Steer-by-wire steering system with off-axis steering system support column

Abstract

The present disclosure relates to a steering system 10 comprising a rotatable steering wheel hub 14 and a steering system support column 24 including an off-axis section 28 and an alignment section 26 connected by a connecting portion 30. The steering wheel hub 14 is rotatably mounted on the alignment section 26, and the off-axis section 28 is axially spaced from the steering wheel hub 14. The steering system 10 comprises a torque feedback device 44 including an electric machine having a rotor 46 and a stator 48, the rotor 46 being mounted to the steering wheel hub 14 for rotation therewith about a rotation axis A, and the stator 48 being non-rotatably fixed to the alignment section 26 of the steering system support column 24.

Description

Technical Field

[0001] The present invention relates to a vehicle, particularly an automotive vehicle, having a steering system support column including an off-axis section, and more particularly to a steer-by-wire steering system.

Background Art

[0002] In the automotive and truck industries, there is an increasing interest in and use of drive-by-wire systems. In such systems, mechanical components are replaced by electromechanical configurations. The progress towards fully electric vehicles and autonomous vehicles further promotes the development of steer-by-wire steering systems and increases the need for innovative concepts.

[0003] One specific subcategory of drive-by-wire systems relates to steer-by-wire steering systems that aim to replace the conventional mechanical components that transmit the driver's steering commands from the steering wheel to the wheels with an electromechanical configuration. Such an electromechanical steer-by-wire configuration can eliminate, partially or completely, the direct or indirect mechanical connection between the steering wheel and the drive wheels. Instead of using mechanical transmission, steering commands are detected by a sensor array and sent via a control unit in the form of control signals to an electromechanical actuator configured to execute the steering commands.

[0004] [[ID=2O]]The steer-by-wire configuration opens up completely new possibilities with respect to installation space, assembly of the steering system, safety, and design concepts.

[0005] A steer-by-wire steering system is known from, for example, Patent Document 1 (U.S. Patent Application Publication No. 2020 / 0070871), which discloses a steering wheel assembly for a vehicle including a steering wheel, a control component, a rotational measurement component for measuring the rotational state of the steering wheel, and a load sense simulator for applying resistance torque to the rotation of the steering wheel according to the rotational state of the steering wheel. A steering column is located below the steering wheel, with the upper end of the steering column connected to the steering wheel and the lower end of the steering column connected to the load sense simulator. The load sense simulator is fixed to the vehicle body. Both the rotational measurement component and the load sense simulator are connected to the control component, which controls the load sense simulator to apply resistance torque to the rotation of the steering wheel according to the measurement data of the rotational measurement component.

[0006] Furthermore, Patent Document 2 (Japanese Patent Application Publication No. 2019-214360) discloses a steer-by-wire power steering system equipped with a special operating range limit restricting device to replace a given mechanical end stop in a conventional steering system.

[0007] Prior-generation steer-by-wire systems often have complex structures, limiting their functionality and applicability and adaptability to various vehicle requirements. [Prior art documents] [Patent Documents]

[0008] [Patent Document 1] U.S. Patent Application Publication No. 2020 / 0070871 [Patent Document 2] Japanese Patent Publication No. 2019-214360 [Overview of the project] [Problems that the invention aims to solve]

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

[0010] In particular, an objective of the present invention is to provide a steer-by-wire steering system that reduces the required installation space while allowing for simple adjustment to suit the driver's ergonomics. [Means for solving the problem]

[0011] The above objectives are achieved by the content of the independent claims. Preferred embodiments and preferred features are as specified in the dependent claims and the following description.

[0012] This invention relates to a steering system for a vehicle, more precisely to a steer-by-wire steering system.

[0013] The steering system comprises a steering wheel and a steering wheel hub connected to or connectable to a steering wheel. The steering wheel hub is rotatable around its axis of rotation. Therefore, when the steering wheel is connected to the hub, it is rotatable together with the steering wheel hub around its axis of rotation. In particular, the steering wheel hub can be rotatably mounted on a steering system support column.

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

[0015] The steering wheel can be mechanically attached directly or indirectly to the steering wheel hub by fixing elements. For example, the fixing elements may be bolts, screws, rivets, nuts, adhesive and / or swaged (pressed and / or deformed).

[0016] The steering system may include a torque feedback device comprising an electromechanical component having a rotor and a stator with stator windings, wherein the rotor is fixedly mounted to the steering wheel hub so as to be rotatable together with the steering wheel hub around the axis of rotation, and the stator is fixedly mounted to the non-rotatable component of the steering system. In other words, non-rotatable means that the stator is stationary with respect to rotation or fixed with respect to rotation relative to the vehicle body.

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

[0018] With respect to the axis of rotation, the fixed elements can be arranged at different radial positions, i.e., radial heights, than the stator windings.

[0019] The steering system may comprise a rigid steering system support column including an off-axis section having a first longitudinal axis offset with respect to the axis of rotation, preferably parallel thereto, and an aligned section having a second longitudinal axis coinciding with the axis of rotation. Coinciding with the axis of rotation also means being aligned with or coaxial with the axis of rotation. The steering handle hub can be rotatably mounted on the aligned section so that it can overlap the aligned section at least partially in the axial direction. The off-axis section can be axially separated from or displaced from the steering handle hub.

[0020] The off-axis section and the aligned section can be formed integrally and connected by a connecting portion. The connecting portion is also a rigid part that can be formed integrally with the off-axis section and the aligned section, i.e., in a one-piece form.

[0021] The steering system can include a steering wheel rotation limiting device for mechanically limiting the rotation of the steering wheel hub and thus the connected steering wheel. The steering wheel rotation limiting device can be configured to limit the rotational possibility of the steering wheel hub in both circumferential directions around the axis of rotation. The steering wheel rotation limiting device can still be configured to allow rotation of the steering wheel hub exceeding 360°. The steering wheel rotation limiting device can be arranged radially offset with respect to the steering wheel hub and preferably adjacent thereto.

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

[0023] The sliding element can include a protrusion that engages a helical groove preferably formed on the outer circumferential surface of the steering wheel hub such that rotation of the steering wheel hub causes axial movement of the sliding element. Thus, when the sliding element abuts against one of the two stop surfaces, further axial movement of the sliding element in one direction is prevented, preventing rotation of the steering wheel hub.

[0024] The steering wheel rotation limiting device can be attached to the off-axis section via the base of the steering wheel rotation limiting device and can engage with the steering wheel hub via the sliding element. Thus, the steering wheel rotation limiting device can extend axially towards the steering wheel hub.

[0025] According to one form, a vehicle steering system includes a steering wheel hub connected to or connectable to a steering wheel, and the steering wheel hub and thus the connected or connectable steering wheel are rotatable around an axis of rotation.

[0026] The steering system comprises a steering system support column that includes an offset section having a first longitudinal axis that is preferably offset with respect to and parallel to the axis of rotation and an alignment section having a second longitudinal axis that coincides with the axis of rotation. To say that it coincides with the axis of rotation can also be explained as being aligned with or coaxial with the axis of rotation. The offset section and the alignment section are integrally formed and can be connected by a connecting portion. The connecting portion can also be integrally formed with the offset section and the alignment section. Accordingly, the offset section, the alignment section, and the connecting portion are formed as a rigid one-piece component. The steering wheel hub is rotatably mounted on the alignment section and axially at least partially overlaps the alignment section. The offset section is axially spaced from the steering wheel hub.

