Steering column shroud breakaway interface

Abstract

A portion of the shroud is adapted to be secured to the steering column assembly. The portion of the shroud includes slots for receiving portions of fasteners and openings of sufficient size to allow at least a portion of the fasteners to pass through to allow the shroud to disengage from the steering column assembly upon an impact exceeding a threshold load. The shroud is secured to the steering column assembly via fasteners and connecting members bonded to the column tube.

Description

[Technical field]

[0001] Generally, the present teachings relate to an improved collapsible steering column assembly and related methods (e.g., methods for providing energy absorption and separation of components, such as during a secondary impact). [Background technology]

[0002] During a vehicle crash, there are generally two impacts. In a primary impact, the vehicle strikes another object. In a secondary impact, the vehicle occupant strikes a vehicle component. For example, the vehicle operator may strike the steering wheel due to inertia. To help try to protect the driver from such secondary impacts, it has become common to use shock absorbing steering columns. A collapsing steering column system is one example of a shock absorbing steering column.

[0003] The structure of the shock-absorbing steering column device is such that when the driver experiences a secondary impact, the impact energy acts on the steering column from the front of the vehicle. The steering column can move forward (e.g., in a collapse stroke) away from one or more fixed points with the vehicle body, so that the impact energy is absorbed during the collapse stroke. An external collapse column assembly is an example of a system in which the entire column translates relative to its fixed points. An internal collapse column assembly will typically be fixed in the vehicle at one or more fixed points near one of the ends of the assembly. During the collapse stroke from the secondary impact, the components of the assembly will collapse or break away longitudinally (e.g., generally within the volume that it occupies in the vehicle during normal operation; i.e., generally within its "footprint" in the vehicle), but will generally not collapse beyond a certain distance relative to a given fixed point. That is, an internal collapse system can have a stroke but remain fixed to the vehicle at one or more fixed points.

[0004] In many applications, the steering column assembly incorporates either or both tilt or telescopic functions. In these applications, it is common to employ levers for manual execution of such functions by the vehicle user. As an example, in what are known as "manual rake and reach" steering column assemblies, the assembly has both tilt ("rake") and telescopic ("reach") functions, with levers provided for the vehicle user to manually release to allow rake and reach adjustments to a selected position, and then reengage to lock the steering column in the selected position.

[0005] Steering column shrouds serve to enclose or cover parts of the steering column assembly, to protect the elements of the steering column assembly, to isolate the driver from the components of the steering column assembly, or a combination thereof. The shroud may remain generally fixed in place. However, during an impact exceeding a threshold load, it may be desirable to allow the shroud to break away or collapse in order to protect the driver.

[0006] In some steering column layouts and associated shroud mounting mechanisms, it is desirable to move the steering column shroud mounting mechanism further away from the steering wheel to better support the steering column shroud. Often this requires long and complex brackets to support the shroud while not restricting the collapse stroke of the steering column during a secondary impact. In other cases, such as steering columns with some telescopic positive locking mechanisms or power adjustable columns, the shroud mounting points are fixed during a steering column collapse, requiring a method to separate the shroud from the fixed mounting points. Some steering column designs have breakaway plastic bosses on the column tube that break the column tube when it hits the housing. However, this creates a load spike during a column collapse and is usually not desirable for optimal collapse performance.

[0007] Despite attempts to improve collapsing steering column assemblies (e.g., internal collapse steering column assemblies), there remains a need for alternative assemblies, particularly assemblies that provide shroud breakaway load control, result in a compact design without long brackets, and do not experience load spikes during collapse. [Prior art documents] [Patent documents]

[0008] [Patent Document 1] US Publication No. 2010 / 0300238 [Patent Document 2] U.S. Patent No. 6,467,807 Summary of the Invention

[0009] The present teachings utilize simple and elegant structural approaches that can employ relatively few components to achieve an energy absorbing steering column assembly, such as a collapsing steering column assembly. The present teachings also utilize simple and elegant structural approaches to allow the breakaway or separation of certain elements within the assembly upon the satisfaction of certain conditions, such as an impact exceeding a threshold load.

[0010] The present teachings contemplate a portion of a shroud adapted to be secured to a steering column assembly. The portion of the shroud may include a slot for receiving a portion of a fastener. The portion of the shroud may include an opening of sufficient size to allow at least a portion of the fastener to pass through to allow the shroud to disengage from the steering column assembly upon an impact exceeding a threshold load. The portion of the shroud may be a boss that protrudes toward the portion of the steering column assembly. The slot may be connected to or originate from the opening, allowing a portion of the fastener to slide through the opening and / or out of the slot.

[0011] A fastener may be used to join the shroud to the steering column assembly. The fastener may have a head and an elongated body. The head may have a width or diameter that is greater than the cross-sectional diameter of the elongated body. The width or diameter of the fastener head may be greater than the width of the slot (e.g., to prevent pull-out of the fastener through the slot in a direction generally perpendicular to the extension of the slot). The opening in the shroud may be larger than the head of the fastener, allowing the head of the fastener to move through the opening as the shroud disengages from the steering column solid.

[0012] The present teachings contemplate a connecting member. The connecting member may include one or more features for connecting elements of a vehicle and / or a steering column assembly. The shroud may be fastened to the connecting member via a fastener. The connecting member may have a shroud attachment portion that contacts a portion of the shroud (e.g., a shroud boss). The shroud attachment portion may have a fastener opening for receiving a fastener. The connecting member may be adapted to be secured to a column tube of a steering column assembly at a column tube contact segment. The connecting member may include generally opposed side walls extending away from the column tube contact segment. The opposed side walls may include a slot for receiving an elongated member such as a tilt bolt. The connecting member may include an energy absorbing segment connected to the column tube contact segment via a bend. The energy absorbing segment may absorb energy by plastic deformation. The connecting member may be secured within a vehicle assembly. The connecting member may include one or more generally transverse tabs for securing the connecting member within the vehicle assembly.

