the shaft 204 extending coaxially through them to support and facilitate the rotational movement of the shaft 204 within the housing 202.

[0036] In one implementation, the steering column system 200 can be configured with a vehicle impact detection system (not shown), including an impact airbag in the steering wheel 212 that can inflate upon detection of a collision or impact to the vehicle. In such a scenario, the inflation of the crash airbag can exert pressure or force on the steering column system 200 or the steering wheel 212, causing the shaft 204 of the steering column system 200 to move axially within the housing 202. This axial movement of the shaft 204 within the housing 202 can cause the plunger 208 and the friction plate 210 to exert pressure on the foam elements 206, moving the foam elements 206 into the compressed state, as shown in Fig.Figure 2C shows how the axial movement of the shaft 204 in the housing 202 is regulated and the energy acting on the steering wheel 212 is absorbed. Furthermore, the swivel lock 214 can limit the movement of the foam elements 206 from the compressed state to the uncompressed state, thus preventing the rebound effect on the steering wheel 212 when the airbag is inflated or when the external force on the steering wheel 212 is removed, which can prevent injuries to the vehicle occupants.

[0037] Thus, the present invention offers a simple, reliable and effective solution in the form of a steering column system that includes fewer mechanical parts, reducing the likelihood of mechanical failures and simplifying the overall design, while ensuring a reliable energy-absorbing steering column system and minimizing the risk of injury in crash scenarios.

[0038] While the foregoing describes various embodiments of the invention, other and further embodiments of the invention can be developed without deviating from the fundamental scope of the invention. The scope of the invention is defined by the following claims. The invention is not limited to the described embodiments, variants, or examples, provided that they are included to enable a person with ordinary technical knowledge to manufacture and use the invention when combined with information and knowledge available to such a person. ADVANTAGES OF THE INVENTION

[0039] The present invention ensures a reliable energy-absorbing steering column system and minimizes the risk of injury in crash scenarios, while simultaneously enabling efficient operation and performance.

[0040] The present invention develops a steering column system with fewer mechanical parts, which reduces the probability of mechanical failures and simplifies the overall design, while at the same time ensuring a reliable energy-absorbing steering column system and minimizing the risk of injury in crash scenarios.

[0041] The present invention provides a steering column system that functions reliably at any angle of inclination and ensures consistent performance regardless of the position of the steering column.

[0042] The present invention provides a steering column system that can be easily installed and integrated into existing vehicle systems without requiring significant modifications to existing vehicle designs.

[0043] The present invention eliminates the need for pinch tubes in the steering column system, thereby removing a critical point of failure and simplifying the energy absorption mechanism in the event of an accident.

[0044] The present invention provides a steering column system in which no parts need to be replaced after a collision, which increases reliability and reduces maintenance costs for the vehicle owner. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] EP 0091671B1

[0005]

Claims

[1] Steering column system (200) for a vehicle, wherein the system (200) comprises: a housing (202) that can be attached to the vehicle; a shaft (204) extending coaxially and movably through the housing (202), the shaft (204) having a first end (204-1) extending out of an open first end of the housing (202), and a second end (204-2) rotatably mounted within the housing (202), the first end of the shaft (204) being designed to be coupled to a steering wheel (212), and the second end of the shaft (204) being designed to be operatively coupled to a wheel assembly; and one or more foam elements (206) with predefined stiffness or predefined density, arranged coaxially in the housing (202), wherein the shaft (204) is configured with the one or more foam elements (206) such that an axial movement of the shaft (204) within the housing (202) causes the one or more foam elements (206) to move from an uncompressed state to a compressed state in order to regulate the axial movement of the shaft (204). [2] System (200) according to claim 1, wherein the system (200) comprises a piston (208) which is arranged coaxially within the housing (202) and is attached to the shaft (204), such that the one or more foam elements (206) remain arranged between the piston (208) and a second end, (206) between the piston (208) and a second end which is opposite the open first end of the housing (202), wherein the axial movement of the shaft (204) into the housing (202) causes the piston (208) to exert pressure on the one or more foam elements (206) and to move the one or more foam elements (206) accordingly in the direction of the compressed state. [3] System (200) according to claim 2, wherein the shaft (204) extends coaxially through the one or more foam elements (206) and extends further towards the second end of the housing (202), wherein the one or more foam elements (206) are in contact with the piston (208) and are arranged between it and the second end of the housing (202). [4] System (200) according to claim 2, wherein the system (200) comprises a friction plate (210) configured between the piston (208) and the one or more foam elements (206), wherein the friction plate (210) comprises a central hole with a first bearing, wherein the shaft (204) extends through the first bearing and is rotatably supported by it to allow rotational and axial movement of the shaft (204) within the housing (202). [5] System (200) according to claim 2, wherein the system (200) comprises a pivot lock (214) configured with any or a combination of the shaft (204), the one or more foam elements (206) and the piston (208) to restrict the movement of the one or more foam elements (206) from the compressed state to the uncompressed state. [6] System (200) according to claim 1, wherein the one or more foam elements (206) have a variable predefined stiffness or a variable predefined density. [7] System (200) according to claim 2, wherein the stiffness or density of one or more foam elements (206) increases as they move in one direction from the piston (208) to the closed end of the housing (202). [8] System (200) according to claim 1, wherein the system (200) comprises one or more sliders (216) arranged between the shaft (204) and an inner surface of the housing (202) to support and facilitate the axial movement of the shaft (204) within the housing (202). [9] System (200) according to claim 1, wherein the system (200) comprises one or more second bearings (218) arranged coaxially within the housing (202), the shaft (204) extending coaxially through them to support and facilitate the rotational movement of the shaft (204) within the housing (202). [10] System (200) according to claim 4, wherein an inner surface of the housing (202) has a cylindrical profile, wherein the one or more foam elements (206), the plunger (208) and the friction plate (210) have an outer profile based on the profile of the inner surface of the housing (202).

Images