[0027] The steering system comprises a torque feedback device that includes an electromechanical machine having a rotor and a stator. The rotor is fixedly attached to the steering wheel hub so as to be rotatable together with the steering wheel hub around the axis of rotation. The stator is non-rotatably fixed to the alignment section of the steering system support column.

[0028] Preferably, the alignment section can form a hub element that is stationary with respect to the rotor and the steering wheel hub and supports the inner stator of the outer rotor electromechanical machine.

[0029] The novel and advantageous structural design of the integrally formed i.e., one-piece steering system support column that includes the offset section and the alignment section, when combined with the torque feedback device arranged on the alignment section, optimizes the use of the installation space, simplifies the adaptation to the ergonomics of the driver, and at the same time reduces the friction and inertia due to torque generation / transmission.

[0030] Therefore, the design of the steering system support column and the combination of the torque feedback device described above contribute to a structurally optimized configuration.

[0031] The connecting portion, which can be formed integrally with the off-axis section and the alignment section, can extend across both the first longitudinal axis and the second longitudinal axis.

[0032] The off-axis sections, aligned sections, and / or connecting sections may be tubular. In particular, each of the off-axis sections, aligned sections, and connecting sections may be tubular. The off-axis sections, aligned sections, and / or connecting sections may have a substantially rectangular or circular cross-section, at least partially. Alternatively, the off-axis sections, aligned sections, and / or connecting sections may have any other arbitrary cross-sectional shape. For example, the off-axis sections, aligned sections, and / or connecting sections may have an elliptical or polygonal cross-section. A polygonal cross-section may be advantageous in that it provides several flat surfaces to prevent rotation relative to each other around the first longitudinal axis, thereby providing an angular reference between the axially sliding and fixed parts of the nested array. The cross-sectional shapes of the off-axis sections, aligned sections, and connecting sections may be the same or different.

[0033] In one embodiment, the steering system support column can be mounted to the vehicle body via a vehicle support column. The off-axis section of the steering system support column can be mounted within the vehicle support column such that it is translationally movable along a first longitudinal axis, non-rotatable, and non-whipable relative to the vehicle support column. That is, in this embodiment, the steering system support column and all components supported thereon are displaceable / non-displaceable relative to the vehicle support column, respectively. The steering system support column can be mounted to the vehicle support column by brackets, axial adjustment elements, and / or vertical adjustment elements.

[0034] In the vehicle support column, support for the off-axis section of the steering system support column can be provided at the first end of the steering system support column opposite the second end of the steering system support column where the torque feedback equipment is arranged (i.e., the end spaced apart from the alignment section).

[0035] This configuration eliminates the need for reduction gear trains and gear shafts while allowing the steering system to be adjusted to the driver's ergonomics, thereby reducing friction and inertia during torque generation and transmission for the steer-by-wire system.

[0036] The steering system support column can form the inner member of the tubular nesting array, and the vehicle support column can form the outer member of the tubular nesting array. The inner member is mounted within the outer member of the tubular nesting array so as to be axially translationally displaceable.

[0037] The vehicle support column and therefore the steering system, i.e., all additional system components mounted on or attached to the steering system support column, can be made adjustable relative to the vehicle body by making them rotatable and / or radially displaceable relative to the vehicle body. The rotatability and / or radial displaceability can be associated with the movement of at least a portion of the steering system support column along at least one transverse axis that crosses the first longitudinal axis.

[0038] According to one embodiment, the steering system support column may preferably be provided with openings arranged in the off-axis section or connection portion, the openings providing access to an electromechanical phase connection portion and / or a steering wheel angle sensor connection portion that connects an electromechanical and / or at least one sensor to an electronic control unit. The sensor may be a steering wheel angle sensor. Thus, a steering wheel rotation limiting device, particularly a removable steering wheel rotation limiting device, can be made accessible for maintenance and servicing of electrical connections, while at the same time ensuring that the electrical connections and components are protected from the effects of harmful environments.

[0039] According to one embodiment, the steering system may include an electronic control unit for controlling at least a torque feedback device and / or for transmitting and receiving sensor information, such as information from a steering wheel angle sensor. The electronic control unit may be located within the off-axis section of the steering system support column, preferably in an area adjacent to or following the connection section. In this case, the electronic control unit may be located near the stator windings of the torque feedback electromechanism and / or near sensors, such as a rotation angle sensor for measuring the rotation of the electromechanical rotor.

[0040] In one embodiment, the steering system may include auxiliary components arranged within the alignment section of the steering system support column, and therefore within the stator of the torque feedback electromechanism. These auxiliary components may include an airbag module, a switchgear control device, a driver display array, and / or a wire harness. Arranging the auxiliary components within the steering system support column allows for efficient use of installation space; that is, the overall installation space required for the steering system can be reduced.

[0041] In one embodiment, the rotor can be an external rotor and the stator can be an internal stator. Thus, the torque feedback device can be an external rotor electro-torque feedback machine. In this case, the rotor can be mounted on the inner circumferential surface of the steering handle hub. The stator can be mounted on the outer surface of the steering system support column, more precisely, on the outer circumferential surface of the alignment section. The external rotor electro-machine of the torque feedback device and its direct alignment on the steering handle hub and alignment section eliminate the need for reduction gear trains and gear shafts, reducing undesirable friction and inertia. Thus, system efficiency can be increased and the required installation space can be reduced.

[0042] According to one embodiment, the alignment section of the steering system support column may include a protruding flange portion that provides a first bearing surface for a first bearing array arranged between the steering system support column and the steering handle hub. Preferably, the protruding flange portion can be arranged in a transition region between the alignment section and the connection portion, i.e., the end portion of the alignment section away from the steering handle connected to or connectable to the steering system. The protruding flange portion provides a circular annular first bearing surface. The protruding flange portion allows for minimizing the outer diameter of the main portion of the alignment section while supporting a steering handle hub with a substantially larger inner diameter.

[0043] The alignment section of the steering system support column may include an annular portion that provides an annular second bearing surface for a second bearing array arranged between the steering system support column and the steering handle hub. Preferably, the annular portion can be arranged in a region that follows or is adjacent to at least the steering handle connected to or connectable to the steering system, in other words, in a region that is at least away from the off-axis section and the connection section. The annular portion allows the outline / contour of the main portion of the alignment section to be freely selected while rotatably supporting the steering handle.

[0044] The first and second bearing arrays provide rotatable support for the steering handle hub and the steering handle connected thereto on the steering system support column.

[0045] In one embodiment, the steering system may include a steering wheel rotation limiting device for at least mechanically restricting the rotation of the steering wheel hub in both circumferential directions around the axis of rotation. The steering wheel rotation limiting device may be mounted to the off-axis section via a base of the steering wheel rotation limiting device and may engage with the steering wheel hub via a sliding element.