[0013] The assembly may include a bias member. The bias member may be integrally formed with the shroud. The bias member may be a separate element. The bias member may be one or more spring fingers formed on a portion or boss of the shroud. The spring fingers may extend into the slot. The bias member may be a spring member. The bias member may be a compressible member such as a Belleville spring or an O-ring. The bias member may be one or more crush ribs. The crush ribs may be located within the shroud, such as in an area that receives a portion of the fastener, in an area of ​​the slot, or both.

[0014] The breakaway load of the attachment between the shroud and the steering column assembly can be controlled by the preload of the shroud to the fastener and the shroud attachment. The controlled preload can be about 25N or more, about 50N or more, or about 100N or more. The controlled preload can be about 1000N or less, about 750N or less, or about 500N or less. The controlled preload can be controlled using a standoff. The standoff can be a shoulder on the fastener, a boss extending from the connecting member (e.g., the shroud attachment), a boss extending from the shroud, a ring between the head of the fastener and the shroud or the connecting member, or a combination thereof. The present teachings also contemplate a collapsible steering column assembly. The steering column assembly can include a column tube, a steering shaft rotatably supported at least in part by the column tube, a column housing, a bracket for at least in part holding the column tube, and a manually operated steering wheel adjustment subassembly including a lever for manually adjusting the position of the steering wheel. A steering column assembly can include a shroud of the present teachings. A steering column assembly can include a connecting member of the present teachings. The shroud can be adapted to disengage from the column tube upon an impact exceeding a threshold load. The connecting member can be adapted to disengage from the column tube upon an impact exceeding a threshold load.

[0015] In the steering column assembly, the column tube can be configured for telescopic insertion into the column housing. The steering wheel adjustment subassembly can be configured to selectively adjust the steering shaft, the column tube, or both in a forward or rearward direction along a generally longitudinal axis. The steering wheel adjustment subassembly can be configured to selectively raise or lower the steering shaft, the column tube, or both. The energy absorbing segment can be adapted to absorb energy by plastic deformation upon forward translation of the column tube during an impact. A portion of the shroud can be separate from fasteners and / or connecting members joining the shroud to the steering column assembly. [Brief description of the drawings]

[0016] [Figure 1] FIG. 2 is a bottom view of an exemplary steering column assembly in accordance with the present teachings. [Diagram 2] 1 is a perspective view of an exemplary connecting member and shroud in accordance with the present teachings. [Diagram 3] FIG. 2 is a bottom view of an exemplary shroud boss in accordance with the present teachings. [Figure 4] 1 is a side view of an exemplary shroud boss and shroud attachment portion of a connecting member in accordance with the present teachings. [Diagram 5] 1 is a side view of an exemplary shroud boss and shroud attachment portion of a connecting member in accordance with the present teachings. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] Where necessary, detailed teachings are disclosed herein, but it should be understood that the disclosed teachings are merely exemplary and can be embodied in various and alternative forms. The figures are not necessarily to scale, and some features may be exaggerated or minimized to show details of specific components. Thus, specific structural and functional details disclosed herein should not be construed as limiting, but merely as a representative basis for teaching those skilled in the art to variously employ the present teachings.

[0018] In general, as will be understood from the following description, the present teachings relate to a collapsible steering column assembly. The steering column assembly may include a mounting (e.g., one or more bracket structures) for securing the steering column assembly to a vehicle in a fixed operating position. The assembly may have a collapsible portion, at least a portion of which is adapted to move forward relative to the mounting, while the mounting generally remains in its fixed operating position (e.g., any movement of the mounting is controlled and limited to an amount of about 50 mm or less, about 20 mm or less, or about 10 mm or less). Among its basic concepts, the present teachings are directed to a steering column assembly in which at least a portion of the collapsible portion may be adapted to move forward within the vehicle in the event of an impact, such as a secondary impact resulting in a certain threshold amount of load (e.g., a load of about 0.5 kN or more or about 2 kN or more; a load of about 10 kN or less or about 5 kN or less). The forward movement can be telescopic (e.g., at least one first structure (such as a column tube) operatively connected to the steering wheel can advance forward within the vehicle (e.g., along an axis generally parallel to the longitudinal axis of the vehicle (e.g., within a parallel range of about 10° or more, about 30° or less, or both)) relative to at least one second structure that can at least partially surround the at least one first structure (e.g., a column housing).

[0019] The present teachings contemplate that the steering column assembly may include tilt or rake adjustments adapted to allow a user to select the tilt angle of the steering wheel, reach adjustments adapted to allow a user to select an appropriate fore-aft position of the steering wheel, or both. Generally, any such adjustments may be controlled by a suitable user-operated device (e.g., a lever, an electromechanical actuator, a motor, or the like). In a manually operated system, the lever or other user-operated device may be adapted to control the force applied to maintain the crushing portion in a user-selected position. For example, the lever or other user-operated device may be in operative engagement with one, two, or more mechanisms to releasably (and possibly adjustably) secure two or more components of the crushing portion together. The securing may be achieved by a suitable securing member (e.g., an elongated force-applying member), such as a bolt (e.g., a tilt bolt), a rotating member such as a rod, a strap, a bar, a band, a wedge, a cam, or other suitable member, or a combination thereof. For example, the locking member may be adapted to rotate a cam or rotating member into engagement with a portion of the connecting member upon actuation of the user controlled device to lock the steering wheel in a desired extended or retracted position.

[0020] The present teachings also generally contemplate the use of one or more energy absorbing devices. The energy absorbing device may be any suitable device adapted to deform elastically and / or elastically and plastically. Thus, in the course of deformation, the energy absorbing device is adapted to absorb energy by deformation. The energy absorbing device may be operatively connected or disposed between two or more components. The energy absorbing device may be configured to limit relative movement, such as between two or more components. The energy absorbing device may be a wire, plate, strip, or the like. They may have a constant or varying profile along their length. The energy absorbing device may be utilized to have one or more fixed restraints (e.g., end portions). The energy absorbing device may have one or more free ends.

[0021] In the illustrated embodiment, the present teachings describe an embodiment useful for an inwardly collapsing steering column assembly for an automotive vehicle. In general, the assembly of the teachings herein can include a steering shaft (e.g., that can be coupled to a steering wheel or other steering device) and / or a column tube supporting the steering shaft (e.g., via one or more bearings). A column housing may be employed. The column housing may be adapted to be telescopically coupled to the column tube. The column housing and column tube may each have longitudinal axes that are generally parallel or even coaxial with each other. One or more brackets may be employed to at least partially secure either or both of the column tube or the column housing to the vehicle (e.g., to a cross-vehicle structure). The bracket or one or more tilt plates may include suitable portions (e.g., slots, such as generally vertically oriented slots) adapted to provide a guide structure for the tilt function. A user-operated device, such as a lever, may be employed to allow a user to manually operate the assembly. The steering column assembly can be configured to allow at least a portion of the assembly (e.g., the column tube, steering shaft, steering wheel, or a combination thereof) to translate forward from its typical operating position upon the occurrence of a threshold load realized during an impact, such as a secondary impact. Thus, the column tube can be translatable forward relative to the column housing, with the attached steering wheel accompanying it. As a result, it can be seen that the steering wheel can be allowed to translate forward, e.g., away from the user. During this forward translation, there can be one or more elements adapted to disengage from another element of the assembly. For example, a connecting member can disengage from the column tube.

[0022] The present teachings address an assembly that may typically include a column tube, a steering shaft, a bracket (e.g., a tilt bracket, a pivot bracket, or both), a column housing, and a steering wheel adjustment subassembly (e.g., a manually operated steering wheel adjustment subassembly). The steering wheel adjustment subassembly may include a lever (as described above, or some other user-operated device) adapted to actuate (e.g., manually actuate) the subassembly via tilt, telescopic, or both. Instead of or in addition to manual actuation via a lever, one or more motors may be used. For example, one or more motors or other electromechanical actuators may cause tilt, telescopic, or both. It is further contemplated to use a lever to cause either the tilt or telescopic function, and a motor or other electromechanical actuator to cause the other of the tilt or telescopic functions. At least one engagement means (e.g., a toothed rotating member, a pin, a clamping mechanism) may be employed to engage with the column tube or a structure secured thereto to selectively lock the steering shaft (e.g., via the lever) in a position (e.g., a telescopic position) desired by the user. The one or more rotating members can be engaged and disengaged (e.g., via interference) with a portion of the connecting member to adjust (e.g., via a via) a user desired telescopic position. The mounting structure can removably mount the steering wheel adjustment subassembly to a bracket (e.g., a tilt bracket). During an impact, such as a secondary impact, the column housing can remain in a substantially fixed position relative to the forward pivot mounting location (e.g., any forward translation is limited to a relatively small amount, e.g., about 20 mm or less, or about 10 mm or less).

[0023] The assemblies described herein generally include a tube that is operatively connected to a steering wheel, for example, via a steering shaft. One such tube, referred to herein as a column tube, typically has a hollow cavity along at least a portion (if not the entirety) of its length and may be sized and configured to receive and support a rotatable shaft, i.e., a steering shaft, and possibly one or more bearings. Both the shaft and the tube have a longitudinal axis. When installed in a vehicle, the longitudinal axes of each of the shaft and the tube (as well as the entire steering column assembly) may be substantially coaxially aligned, substantially parallel aligned, or each aligned with the longitudinal axis of the vehicle. The shaft and column tube may be made of or otherwise comprise a suitable metal, such as one or more of iron (e.g., steel), magnesium, zinc, or aluminum.

[0024] The column tube may be generally cylindrical and hollow. The column tube may have forward and aft ends and a longitudinal axis. Either the forward end or the aft end, or both, may include suitable bearings to rotatably support the steering shaft.

[0025] The steering shaft can have a rear end adapted to receive a steering wheel (not shown), can have a through forward end and can be supported by a bearing, a key lock collar, or both. As previously mentioned, the steering shaft can be rotatably supported at least in part by the column tube and can have a longitudinal axis that can be generally coaxially aligned with the longitudinal axis of the column tube.

[0026] One or more suitable brackets may be employed. Any such bracket may include a portion for mounting the steering column assembly within the vehicle (e.g., may be secured to a vehicle structure such as a vehicle cross beam, instrument panel, or other). The bracket may have a portion that at least partially abuts the steering shaft support structure (e.g., column tube, column housing, or both). For example, the bracket may include one or more downwardly depending (downwardly facing) walls (e.g., tilt plates) that define a tilt portion of the bracket. One or more of the downwardly depending walls (e.g., tilt plates) may be adapted to provide a structure having an elongated slot that provides guidance for the tilt function (e.g., may provide a guide path for a fixed member such as a tilt bolt as it moves during adjustment, thus limiting upward and downward movement). The bracket may be an integrated structure such that the tilt portion and the mounting portion are a single structure (e.g., cast, pressed, or a combination thereof). The bracket may be made from separate structures that are assembled to define the mounting portion and the tilt portion in a single structure. The mounting portion may be omitted and / or may be located elsewhere in the steering column assembly. For example, the mounting portion may be a pivot bracket located toward the forward end of the assembly where the pivot point for pivotal movement of the assembly occurs. The tilt portion may be omitted. The mounting bracket may be employed separately from the structure that defines the tilt portion. In addition to the examples described herein, examples of brackets that may be employed include U.S. Publication No. 2010 / 0300238 (incorporated by reference in its entirety for all purposes, see, e.g., the description of bracket 20); U.S. Patent No. 6,467,807 (incorporated by reference in its entirety for all purposes, see, e.g., the description of brackets 6 and 7 and related structures).