[0046] The base of the steering wheel rotation limiting device comprises two axially opposed dead-end surfaces, and the sliding element is axially slidable between the two opposing dead-end surfaces parallel to the axis of rotation relative to the base and relative to the steering wheel hub. The sliding element may be provided with projections, particularly helical ridges, that engage with helical grooves formed on the outer circumferential surface of the steering wheel hub, such that rotation of the steering wheel hub causes axial movement of the sliding element, and contact between the sliding element and one of the two dead-end surfaces prevents further movement of the sliding element and therefore further rotation of the steering wheel hub.

[0047] The base of the steering wheel rotation limiting device can overlap the first bearing surface with respect to the rotation axis, following the axially protruding flange portion. Therefore, a favorable compact design for the steering system can be achieved.

[0048] In one embodiment, a steering system for a vehicle comprises a steering wheel hub connected to or connectable to a steering wheel, the steering wheel hub and thus the steering wheel connected to or connectable thereto being rotatable around a rotation axis.

[0049] The steering system includes a torque feedback device comprising an electromechanical component having a rotor and a stator. The rotor is mounted to the steering wheel hub so as to be rotatable together with the steering wheel hub around the axis of rotation, and the stator is fixed to the non-rotatable component of the steering system.

[0050] The steering system includes a steering wheel rotation limiting device for limiting the rotation of the steering wheel hub. In particular, the steering wheel rotation limiting device is configured to mechanically limit or prevent the rotation of the steering wheel in both circumferential directions around the axis of rotation. Thus, the steering wheel rotation control device is configured to at least mechanically limit or prevent the rotation of the steering wheel connected to the steering wheel hub. The steering wheel rotation limiting device can still allow rotation of the steering wheel hub and steering wheel exceeding 360°. The steering wheel rotation limiting device is arranged radially offset from the steering wheel hub, preferably near the steering wheel hub. The steering wheel rotation limiting device includes a base fixed to the aforementioned or preferably another non-rotatable component of the steering system. The base includes two dead-end surfaces that are axially opposed with respect to a longitudinal axis parallel to the axis of rotation. The steering wheel rotation limiting device further includes a sliding element that is axially slidable relative to the base and relative to the steering wheel hub, parallel to the axis of rotation. The sliding element is slidable back and forth between the two opposing dead-end surfaces.

[0051] The sliding element comprises a projection that engages with a helical groove formed on the circumferential surface of the steering handle hub, such that rotation of the steering handle hub causes axial movement of the sliding element, and contact between the sliding element and one of the two dead-end surfaces prevents movement of the sliding element and rotation of the steering handle hub. The circumferential surface of the steering handle hub with the helical groove can be the outer surface. More precisely, as the steering handle hub rotates, the interaction and engagement between the projection and the helical groove causes the helical groove to drag the projection, thereby displacing the sliding element. The sliding element can then slide unless it is blocked by one of the two dead-end surfaces. Contact between one of the two dead-end surfaces and the sliding element prevents further movement of the sliding element in one direction, and as a result, the interaction between the projection and the helical groove prevents further rotation of the steering handle hub in one direction of rotation. Therefore, the contact between one of the two dead-end surfaces and the sliding element restricts / limits / stops the rotational movement of the steering wheel hub and the steering wheel to which it is fixedly connected. In other words, the steering wheel limiting device defines and limits the maximum angle of rotation of the steering system around the axis of rotation.

[0052] A steering wheel rotation limiting device that restricts the rotation of a steering wheel hub based on the contact of a sliding element with one of two opposing dead-end surfaces, while allowing the steering wheel hub to rotate more than 360°, avoids the need for an electromechanical unit to provide a full stop torque, thus avoiding the excessive size of the electromechanical unit in torque feedback devices.

[0053] A steering wheel rotation limiting device, which restricts the rotation of the steering wheel hub based on the contact of a sliding element with one of two opposing dead-end surfaces, provides a robust and reliable solution for providing a mechanical dead-end function in steer-by-wire systems that do not include natural dead-end structures.

[0054] Furthermore, the base and sliding element configuration is not very complex, can be easily manufactured, and can be attached to the steering system.

[0055] Steering systems equipped with such steering wheel rotation control devices can be flexibly integrated into a variety of vehicles and easily adapted to various vehicle requirements.

[0056] The steering system may include a steering wheel.

[0057] In one embodiment, the base may include a compartment formed therein, which houses a sliding element and thereby restricts or prevents radial movement of the sliding element away from the steering handle hub and restricts or prevents lateral movement of the sliding element across its axial direction of movement. In other words, the compartment may be configured to allow only axial movement of the sliding element between two opposing dead-end faces. The component may be partially complementary to the sliding element to prevent radial movement of the sliding element away from the steering handle hub and prevent lateral movement of the sliding element across its axial direction of movement. The compartment may be a three-dimensional recess with five sides, two of which define two dead-end faces. Only the sides of the three-dimensional recess facing the steering handle hub are not closed by the faces and are open to receive the sliding element and allow engagement of the sliding element (projection) with the helical groove.

[0058] The base can be arranged radially adjacent to the steering wheel such that the outer surfaces of the base and the steering wheel hub completely enclose the compartment.

[0059] According to one embodiment, the steering system can be configured such that when the sliding element is in contact with one of two opposing dead-end surfaces, the projection is spaced apart from both ends of the helical groove, preferably by a defined distance or by a defined section of the helical groove. Thus, the restriction of the rotation of the steering wheel hub is not caused by the interaction between the ends of the helical groove and a portion of the projection, but rather by the contact between one of the two dead-end surfaces and the surface of the sliding element. Consequently, the contact area is increased compared to known solutions. This prevents damage to the steering system, particularly the helical groove and projection, even under the influence of strong external forces.

[0060] The sliding element may have a substantially rectangular cross-section. The projection may be a helical ridge projecting from the sliding element toward the steering handle hub. The helical ridge may be matched to the helical groove, particularly with respect to the pitch of the helical groove. The helical ridge may be substantially complementary to a portion of the helical groove.

[0061] The axial width of the sliding element can be adapted according to one or more of the following parameters: the length of the helical groove, the pitch of the helical groove, the distance between two opposing dead-end surfaces, and the circumferential length of the steering wheel hub. By adapting or selecting the axial width of the sliding element, the maximum travel distance of the sliding element between the two dead-end surfaces, i.e., the maximum axial movement capability, can be defined. Therefore, by simply replacing the sliding element and adapting its axial width and the dimensions and shape of the protrusions, the steering wheel rotation limiting device can be flexibly used for various vehicle configurations.

[0062] The steering wheel rotation limiting device can be attached to the aforementioned or preferably other non-rotatable components of the steering system by screws, bolts, rivets, or adhesive, or welded to the aforementioned or other non-rotatable components of the steering system. Attachment by screws or bolts may be advantageous because it allows the steering wheel rotation limiting device to be detachably attached to the steering system.

[0063] In one embodiment, the base of the steering wheel rotation limiting device can cover an opening in the aforementioned or other non-rotatable component that allows access to an electrical connection connecting an electromechanical and / or at least one sensor to an electrical control unit. The sensor may be a steering wheel angle sensor. Thus, the steering wheel rotation limiting device, particularly a removable steering wheel rotation limiting device, can allow access to the electrical connection for maintenance and, at the same time, reliably protect the electrical connection and components from harmful environmental impacts.