[0027] One or more brackets (e.g., tilt brackets) may be employed and adapted to receive at least a portion of a steering shaft support structure (e.g., a column tube, at least a portion of a column housing, or both) and / or to mount a steering column assembly within an automotive vehicle. As an example, a tilt bracket of the present teachings may include an upper portion adapted to be secured to a vehicle structure such as a vehicle cross beam, an instrument panel, or other. The bracket (e.g., tilt bracket) may have a pair of generally opposed downward or protruding walls (e.g., tilt plates). The bracket (e.g., tilt bracket) may have a structure that at least partially laterals at least a portion of the steering shaft support structure (e.g., a column tube). The bracket (e.g., tilt bracket) may optionally include a pair of opposed side walls and an upper wall configured to mount to a vehicle (e.g., a vehicle cross beam, an instrument panel, or other suitable structure). The side walls may protrude outwardly relative to the upper wall (e.g., may be disposed generally perpendicular or obliquely relative to the upper wall). The bracket (e.g., tilt bracket) can have a single downwardly projecting or oriented wall. The bracket (e.g., tilt bracket) can be disposed laterally upward and outward relative to an opposing portion of the column housing.

[0028] The teachings herein can be employed in steering column assemblies that are not adjustable but still require collapse capability. In such cases, there is no rake or reach adjustment hardware. However, the concepts herein can still be adapted to achieve the collapse equation. A mounting bracket can secure either the column housing or the column tube, or both, to the vehicle. An energy absorbing device can be employed to limit forward movement of one or more components of the steering column assembly, such as the column tube, the steering shaft, or both.

[0029] However, the present teachings are particularly applicable to steering column assemblies that are adjustable (e.g., for rake and / or reach). The assembly may include a manually operated steering wheel adjustment subassembly adapted to selectively adjust the steering shaft generally in a longitudinal direction, to selectively raise or lower the steering shaft, or both. The steering wheel adjustment subassembly may include a lever or the like adapted to manually actuate the subassembly. The subassembly may include at least one engagement member (e.g., a pin) that engages and disengages with the column tube or a structure secured thereto to selectively lock the steering shaft in a position desired by a user (e.g., a forward or rearward position). The subassembly may employ other suitable hardware, such as one or more thrust bearings, one or more nuts, one or more cam fixing elements, and / or one or more cam moving elements (e.g., the cam fixing element and the cam moving element are in opposing operator relationship, such as in contact with one another).

[0030] The column housing is pivotally mounted at a pivot mounting location (e.g., a permanently fixed mounting location) within the automotive vehicle. The pivot mounting location is at or within a range of about 20 mm, about 30 mm, about 40 mm, or about 50 mm from a forward end of the column housing. The pivot mounting location can be below the column housing, above the column housing, or intermediate between the above and below the column housing. The column housing at least partially surrounds the column tube. The column housing can have one or more projections or other structures for receiving a biasing device (e.g., a spring) connecting the column housing and the tilt bracket. The column housing can be of cast construction (e.g., including metals such as aluminum, magnesium, zinc, and / or iron (e.g., steel)). During a secondary impact, the column housing can remain in a substantially fixed position relative to the pivot mounting location. It can be fixed to be able to translate forward a relatively small amount (e.g., about 50 mm or less, about 20 mm or less, or about 10 mm or less).

[0031] During an impact (such as a secondary impact), the structure of the present teachings can be configured to include a suitable combination of elements arranged to allow the column tube, the steering shaft, or both, to translate longitudinally forward relative to the column housing.

[0032] The assembly herein may include a tilt adjustment subassembly. The subassembly may include a tilt bracket having one or more tilt plates extending downwardly on opposite sides of the column tube, the column housing, or both. The tilt plates may include one or more generally vertical slots. A tilt bolt or other elongated fastener may extend between the two tilt plates, and the tilt bolt may be received within the vertical slot. Height adjustment of the assembly may be possible by moving the tilt bolt up or down within the slot when a user operated device, such as a lever, is in an unlocked position. The assembly may be held at a desired angle or height when a user operated device, such as a lever, is moved to a locked position.

[0033] The present teachings may include a telescopic adjustment subassembly. Features of the telescopic adjustment subassembly may serve to absorb energy during an impact, such as a secondary impact. The telescopic adjustment subassembly may allow for adjustment of the fore-aft position of the steering wheel relative to a vehicle occupant (e.g., the driver). The telescopic adjustment subassembly may include a lever or other actuator member that allows the subassembly to be in a locked and / or unlocked position. When the telescopic adjustment subassembly is unlocked, the user may adjust the steering wheel. When the telescopic adjustment subassembly is locked, the steering wheel is maintained in a desired position.

[0034] The steering column assembly and / or the vehicle assembly may include a shroud. The shroud may function to protect the steering column assembly. The shroud may function to enclose the steering column assembly. The shroud may function to separate the driver from the components of the steering column assembly. The shroud may be made of any suitable material that may provide a desired appearance, a desired coverage of the steering column assembly, a desired protection for the driver, particularly during a crash, or a combination thereof. The shroud may be made of a polymeric material. The shroud may be molded to have a desired three-dimensional shape or a desired contour. The shroud may be made of multiple elements. For example, the shroud may have a lower portion that is located below the steering column assembly and an upper portion that is located above the steering column assembly. The shroud may have one or more features that allow the shroud to be snap-fitted or fixed into the vehicle assembly. The shroud may have one or more features that engage with another portion of the shroud to form an enclosure for a portion of the steering column assembly. The shroud may include one or more openings for receiving fasteners for securing the shroud to the steering column assembly.

[0035] The shroud may have one or more protrusions or bosses that extend toward the steering column body. When referred to herein as a shroud, it is contemplated that the features described may be part of the shroud boss. It is also contemplated that the features described may be part of the shroud but not part of the shroud boss. The boss may provide a contact surface between the shroud and another element of the steering column assembly. The boss may provide a contact surface with a fastener. The boss may provide a contact surface with a connecting member. The boss may be located between a head of the fastener and a surface of the connecting member (e.g., the shroud attachment portion). The boss may provide one or more openings for receiving a fastener. The boss may provide one or more openings that allow the fastener to disengage from the boss. The boss may include one or more biasing features. For example, the boss may include one or more crush ribs, one or more compressible fingers, etc.