[0064] According to one embodiment, the steering system may further include a steering system support column. The steering system support column may be configured to connect the steering wheel hub and the steering wheel to the vehicle body. The steering system support column may be rigid. The steering system support column may include an off-axis section having a first longitudinal axis that is offset with respect to the axis of rotation, preferably parallel thereto. The steering system support column may include an aligned section having a second longitudinal axis that coincides with the axis of rotation. In other words, coincides with the axis of rotation, meaning that the second longitudinal axis is aligned with / coaxial with the axis of rotation.

[0065] Each steering system support column offers a novel and advantageous structural design that is technically beneficial in terms of space requirements, driver ergonomic adjustability, and low friction and inertia torque generation / transmission.

[0066] The combination of the steering system support column design and the steering wheel rotation limiting device described above is, This contributes to a structurally optimized configuration, particularly in terms of reducing the required space, ensuring robustness and reliability of mechanical dead-end integration, and simplifying the assembly of the steering system.

[0067] Furthermore, the structure of the steering system support column having an off-axis section and an alignment section, and the steering wheel rotation limiting device described above, together enable the optimized integration and mounting of the steering wheel rotation limiting device described above.

[0068] The steering system support column can be formed integrally, i.e., in a one-piece form. In particular, the off-axis section can be integrally connected to the alignment section by a connecting portion that extends across both the first and second longitudinal axes.

[0069] The alignment section of the steering system support column can be a non-rotatable component to which the stator is attached, and the off-axis section can be another non-rotatable component to which the base of the steering wheel rotation limiting device is attached. Therefore, the torque feedback device can be arranged in the area of ​​the steering wheel hub, close to the steering wheel, and preferably directly on the steering wheel hub. This eliminates the need for reduction gear trains and gear shafts, and reduces undesirable friction and inertia. Thus, system efficiency can be increased.

[0070] In one embodiment, the steering system support column can be non-rotatable around its first longitudinal axis but translationally displaceable relative to the vehicle body along its longitudinal axis. Thus, the steering system support column can make the steering system adjustable to the driver's ergonomic needs. The steering system support column can preferably form the inner member of a tubular nesting array. In this case, the steering support column can be translationally displaceable relative to the outer member. The steering system support column can be non-rotatable and non-rotatable relative to the outer member. The outer member can connect the steering system support column to the vehicle body.

[0071] According to one embodiment, the steering handle hub can be rotatably mounted on the alignment section so that it can overlap the alignment section at least partially in the axial direction. The off-axis section can be spaced axially away from the steering handle hub.

[0072] In one embodiment of the steering system, the rotor may be an external rotor and the stator may be an internal stator. In this case, the rotor can be mounted on the inner circumferential surface of the steering handle hub. The stator can be mounted on the outer surface of the steering system support column, more precisely, on the outer circumferential surface of the alignment section.

[0073] In one embodiment, the torque feedback device can be configured to increase the torque feedback level when the minimum distance between the sliding element and one of the two dead-end surfaces falls below a preset threshold. In this case, the rotation of the steering wheel hub / steering wheel can be reduced to some extent before the sliding element comes into full contact with one of the two dead-end surfaces and abruptly blocks further rotation of the steering wheel hub / steering wheel. The threshold can be defined with respect to each of the two dead-end surfaces.

[0074] In one embodiment, a steering system for a vehicle comprises a steering wheel hub connected to or connectable to a steering wheel, the steering wheel hub and thus the steering wheel connected to or connectable thereto being rotatable around a rotation axis.

[0075] The steering system comprises a torque feedback device including an electromechanical component having a rotor and a stator. The rotor is mounted to the steering wheel hub so as to be rotatable around the axis of rotation, and the stator is fixed to the non-rotatable component of the steering system.

[0076] The steering system comprises a steering system support column including an off-axis section having a first longitudinal axis which is preferably parallel to and offset with respect to the axis of rotation, and an aligned section having a second longitudinal axis which coincides with the axis of rotation. "Coinciding with the axis of rotation" can also be described as being aligned with or coaxial with the axis of rotation. The steering handle hub is rotatably mounted on the aligned section so that it can at least partially overlap the aligned section axially. More precisely, the steering handle hub can be rotatably mounted on the outer circumferential surface of the aligned section. The off-axis section is axially spaced away from the steering handle hub. The steering system support column is rigid and can be formed integrally, i.e., in a one-piece form.

[0077] The steering system includes a steering wheel rotation limiting device for restricting the rotation of the steering wheel hub. In particular, the steering wheel rotation limiting device is configured to at least mechanically limit or prevent the rotation of the steering wheel in both circumferential directions around the axis of rotation. Thus, the steering wheel rotation limiting device is configured to mechanically limit or prevent the rotation of the steering wheel connected to the steering wheel hub. The steering wheel rotation limiting device can still allow rotation of the steering wheel hub and steering wheel beyond 360°. The steering wheel rotation limiting device is mounted to the off-axis section via the base of the control wheel rotation limiting device and engages with the steering wheel hub via a sliding element. The steering wheel rotation limiting device thus extends axially toward the steering wheel hub, and the sliding element extends radially toward the steering wheel hub. Preferably, the steering wheel rotation limiting device can be mounted only to the off-axis section of the steering system support column.

[0078] Each steering system support column offers a novel, advantageous structural design that is technically beneficial in terms of space requirements, driver ergonomic adjustability, and torque generation / transmission with low friction and inertia.

[0079] The combination of the steering system support column and the steering wheel rotation limiting device contributes to a structurally optimized configuration, particularly in terms of reducing the required space, ensuring robustness and reliability of the mechanical dead-end integration, and simplifying the assembly of the steering system.

[0080] Furthermore, the structure of the steering system support column having an off-axis section and an alignment section, and the steering wheel rotation limiting device described above, together allow for the optimization of the integration and mounting of the steering wheel rotation limiting device described above.

[0081] The off-axis section can be integrally connected to the aligned section by a connecting portion that extends across both the first and second longitudinal axes.

[0082] The alignment section of the steering system support column can be a non-rotatable component to which the stator is attached. Therefore, the torque feedback device can be arranged in the area of ​​the steering wheel hub and near the steering wheel, preferably directly on the steering wheel hub. This eliminates the need for reduction gear trains and gear shafts, reducing undesirable friction and inertia. Thus, system efficiency can be increased.

[0083] In one embodiment, the steering system support column can be made non-rotatable about its first longitudinal axis and translationally displaceable relative to the vehicle body along its first longitudinal axis. Thus, the steering system support column allows the steering system to be adjusted according to the driver's ergonomic needs. The steering system support column can preferably form an inner member of a tubular nesting array that is mounted axially displaceable, i.e., translationally displaceable relative to the outer member of the tubular nesting array. The steering system support column can be configured to be non-rotatable and non-rotatable relative to the outer member. The outer member can connect the steering system support column to the vehicle body.

[0084] According to one embodiment, the steering system may include an electronic control unit for controlling at least torque feedback equipment and / or in particular for sending and receiving sensor information from steering wheel angle sensors of the steering system.

[0085] The electronic control unit can be arranged within the off-axis section of the steering system support column. Therefore, the installation space can be used efficiently.

[0086] The base of the steering wheel rotation limiting device can cover an opening in the off-axis section of the steering system support column that allows access to an electromechanical phase connection and / or steering wheel sensor connection that connects an electromechanical and / or at least one sensor to an electronic control unit. The sensor can be a steering wheel angle sensor. Thus, the steering wheel rotation limiting device, especially a removable steering wheel rotation limiting device, allows access to the electrical connections for maintenance and, at the same time, ensures that the electrical connections and components are protected from harmful environmental impacts.

[0087] The base of the steering wheel rotation limiting device can be attached to the off-axis section of the steering system support column by screws, bolts, rivets, or adhesive, or welded to the off-axis section of the steering system support column. Screw or bolt attachment allows for a removable attachment to the steering system.

[0088] In one embodiment, the rotor can be an external rotor and the stator can be an internal stator. In this case, the rotor can be mounted on the inner circumferential surface of the steering handle hub. The stator can be mounted on the outer surface of the steering system support column, more precisely, on the outer circumferential surface of the alignment section. The external rotor electromechanism of the torque feedback device and its direct alignment on the steering handle hub and alignment section eliminate the need for reduction gear trains and gear shafts, reducing undesirable friction and inertia. Thus, system efficiency can be increased and the required installation space can be reduced.

[0089] According to one embodiment, the base of the steering wheel rotation limiting device may have two axially opposed dead-end surfaces, and the sliding element may be axially slidable between the two opposing dead-end surfaces parallel to the axis of rotation with respect to the base and to the steering wheel.

[0090] The sliding element may include a projection, particularly a helical ridge, that engages with a helical groove formed on the outer circumferential surface of the steering handle hub, such that rotation of the steering handle hub causes axial movement of the sliding element, and contact between the sliding element and one of the two dead-end surfaces prevents further movement of the sliding element in one direction and further rotation of the steering handle hub in the other direction.

[0091] The base may include a compartment formed therein, which houses the sliding element and thereby restricts the radial movement of the sliding element away from the steering handle hub and the lateral movement of the sliding element across the direction of its axial displacement. The compartment may only allow axial movement of the sliding element between two opposing dead-end surfaces.

[0092] The base can be arranged radially adjacent to the steering handle hub such that the outer surfaces of the base and the steering handle hub completely enclose the compartment.

[0093] The steering system can be configured such that, when the sliding element is in contact with one of two opposing dead-end surfaces, the projection is spaced apart from both ends of the helical groove by a defined distance or by a defined section of the helical groove. Therefore, the limitation of rotation of the steering wheel hub is not caused by the interaction between the end of the helical groove and a portion of the projection, but rather by the contact between one of the two dead-end surfaces and the surface of the sliding element. Thus, the contact area can be increased compared to known solutions, thereby preventing damage to the steering system, particularly the helical groove and projection, even when subjected to strong external forces.

[0094] In one embodiment, the torque feedback device can be configured to increase the torque feedback level when the minimum distance between the sliding element and one of the two dead-end surfaces falls below a preset threshold. In this case, the rotation of the steering wheel hub / steering wheel can be reduced to some extent before the sliding element comes into full contact with one of the two dead-end surfaces and abruptly prevents further rotation of the steering wheel hub / steering wheel. The threshold can be defined with respect to each of the two dead-end surfaces.

[0095] In one embodiment, a steering system for a vehicle comprises a steering wheel and a steering wheel hub, the steering wheel being mechanically attached to the steering wheel hub by fixing elements. Preferably, the steering wheel is directly and fixedly attached to the steering wheel hub. The fixing elements can be bolts and / or screws. Preferably, a total of 3 to 10 screws can be arranged equidistantly around the rotation axis of the steering wheel and the steering wheel hub.

[0096] The steering system includes a steering system support column, and the steering wheel hub is rotatably mounted on the steering system support column such that the steering wheel and the steering wheel hub are rotatable around a rotation axis.

[0097] The steering system comprises a torque feedback device including an electromechanical unit having an outer rotor and an inner stator with stator windings. The outer rotor is mounted to the steering handle hub so as to be rotatable with the steering handle hub around a rotation axis. Preferably, the outer rotor is fixed to the inner circumferential surface of the steering handle hub. The inner stator is fixed non-rotatably to the steering system support column. Preferably, the inner stator is fixed to the outer circumferential surface of the steering system support column.

[0098] With respect to the axis of rotation, the stationary elements are arranged at a different radial position than the rotor windings. In other words, the stationary elements are arranged at a different radial height than the stator windings when viewed with respect to the axis of rotation. That is, the radial position of the stationary elements from the axis of rotation is different from that of the stator windings.

[0099] By installing an external rotor electromechanism for the torque feedback device and arranging the fixed elements at a different radial position than the stator windings, a more compact design is possible for steer-by-wire steering systems, reducing the required installation space.

[0100] A portion of the fixed elements can axially overlap a portion of the stator windings with respect to the axis of rotation. In particular, a portion of each fixed element, or just one fixed element, or a portion of a particular fixed element, can axially overlap a portion of the stator windings with respect to the axis of rotation. Such an arrangement is possible by arranging the fixed elements at radial positions different from those of the stator windings. Thus, at least a portion of the fixed elements can be arranged parallel to the stator windings, which further contributes to the compact structure of the steering system.

[0101] According to one embodiment, the steering system may include a first bearing array arranged between the steering system support column and the steering handle hub to allow rotation of the steering handle hub relative to the steering system support column. The steering system may also include a second bearing array arranged between the steering system support column and the steering handle hub to allow rotation of the steering handle hub relative to the steering system support column. The second bearing array can be axially spaced away from the first bearing array with respect to the axis of rotation. The second bearing array can be positioned closer to the steering handle than the first bearing array.

[0102] With respect to the axis of rotation, the first bearing array can be positioned at a different radial location than the second bearing array. In this case, "different radial location" can also be described as having different radial heights, i.e., different radial distances from the axis of rotation, when viewed with respect to the axis of rotation. By positioning the second bearing array at a different radial location than the first bearing array, i.e., closer to the axis of rotation, it becomes possible to arrange additional components parallel to the second bearing array in an overlapping configuration. This contributes to a more compact design.

[0103] With respect to the axis of rotation, the fixed elements can be positioned at different radial locations from the first bearing array, and / or at different radial locations from the second bearing array. Such arrangements allow for overlapping / parallel arrangement of the steering system components, which further contributes to a more compact design of the steering system and a reduction in the required installation space.

[0104] In one embodiment, the steering system support column, particularly the alignment section of the steering system support column, may include outwardly projecting flange portions that provide a circular, annular first bearing surface for the first bearing array. The projecting flange portions, which protrude from the outer circumferential surface of the steering system support column, are preferably arranged in the transition region between the alignment section and the connecting section of the steering system support column. The projecting flange portions allow for minimizing the outer diameter of the main portion of the alignment section while supporting a steering wheel hub having a substantially larger inner diameter.

[0105] The steering system support column, particularly the alignment section of the steering system support column, may include an annular portion that provides an annular second bearing surface for the second bearing array. The annular portion providing the second bearing surface may have a substantially smaller outer diameter than the protruding flange portion. The annular portion may be installed at least in the area behind or adjacent to the steering wheel, i.e., at least in the area facing away from the off-axis section. The annular portion allows the outer shape / contour of the main portion of the alignment section to be freely selected, while still providing rotatable support for the steering wheel.