[0036] The steering column assembly may include a connecting member. The connecting member serves to connect the shroud to the steering column assembly. Fasteners may extend through the shroud and the connecting member to secure the shroud to the connecting member. The connecting member may further connect to or contact another portion of the steering column assembly, such as a column tube.

[0037] The shroud may be connected to the steering column assembly via one or more fasteners. The fasteners may be pins, screws, bolts, rivets, etc., or combinations thereof. The fasteners may have a head. The fasteners may have an elongated body. The diameter or width of the head measured from its widest point may be wider than the diameter of the cross section of the elongated member. The head may contact a portion of the shroud (e.g., a portion of the boss). The head may contact a ring, washer, or other member (e.g., a Belleville spring or O-ring). The ring, washer, or other member may be disposed between the head of the fastener and a surface of the shroud (e.g., the boss). The head and / or ring, washer, or other member may be wider than the opening in the connecting member and / or the opening or slot in the shroud, such that the fastener does not penetrate through the opening or slot in the connecting member and / or the shroud during normal operation of the vehicle.

[0038] The shroud may have one or more openings to allow the shroud to disengage from the fastener, the connecting member, or both. Disengagement or disengagement may occur upon impact above a threshold load. The boss may have openings generally located at the side edges of the contact surface (e.g., where the boss contacts the connecting member), at the sides of the boss, or both. The openings may have a sufficient height to allow a portion of the fastener located within the boss to slide out of the opening without contacting. The openings may have a sufficient width to allow a portion of the fastener located within the boss to slide out of the opening without contacting.

[0039] The shroud may have a slot that allows the fastener to slide into or out of the shroud. The slot may interface with the opening, allowing the fastener to slide into or out of the opening through the slot. The slot may have a width that allows the fastener and shroud to remain in a desired position under normal conditions or during vehicle use. The slot may have a width that allows the fastener and shroud to separate upon impact above a threshold load. The slot may have a width that is less than the width or diameter of the head of the fastener. The slot may have a width that is less than the width or diameter of the washer ring or spring between the head of the fastener and the boss, such that the fastener and / or the dead of the washer, ring or spring do not pass through the slot toward the steering column assembly or part thereof. The slot may terminate at a location midway across the portion that contacts the boss or connecting member. The slot may terminate before extending through the entire length or width of the surface of the boss that is adapted to contact the boss or connecting member.

[0040] The assembly may include one or more bias members. The bias member may be integrally formed with the shroud. The bias member may be one or more fingers integrally formed with the shroud (e.g., molded into the shroud and / or boss). The fingers may extend into a slot in the shroud. The bias member may be one or more crush ribs formed with the shroud. The crush ribs may be located within an area defining the slot. The fingers and / or crush ribs may be adapted to contact a portion of the fastener. The fingers and / or crush ribs may contact a head or shoulder of the fastener. The fingers and / or crush ribs may contact a portion of an elongated portion of the fastener. The fingers and / or crush ribs may create a friction fit for the fastener. The fingers and / or crush ribs may reduce a space between a slot and a portion of the fastener. The fingers and / or crush ribs may reduce vibration or movement of the fastener within the shroud. The fingers and / or crush ribs can help hold the fastener in place during normal use, but can allow certain conditions (e.g., impact above a threshold load) to cause the fastener to disengage from the shroud.

[0041] The bias member can be a separate element from the shroud. The bias member can be a compressible member or a separate spring. For example, the bias member can be a Belleville spring or an O-ring. The bias member can be disposed between the head of the fastener and a surface of the shroud (e.g., between the head and an inner surface of a boss).

[0042] During an impact exceeding a threshold load, the shroud can disengage from the fasteners and / or connections in the steering column assembly, which can be facilitated by slots and openings in the shroud for passage of the fasteners that fasten the shroud to the steering column assembly. The opening in the shroud can be located toward the rear end of the steering column assembly such that as the column tube translates forward, the shroud can also collapse in a forward direction even though the connecting members remain fixed within the vehicle and / or the steering column assembly. The slot can extend rearward from a portion of the shroud to the opening to allow the fastening members to move through the slot and through the opening during disengagement.

[0043] The breakaway load of the attachment between the shroud and the steering column assembly (e.g., the connecting member) is controlled to a predetermined range by the fastener and a controlled preload of the shroud to the steering column attachment. The shroud can be preloaded to the steering column attachment point by a biasing member. The biasing member cooperates with a controlled standoff to set or control the preload to a desired range. The controlled preload can be about 25N or more, about 50N or more, or about 100N or more. The controlled preload can be about 1000N or less, about 750N or less, or about 500N or less. For example, the controlled preload can be about 100N to about 500N. The standoff can act to control compression of the biasing member when the fastener is attached. The standoff can be a shoulder on the fastener. The standoff can be a boss that extends from the steering column attachment (e.g., a portion of the connecting member such as the shroud attachment). The standoff can be a boss that extends from the shroud.

[0044] The connecting member joining the shroud to the steering column assembly may contact the shroud at a shroud attachment. The shroud attachment may have a surface adapted to contact the shroud (e.g., at a boss of the shroud). The shroud attachment may extend from another portion of the connecting member, such as a sidewall of the connecting member. The shroud attachment may extend away from the body of the connecting member to the shroud. The shroud attachment that contacts the shroud may be approximately perpendicular to the sidewall of the connecting member. The surface of the shroud attachment that contacts the shroud may be approximately parallel to a surface of the segment of the connecting member that contacts the column tube of the steering column assembly.

[0045] The shroud attachment may include an opening for receiving a fastener. The opening may engage a fastener such that the fastener is secured within the shroud attachment. For example, the opening may be threaded to engage threads of a fastener, such as a screw or bolt. A nut may also be disposed on the opposing side of the shroud attachment to secure the fastener. The opening may be generally aligned with a portion of a slot in the shroud such that the fastener passes through the shroud and is received within the opening in the shroud attachment.