[0106] In one embodiment, the fixed element can axially overlap the second bearing array with respect to the axis of rotation. The fixed element can partially or completely overlap the second bearing array. This contributes to a compact design of the steering system and a reduction in the required installation space.

[0107] The steering handle hub may include an inwardly projecting flange portion that provides a counter bearing surface for a second bearing array, the counter bearing surface substantially facing the second bearing surface. Inward projection means that the inwardly projecting flange portion projects toward the steering system support column, i.e., toward the axis of rotation. The counter bearing surface forms a circular annular portion for supporting the second bearing array.

[0108] The inwardly projecting flange portion of the steering handle hub can be formed in the region of the steering handle hub that is axially aligned between the steering handle and the electromechanism of the torque feedback device. Therefore, the electromechanism can be covered toward the steering handle by the inwardly projecting flange portion.

[0109] A blind hole can be formed in the region of the inwardly projecting flange portion of the steering handle hub, preferably in the inwardly projecting flange portion, and a fastening element extends into the blind hole to fasten the steering handle to the steering handle hub. The blind hole is provided with a female thread portion for fastening a fastening element in the form of a screw or threaded bolt therein.

[0110] In one embodiment, the stationary elements can be positioned at substantially the same radial distance as the outer rotor of the torque feedback device with respect to the axis of rotation. Such a configuration can limit the radial dimension of the steering system in the area of ​​the torque feedback device.

[0111] According to one embodiment, the steering wheel may comprise a rigid steering wheel armature including a through-hole, and a fixing element may extend through the through-hole into the steering wheel hub to fasten the steering wheel to the steering wheel hub. Preferably, the through-hole can be aligned with a blind hole in the steering wheel hub.

[0112] According to one embodiment, the steering system support column may include an off-axis section having a first longitudinal axis which is preferably parallel and offset with respect to the axis of rotation, and an aligned section having a second longitudinal axis which coincides with the axis of rotation. The off-axis section and the aligned section may be integrally formed and connected by a connecting portion. The steering handle hub may be rotatably mounted on the aligned section so that it can at least partially overlap the aligned section axially, and the off-axis section may be axially spaced away from the steering handle hub. A stator may be non-rotatably fixed to the aligned section of the steering system support column.

[0113] In one embodiment, the steering system may include a steering wheel rotation limiting device for limiting the rotation of the steering wheel hub. In particular, the steering wheel rotation limiting device may be configured to at least mechanically limit or prevent the rotation of the steering wheel hub in both circumferential directions around the axis of rotation. Thus, the steering wheel rotation limiting device may be configured to mechanically limit or prevent the rotation of the steering wheel connected to the steering wheel hub. The steering wheel rotation limiting device may still allow rotation of the steering wheel hub and steering wheel beyond 360°. The steering wheel rotation limiting device may be mounted to the off-axis section via a base of the steering wheel rotation limiting device and may engage with the steering wheel hub via a sliding element. The steering wheel rotation limiting device may therefore extend axially toward the steering wheel hub, and the sliding element may extend radially toward the steering wheel hub. Preferably, the steering wheel rotation limiting device may be mounted only to the off-axis section of the steering system support column.

[0114] While some features, functions, embodiments, technical effects, and advantages have been described in relation to one form, it should be clear that these features, functions, embodiments, technical effects, and advantages can be combined with each other and applied to other embodiments and forms. [Brief explanation of the drawing]

[0115] To better understand embodiments of the present invention and to show how they can be carried out, the accompanying drawings are now referred to purely as examples. In the drawings, similar numbers throughout indicate corresponding elements or sections.

[0116] [Figure 1] Figure 1 is a schematic cross-sectional view of a steering system according to one embodiment of the present invention. [Figure 2] Figure 2 is a schematic side view of the steering system shown in Figure 1. [Figure 3] Figure 3 is a schematic perspective view of the steering system shown in Figure 1. [Figure 4] Figure 4 is another schematic perspective view of the steering system shown in Figure 1. [Figure 5] Figure 5 is yet another schematic perspective view of the steering system shown in Figure 1. [Figure 6] Figure 6 is a further schematic perspective view of the steering system shown in Figure 1. [Figure 7A] Figure 7A shows the steering system's steering wheel rotation limiting device in a schematic disassembled state. [Figure 7B] Figure 7B shows the steering wheel rotation limiting device of the assembled steering system. [Figure 7C] Figure 7C shows the steering wheel rotation limiting device of the steering system in its installed state. [Figure 8A] Figure 8A is a schematic diagram of a steering wheel rotation limiting device, illustrating the functional principles of the device. [Figure 8B] Figure 8B is a schematic diagram of a steering wheel rotation limiting device, illustrating the functional principles of the device. [Figure 8C] Figure 8C is a schematic diagram of a steering wheel rotation limiting device, illustrating the functional principles of the device. [Figure 8D] Figure 8D is a schematic diagram of a steering wheel rotation limiting device, illustrating the functional principles of the device. [Figure 8E] Figure 8E is a schematic diagram of a steering wheel rotation limiting device, illustrating the functional principles of the device. [Figure 8F] Figure 8F is a schematic diagram of a steering wheel rotation limiting device, illustrating the functional principles of the device. [Figure 9A] Figure 9A is a schematic diagram of a steering wheel rotation limiting device and a steering wheel hub, illustrating the functional principles of the steering wheel rotation limiting device. [Figure 9B] Figure 9B is a schematic diagram of a steering wheel rotation limiting device and a steering wheel hub, illustrating the functional principles of the steering wheel rotation limiting device. [Figure 9C] Figure 9C is a schematic diagram of a steering wheel rotation limiting device and a steering wheel hub, illustrating the functional principles of the steering wheel rotation limiting device. [Modes for carrying out the invention]

[0117] Various embodiments of the present invention will be further described in detail by the embodiments illustrated in the drawings and / or described below.

[0118] Figures 1-6 are schematic diagrams of a steering system 10 for a road vehicle according to one embodiment of the present invention. As can be seen from Figures 1-6, the steering system 10 is a steer-by-wire steering system that has no direct mechanical connections whatsoever for transmitting the driver's steering commands from the steering wheel 12 of the steering system 10 to the wheels (not shown). Instead, the mechanical connections are replaced by an electromechanical array.

[0119] In addition to the steering handle 12, the steering system 10 includes a steering handle hub 14 mechanically connected to the steering handle 12. The steering handle hub 14 and the steering handle 12 are non-rotatable relative to each other but can rotate together around a rotation axis A. The steering handle 12 is non-rotatably and detachably attached to the steering handle hub 14 by a fixing element 16 in the form of a screw. More precisely, the steering handle 12 includes an internal armature 18, and the fixing element 16 extends through a through hole 20 in the internal armature 18 into a female screw blind hole 22 provided in the steering handle hub 14.

[0120] The steering wheel hub 14 is rotatably supported on the rigid steering system support column 24 of the steering system 10, more precisely on the alignment section 26 of the steering system support column 24. In addition to the alignment section 26, the steering system support column 24 includes, for example, an off-axis section 28 formed integrally with the alignment section 26. The off-axis section 28 is axially spaced away from the alignment section 26 and the steering wheel hub 14, while the steering wheel hub 14 overlaps with and is coaxial with the alignment section 26. The off-axis section 28 has a first longitudinal axis L1 that is offset from and parallel to the axis of rotation A. The alignment section 26 has a second longitudinal axis L2. The alignment section 26 of the steering system support column 24 is aligned with or coaxial with the steering wheel hub 14 and the steering wheel 12. That is, the second longitudinal axis L2 coincides with the axis of rotation A.

[0121] In this example, the off-axis section 28 and the alignment section 26 are integrally formed and connected by a connecting section 30 that extends across both the first longitudinal axis L1 and the second longitudinal axis L2.

[0122] The steering handle hub 14 is rotatably mounted to the alignment section 26 of the steering system support column 24 by a first bearing array 32 and a second bearing array 34, with the second bearing array 34 axially spaced apart from the first bearing array 32. For example, the first bearing array 32 and / or the second bearing array 34 can be ball bearings or roller bearings.

[0123] The first bearing array 32 is supported on a protruding flange portion 36 of the alignment section 26 of the steering system support column 24. The protruding flange portion projects radially outward from the outer circumferential surface of the alignment section 26. The protruding flange portion 36 provides a circular, annular first bearing surface for supporting the first bearing array 32. The protruding flange portion 36 is positioned near the connection section 30, i.e., in the transition region between the alignment section 26 and the connection section 30. Therefore, the first bearing array 32 is axially positioned at the first end of the alignment section 26 facing the connection section 30.

[0124] The second bearing array 34 is supported on a circular annular portion 38 of the alignment section 26 of the steering system support column 24. The circular annular portion 38 is formed in the area of ​​the alignment section 26 that follows the steering handle 12 and extends toward the protruding flange portion 36. The circular annular portion 38 provides a second bearing surface for the second bearing array 34. Thus, the second bearing array 34 is axially positioned on the second end portion of the alignment section 26 opposite the first end portion.

[0125] The first bearing array 32 is attached between the protruding flange portion 36 of the alignment section 26 and the steering handle hub 14 via a support bushing 40 arranged between the first bearing array 32 and the inner circumferential surface of the steering handle hub 14.

[0126] The second bearing array 34 is mounted directly between the circular annular portion 38 of the alignment section 26 and the steering handle hub 14. For this purpose, the steering handle hub 14 is provided with an inwardly projecting flange portion 42 that provides a counter bearing surface for the second bearing array 34. At the same time, the inwardly projecting flange portion 42 covers the components located inside the steering handle hub 14. As can be seen in Figure 1, the blind hole 22 for receiving the fixing element 16 extends into or through the inwardly projecting flange portion 42.

[0127] The steering system 10 further includes a torque feedback device 44, which includes an electromechanical component having a rotor 46 and a stator 48 with stator windings 50. The torque feedback device 44 can be operated to generate a resistive torque against the rotation of the steering wheel 12, mimicking the resistive torque present in conventional steering systems. In other words, the torque generated by the torque feedback device 44 can react to the rotational force applied to the steering wheel 12 by the driver.

[0128] In the illustrated embodiment, the electromachine is an external rotor electromachine comprising an external rotor 46 and an internal stator 48. The rotor 46 is fixed to the circumferential surface of the steering handle hub 14. Thus, the rotor 46 is rotatable together with the steering handle hub 14 about the axis of rotation A. The rotor 46 is non-rotatable relative to the steering handle hub 14. The stator 48 is fixed to an alignment section 26 that is stationary (i.e., non-rotatable) with respect to the rotation of the steering system support column 24. Thus, the steering handle hub 14 and the rotor 46 can rotate together around the stator 48 and the alignment section 26.

[0129] The electromechanical components of the torque feedback device 44 are arranged inside the steering handle hub 14. The torque feedback device 44 is radially surrounded and covered by the steering handle hub 14 (the inner circumferential surface of the steering handle hub 14) and the alignment section 26 of the steering system support column 24 (the outer circumferential surface of the alignment section 26). The torque feedback device 44 is axially positioned between the protruding flange portion 36 and the circular annular portion 38 of the alignment section 26. The torque feedback device 44 is axially surrounded and covered on one side by the protruding flange portion 36 of the alignment section 26, the first bearing array 32 and the support bushing 40, and on the other side by the inwardly protruding flange portion 42 of the steering handle hub 14 and the second bearing array 34.

[0130] The arrangement, configuration, and support of the steering wheel hub 14, steering wheel 12, torque feedback device 44, and steering system support column 24 give a very compact structure. More precisely, as shown in Figure 1, the various components are arranged at least partially parallel to one another with respect to their radial and / or axial arrangement.

[0131] In other words, the fixed elements 16 are arranged at different radial positions, i.e., different radial heights, with respect to the rotation axis A compared to the stator windings 50. Therefore, the fixed elements 16 and the blind holes 22 overlap the stator windings 50 at least partially in the axial direction. The stator windings 50 can be positioned closer to the rotation axis A than the fixed elements 16.

[0132] Furthermore, the second bearing array 34 is positioned at a different radial position, i.e., a different radial height, with respect to the rotation axis A than the stator winding 50, and at a different radial position, i.e., a different radial height, than the fixed element 16. In the illustrated embodiment, the fixed element 16 overlaps the second bearing array 34 in the axial direction. The second bearing array 34 can be positioned closer to the rotation axis A than the stator winding 50, and closer to the rotation axis A than the fixed element 16.

[0133] Furthermore, the first bearing array 32 is arranged with respect to the rotation axis A at a different radial position, i.e., a different radial height, than the second bearing array 34, and at a different radial position, i.e., a different radial height, than the fixed element 16. The first bearing array 32 is arranged at the same radial position as the stator winding 50 with respect to the rotation axis A. The first bearing array 32 can be arranged closer to the rotation axis A than the stator fixed element 16, and further away from the rotation axis A than the second bearing array 34.

[0134] The fixed elements 16 are arranged at a similar radial position to the outer rotor 46 of the torque feedback device 44 with respect to the rotation axis A. This limits the radial dimension of the steering system 10 in the area of ​​the torque feedback device 44.

[0135] The steering system 10 further includes a steering wheel rotation limiting device 52 for limiting the rotation of the steering wheel hub 14 and the steering wheel 12. The steering wheel rotation limiting device 52 is fixed to the steering system support column 24 and is radially offset from the steering wheel hub 14 and precisely adjacent to the outer circumferential surface of the steering wheel hub 14. The steering wheel rotation limiting device 52 is non-rotatable relative to the steering system support column 24.

[0136] The steering wheel rotation limiting device 52 comprises a base 54 and sliding elements 56 arranged within a compartment 58 formed in the base 54. The sliding elements 56 are axially slidable relative to the base 54 and to the steering wheel hub 14. The sliding elements 56 can slide between two opposing dead-end surfaces 60, 62 (Figures 7A-9C) of the steering wheel rotation limiting device 52. The sliding elements 56 include projections 64 that engage with helical grooves 66 formed on the outer circumferential surface of the steering wheel hub 14. The interaction between the projections 64 and the helical grooves 66 causes rotation of the steering wheel hub 14 to result in axial movement of the sliding elements 56. Similarly, contact of the sliding elements 56 with one of the two dead-end surfaces 60, 62 prevents further movement of the sliding elements 56 in a particular direction and prevents further rotation of the steering wheel hub 14 in a particular direction of rotation. Therefore, the steering wheel rotation limiting device 52 is configured to limit the rotation of the steering wheel hub 14 and the steering wheel 12 connected thereto.