[0046] A portion of the connecting member may be secured to an outer surface of the column tube. The connecting member may include a column tube contact segment. The column tube contact segment may provide a contact surface between the connecting member and the outer surface of the column tube. The column tube contact segment may generally extend along an axis parallel to the longitudinal axis of the column tube, the column housing, or both. The column tube contact segment may be substantially planar. The column tube contact segment may have one or more sections or surfaces that are substantially planar. The column tube contact segment may have a substantially complementary shape (e.g., at the portion that contacts the column tube) to reduce or prevent rocking of the connecting member. The column tube contact segment may have one or more openings for receiving fasteners for securing the connecting member to the column tube.

[0047] The fasteners coupling the connecting member to the column tube can be any fastener capable of maintaining a connection between the connecting member and the column tube during normal operation and adjustment of the steering column assembly. The fasteners can be screws, pins, rivets, bolts, or the like. The fasteners can be made of a polymeric material. The fasteners can be made of a metal or metal alloy. The fasteners can be shearable fasteners. The fasteners can shear upon impact above a threshold load, thereby allowing the connecting member to break away from the column tube. For example, upon impact, the column tube can translate forward. The connecting member can be substantially fixed within the steering column assembly and / or the vehicle assembly. If the steering column continues to move forward while the connecting member remains fixed, the rivet connecting the connecting member and the column tube can shear.

[0048] The connecting member may have one or more side walls extending from the column tube contact segment. The side walls may increase the stiffness of the connecting member. The side walls may be generally parallel. The side walls may be in a generally opposing relationship. The side walls may include one or more slots for receiving an elongated member (e.g., a tilt bolt). The elongated member may move within the slot during telescopic adjustment. The slot may define a forward and / or rearward distance that the steering wheel (and / or other elements of the steering column assembly) may translate during adjustment. The slot may act as a stop during telescopic adjustment. Boundaries defining the slot may function as stops that limit the forward and / or rearward translation during adjustment. Boundaries defining the slot may function as guides for the forward and / or rearward translation during adjustment. Leading and / or trailing edges of the slot may limit further movement when the elongated member contacts the edges. The upper edge of the slot and the elongated member can be configured such that when the lock lever is in the unlocked position, there is sufficient clearance between the top end of the slot and the elongated member to allow smooth telescopic adjustment, and when the lock lever is in the locked position, the elongated member and the upper edge of the slot can be in close clearance or contact.

[0049] The connecting member can be secured within a steering column assembly or a vehicle assembly. The connecting member can include one or more tabs extending therefrom, which allow the connecting member to be secured (e.g., with one or more fasteners). The tabs can be located at a rear end, a front end, or both of the connecting member for mounting the connecting member within the assembly. The tabs can include one or more openings for receiving fasteners. The tabs can extend from the sidewall in a generally transverse direction to the sidewall. The tabs can form an angle with the sidewall of about 105 degrees or less, about 100 degrees or less, or about 90 degrees or less. The tabs can be in any orientation that allows the connecting member to be secured within the assembly or vehicle. The tabs can extend from each sidewall. The tabs can be generally parallel or coplanar with each other. The tabs can extend in generally opposing directions. The tabs can include one or more regions that provide flexibility between the sidewalls and the tabs. The flexibility allows the regions between the tabs and the sidewalls to flex, such as during an impact or adjustment.

[0050] The assemblies herein may further employ an energy absorbing segment. The energy absorbing segment may be a deformable plate, wire, or other structure adapted to deform upon a particular condition, such as an impact exceeding a threshold load. When employed, the energy absorbing segment may absorb energy by plastic deformation upon a secondary impact after the column tube and / or steering shaft begin to translate along the column housing. The energy absorbing segment may be plastically deformed. The energy absorbing segment may deform with or without plastic elongation, with or without plastic compression, with or without plastic buckling, or any combination thereof. The plastically deformable energy absorbing device may thus limit the range of longitudinal movement of the column tube, steering shaft, or both. The energy absorbing segment may function to fix the position of the column tube, steering shaft, steering wheel, or combination thereof in a desired fore-aft direction. The energy absorbing segment has a generally planar or flat section. The generally planar or flat section may be received within the column tube. The energy absorbing segment may be generally parallel to the column tube contact segment of the connecting member. The energy absorbing segment can form an angle with the column tube contacting segment of about 45 degrees or less, about 35 degrees or less, or about 20 degrees or less. The energy absorbing segment can be joined to the column tube contacting segment with an arcuate or curved portion. A portion of the energy absorbing segment and / or the curved portion can engage an opening, notch, or guide in the column tube (e.g., with or without additional fasteners).

[0051] The energy absorbing segment or a portion thereof may be disposed within the column tube. The curved or arcuate portion may bend around an edge or notch of the column tube. Upon an impact exceeding a threshold load, the column tube may translate forward, pushing the energy absorbing segment and / or the curved portion forward, causing a deformation. The curved portion may straighten or otherwise deform. As the column tube continues to translate forward, different regions of the energy absorbing segment may cause a curve or other deformation. For example, the energy absorbing segment may shorten while portions of the connecting members on either side of the curve (e.g., the column tube contact segment or portions adjacent thereto) may lengthen, and the area of ​​the curve continues to change as the column tube translates forward and the deformation is guided around the edge of the column tube and / or the guide structure.

[0052] The guide structure may be located on an edge or notch of the column tube. The guide structure may be separate from the column tube. The guide structure may function to guide deformation of the energy absorbing segment and / or the flexure (e.g., upon impact above a threshold load). The guide structure may function to hold the energy absorbing segment in place during normal use. The guide structure may have one or more slots for receiving at least a portion of the energy absorbing segment and / or the flexure. The guide structure may be a pin or other member around which the energy absorbing segment and / or the flexure may wrap or coil. The guide structure may be formed of any material suitable for withstanding forces exerted during the wrapping of the energy absorbing segment and / or the flexure around it during an impact. For example, the guide structure may be formed of a polymeric material.

[0053] Turning now to the figures, FIG. 1 illustrates an exemplary steering column assembly 10 having a forward end 12 and an aft end 14. The steering column assembly 10 includes a column housing 16 that supports a column tube 18 and a steering shaft 20. The steering shaft 20 is adapted to support a steering wheel (not shown) and is permitted to rotate with rotation of the steering wheel. The column tube 18 is mounted for linear telescopic movement within the column housing 16. Telescopic adjustment is achieved via actuation of a user operated device, shown as a lever 24, to place the steering column assembly in an unlocked and / or locked position. A bracket structure 22 aids in mounting the steering column assembly 10 within a vehicle. The bracket structure 22 may also at least partially support a tilt adjustment subassembly to allow tilt adjustment of the steering shaft 20, the column tube 18, the column housing 16, or a combination thereof. A shroud 30 (or a portion of the shroud, shown here as a shroud boss 32) is connected to the steering column assembly 10 via a connecting member 50.

[0054] FIG. 2 shows a connecting member 50 joined to the shroud 30, or a portion of the shroud shown as the shroud boss 32. The shroud boss 32 has an opening 48. The connecting member 50 includes a column tube contact segment 52 adapted to be disposed on the outer surface of the column tube 18 (see FIG. 1). The connecting member 50 can be secured to the column tube via a fastener such as a rivet. Two generally parallel side walls 54 extend from the column tube contact segment. Each side wall 54 includes a side wall slot 56. The side wall slots can receive and / or pass through an elongated member such as a tilt bolt. The side walls and slots can assist in telescopic adjustment of the steering column assembly. The side wall slots can act as a stop for the tilt bolt during telescopic adjustment or during impact.

[0055] The connecting member 50 includes one or more generally lateral tabs 58. As shown, a pair of the generally lateral tabs 58 extend generally opposite one another from the sidewall 54. Both tabs 58 extend generally laterally from the sidewall. The generally lateral tabs 58 may include one or more openings for securing the connecting member 50 within the vehicle. The generally lateral tabs may include one or more regions that provide flexibility between the sidewall 54 and the tabs 58, which may provide additional energy absorption.

[0056] The connecting member 50 includes an energy absorbing segment 62 that is joined to the column tube contact segment 52 via a bend 60. The energy absorbing segment 62 is shown as a generally flat section that is received inside the column tube 18 (see FIG. 1). The bend is located at or near an edge of the column tube or a notch in the column tube to allow the column tube contact segment 52 to be on the outside of the column tube 18 and the energy absorbing segment 62 to be on the inside of the column tube 18. During an impact, the energy absorbing segment 62 can deform, thereby absorbing energy and / or acting to delay the collapse of the steering column assembly. During forward translation of the column tube, such as during an impact exceeding a threshold load, the column tube 18 can contact the bend 60 and push the bend 60 in a forward direction, straightening and / or deforming the energy absorbing segment 62. As the deformation of the energy absorbing segment 62 is guided by the column tube and / or guide structure, a new bend 60 may be formed (e.g., in an area that was previously part of the energy absorbing segment 62). The deformation may be guided by a guide structure located at or near the edge of the column tube (e.g., in a notch in the column tube) such that the bend 60 and / or energy absorbing segment 62 wraps around the guide structure. The energy absorbing segment 62 may be pulled forward and coiled around the guide structure as the column tube 18 translates forward. Assemblies without a guide structure are also contemplated.

[0057] The connecting member 50 includes a shroud attachment portion 70. As shown, the shroud attachment portion 70 extends from the sidewall 54, although other configurations are contemplated. The shroud attachment portion extends at an angle from an edge of the sidewall 54 (e.g., forming an angle with the sidewall of about 90 degrees plus or minus about 10 degrees). The shroud attachment portion 70 provides a contact surface with the shroud 30 (e.g., at the shroud boss 32).

[0058] 3 shows shroud boss 32 in contact with mounting portion 70 of connecting member 50. Mounting portion 70 includes fastener openings 72 capable of receiving fasteners 36 (see FIGS. 4 and 5) to join shroud 30 to connecting member 50.

[0059] As shown in Figures 3, 4 and 5, the shroud boss 32 includes a slot 46 that can receive a portion of the fastener 36 (see Figures 4 and 5) therein. In the area of ​​the slot 46, one or more biasing members 40 can be present. The biasing members shown in Figure 3 are multiple spring fingers 42 formed in the shroud itself. Figure 4 shows a separate spring such as a Belleville spring or O-ring 44. The biasing members can be a crush rib model in the shroud. The shroud can be preloaded to the shroud attachment 70 by a biasing member 40 such as a spring finger 42, Belleville spring or O-ring 44, or crush rib arrangement. The biasing member 40 can cooperate with a controlled standoff to set the preload in the desired range. The controlled standoff can be, for example, a shoulder on the fastener or a ring located between the fastener head and the finger.

[0060] The shroud boss 32 includes openings 48 that allow the fasteners 36 to slide in and out of engagement with the shroud boss during certain conditions. For example, during an impact exceeding a threshold load, the shroud 30 or shroud boss 32 may disengage from the connecting members 50 at the shroud mount 70. The fasteners 36 may remain fixed at the shroud mount 70. The shroud mount 70 and / or the connecting members 50 may remain fixed within the steering column assembly, the vehicle assembly, or both. The shroud 30 or shroud boss 32 may separate from the fasteners 36, the connecting members 50, the shroud mount 70, or a combination thereof, allowing the fasteners 36 to move out of the openings 48 through the slots 46.

[0061] Although exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the terms used herein are terms of description rather than limitation, and it will be understood that various modifications can be made without departing from the spirit and scope of the invention. Moreover, features of various embodiments can be combined to form further embodiments of the invention.

[0062] As can be understood, variations of the above teachings can be employed. For example, it may be possible to make the steering wheel adjustment subassembly from multiple subassemblies. The described energy absorption mechanism can be replaced with other mechanisms. Although the teachings herein may refer to a secondary impact event when certain functional aspects of the teachings occur, the teachings are not limited to only secondary impact events. Rather, when referring to a secondary impact, unless otherwise limited, the teachings should be considered to contemplate other impacts or conditions where a threshold load (e.g., in a forward direction of the vehicle) that is substantially greater than normal driving loads is encountered and translation of the column tube is desirable to substantially reduce the load that would be transmitted to the vehicle operator.

[0063] Any numerical value described herein includes all values ​​from the lower value to the upper value in increments of one unit, provided that there is a separation of at least two units between any lower value and any upper value. As an example, if the amount of a component or the value of a process variable, such as temperature, pressure, time, etc., is described as being, for example, 1 to 90, preferably 20 to 80, more preferably 30 to 70, values ​​such as 15 to 85, 22 to 68, 43 to 51, 30 to 32, etc. are intended to be expressly recited herein. For values ​​less than one, one unit is considered to be 0.0001, 0.001, 0.01, or 0.1, as appropriate. These are merely examples of what is specifically intended, and all possible combinations of numerical values ​​between the lowest and highest values ​​recited are similarly intended to be expressly recited herein.

[0064] Unless otherwise stated, all ranges include the endpoints and all values ​​between the endpoints. When "about" or "approximately" is used in connection with a range, it applies to both ends of the range. Thus, "about 20 to 30" is intended to cover "about 20 to about 30," inclusive of at least the specified endpoints.

[0065] The disclosures of all articles and references, including patent applications and publications, are incorporated by reference for all purposes. The term "consisting essentially of" to describe a combination is intended to include the specified elements, components, ingredients or steps, as well as other elements, ingredients or steps that do not materially affect the basic and novel characteristics of the combination. In this specification, the use of the terms "comprising" or "including" to describe a combination of elements, ingredients, ingredients or steps also contemplates embodiments that consist essentially of or even consist of the elements, ingredients, ingredients or steps.

[0066] Multiple elements, components, ingredients, or steps may be provided by a single integrated element, component, ingredient, or step. Alternatively, a single integrated element, component, ingredient, or step may be divided into multiple separate elements, components, ingredients, or steps. The disclosure of "a" or "one" to describe an element, component, ingredient, or step is not intended to preclude additional elements, components, ingredients, or steps.

[0067] The relative positions of elements depicted in the drawings are part of the teachings herein even if not described verbally. The shapes shown in the drawings (although not intended as limitations) are also within the scope of the present teachings even if not described verbally. [Explanation of symbols]

[0068] 10 Steering column assembly 12 Front end 14 Rear end 16 Column housing 18 Column Tube 20 Steering shaft 22 Bracket structure 24 Lever 30 Shroud 50 Connection member

Claims

1. An article, 1. An article comprising: a portion of a shroud adapted to be secured to a steering column assembly, the portion of the shroud including a slot for receiving a portion of a fastener and an opening of sufficient size to allow at least a portion of the fastener to pass therethrough to enable the shroud to disengage from the steering column assembly upon an impact exceeding a threshold load.

2. The article of claim 1 , wherein a portion of the shroud is a boss that projects toward a portion of the steering column assembly.

3. 3. The article of claim 1 or 2, wherein the slot is connected to or originates from the opening, allowing a portion of the fastener to slide through the opening and into and / or out of the slot.

4. 3. The article of claim 1 or 2, wherein the article comprises the fastener, the fastener having a head and an elongated body, the head having a width or diameter greater than a cross-sectional diameter of the elongated body, and the width or diameter of the head of the fastener is greater than a width of the slot.

5. 5. The article of claim 4, wherein the openings are larger than the heads of the fasteners so that the heads of the fasteners can move through the openings when the shroud is disengaged from the steering column assembly.

6. 3. The article of claim 1 or 2, wherein the article comprises a connecting member to which the shroud is fastened via the fastener to connect the shroud to the steering column assembly.

7. The article of claim 6 , wherein the connecting member includes a shroud attachment portion that contacts a portion of the shroud, the shroud attachment portion including a fastener opening for receiving the fastener.

8. 8. The article of claim 7, wherein the article comprises a biasing member, and wherein a breakaway load of the attachment between the shroud and the steering column assembly is controlled by a controlled preload of the shroud onto the fasteners and the shroud attachment portion.

9. 9. The article of claim 8, wherein the bias member is one or more spring fingers formed on a portion or boss of the shroud and extending into the slot, a spring member, a compressible member, one or more crush ribs in the shroud, or a combination thereof.

10. 9. The article of claim 8, wherein the controlled preload is controlled using a standoff, the standoff being a shoulder on the fastener, a boss extending from the connecting member, or a boss extending from the shroud.

11. 7. The article of claim 6, wherein the connecting member is adapted to be secured to a column tube of the steering column assembly at a column tube contact segment, the connecting member including generally opposed side walls extending away from the column tube contact segment, the generally opposed side walls including a slot for receiving an elongated member.

12. The article of claim 11 , wherein the connecting member comprises an energy absorbing segment connected to the column tube contact segment via a bend.

13. 7. The article of claim 6, wherein the connecting member is secured within a vehicle assembly and adapted to break away from a portion of the steering column assembly during an impact exceeding a threshold load.

14. A collapsible steering column assembly, (a) a column tube; (b) a steering shaft, at least a portion of which is rotatably supported by the column tube; (c) a column housing; (d) a bracket that at least partially holds the column tube; (e) an article according to claim 1 or 2; and (f) a manually operated steering wheel adjustment subassembly including a lever for manually adjusting the position of the steering wheel; wherein the article is adapted to break away from the column tube upon an impact exceeding a threshold load.

15. 15. The collapsible steering column assembly of claim 14, wherein a portion of the shroud separates from fasteners and / or connecting members coupling the shroud to the steering column assembly upon an impact exceeding a threshold load.

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