[0137] The base 54 of the steering wheel rotation limiting device 52 is fixed to the off-axis section 28 of the steering system support column 24 by a screw 68 (Figures 5-9C). The steering wheel rotation limiting device 52, more precisely the base 54, extends axially from the off-axis section 28 of the steering system support column 24 to the steering wheel hub 14, such that a compartment 58 is arranged between the base 54 and the outer surface of the steering wheel hub 14 and surrounds it.

[0138] The function of the steering wheel rotation limiting device 52 and further details will be explained in relation to Figures 7A to 7C.

[0139] The base 54 of the steering handle rotation limiting device 52 covers an opening 70 configured in the off-axis section 28 of the steering handle support column 24. More precisely, the opening 70 is located in a separate transition region between the off-axis section 28 and the connection section 30. The opening 70 allows access to the electromechanical phase connection section 72 and the electric steering handle angle sensor connection section 74 for maintenance. The electromechanical phase connection section 72 connects the electromechanics of the torque feedback device 44 to the control unit / control electronics unit 76. The electric steering handle angle sensor connection section 74 connects the steering handle angle sensor 78 to the control unit / control electronics unit 76.

[0140] The control unit 76 is arranged inside the hollow tubular off-axis section 28 of the steering system support column 24. More precisely, the control unit 76 is arranged in a portion of the off-axis section 28 near the connection section 30 such that the control unit 76 and the electromechanical unit are positioned close to each other.

[0141] The steering wheel angle sensor 78 is configured to measure the current steering angle and thus detect the driver's steering command, which is electrically transmitted to the actuator to actuate / steer the wheels in accordance with the command. The steering wheel angle sensor 78 is arranged adjacent to or to the first bearing array 32.

[0142] The steering system support column 24 forms the inner member of the tubular nesting array 80. The outer member of the tubular nesting array 80 is embodied by the vehicle support column 82. In particular, the off-axis section 28 is mounted to be axially slidable within the outer member of the tubular nesting array 80 / vehicle support column 82. Thus, the steering system support column 24 is translationally displaceable relative to the vehicle support column 82 and the vehicle body, but is non-rotatable and non-whipable relative to the vehicle support column 82.

[0143] The steering system support column 24 is connected to the vehicle body (not shown) via the vehicle support column 82 by a bracket, an axial adjustment element, and a vertical adjustment element 84. Therefore, the steering system support column 24 and all components supported thereby are translationally displaceable only with respect to the first longitudinal axis L1, independently of the vehicle support column 82. Furthermore, the steering system support column 24 and all components supported thereby are radially displaceable / rotatable relative to the vehicle body, depending on the adjustability / displaceability of the vehicle support column 82, i.e., the vehicle support column 82.

[0144] The steering system support column 24 has a hollow tubular shape. The steering system support column 24 is formed as a rigid one-piece component and is preferably made of metal. As can be seen from Figures 3-6, which show various perspective views of the steering system 10, at least the off-axis section 28 of the steering system support column 24 has a substantially rectangular cross-section. Such a shape is particularly advantageous for housing and mounting the control unit 76. Similar to the off-axis section 28, the vehicle support column 82, which together with the off-axis section 28 to form an annular nested array 80, has a substantially rectangular cross-sectional area.

[0145] The connection portion 30 of the steering system support column 24 forms a tapered transition section that narrows from the off-axis section 28 towards the alignment section 26. The alignment section 26 has a smaller diameter than the off-axis section 28. The alignment section 26 has a substantially circular cross-sectional area.

[0146] As can be seen from Figures 3 and 5 in conjunction with Figure 1, the steering wheel 12 has an internal space 86 for housing auxiliary components (not shown), such as an airbag module, a switchgear control device, and a driver display array. These auxiliary components, as well as other auxiliary components such as wire harnesses, can extend into the hollow tubular alignment section 26. The auxiliary components and other auxiliary components can therefore be arranged and / or mounted within the alignment section 26 of the steering system support column 24.

[0147] Figures 7A to 7C disclose details of the function and configuration of the steering wheel rotation limiting device 52. Figure 7A shows the components of the steering wheel rotation limiting device 52 separately, i.e., in an exploded view. Figure 7B shows the components of the steering wheel rotation limiting device in an assembled state. Figure 7C shows the steering wheel rotation limiting device 52 mounted on or interacting with the steering wheel hub 14.

[0148] As can be seen in Figures 7A-7C, four screws 68 extend through the base 54 to securely fix the steering handle rotation limiting device 52 to the steering system support column 24. A compartment 58 is formed within the base 54. Two axially opposing sides of the compartment 58 form dead-end surfaces 60, 62. The compartment 58 is formed in a manner that is partially complementary to the sliding elements 56 that can be arranged within it (Figure 7B). Thus, the compartment 58, more precisely the bottom and sides of the compartment 58, limit the mobility of the sliding elements 56 to the possibility of axial sliding between the two dead-end surfaces 60, 62 (arrow AS). The two dead-end surfaces 60, 62 limit the axial sliding capability of the sliding elements 56. When the sliding element 56 contacts one of the two dead-end surfaces 60, 62, further movement of the sliding element in the current direction is prevented, and the sliding element 56 can only move in the opposite axis direction, i.e., toward the opposite dead-end surfaces 60, 62. In the mounted state, the surface facing the steering handle hub 14 is curved and substantially complementary to the corresponding portion of the outer circumferential surface of the steering handle hub 14.

[0149] The sliding element 56 engages with a helical groove 66 formed on the outer circumferential surface of the steering handle hub 14 via a projection 64. The projection 64 is formed as a helical ridge to match the shape and dimensions of the helical groove 66. The sliding element 56 interacts with the steering handle hub 14 via the helical groove 66. As the steering handle 12 and thus the steering handle hub 14 rotate, the sliding element 56 is dragged axially within the compartment 58 according to one of the arrows AS. The sliding element 56 slides until the rotation of the steering handle hub 14 stops or until further movement is prevented by the engagement of the sliding element 56 with one of the two dead-end surfaces 60, 62. Thus, the prevention of further axial movement of the sliding element 56 prevents further rotation of the steering handle hub 14 and thus the steering handle 12 in the direction of rotation, which would result in further axial movement of the sliding element 56 toward the dead-end surfaces 60, 62 that are currently preventing movement.

[0150] As shown in Figure 7A, the sliding element 56 has an axial width W. The axial width W of the sliding element 56 defines the free space inside the compartment 58 between the sliding element 56 and the dead-end surfaces 60, 62. Therefore, by adapting or selecting the axial width W of the sliding element 56, the maximum travel distance of the sliding element 56 between the two dead-end surfaces 60, 62, i.e., the maximum axial movement capability, can be adjusted. Thus, by simply replacing the sliding element 56 and adapting its axial width W and the dimensions and shape of the protrusion 64, the steering wheel rotation limiting device 56 can be flexibly used in various vehicle configurations. In particular, the axial width W can be selected according to one or more parameters, namely the length of the helical groove 66, the pitch of the helical groove 66, the distance between the two opposing dead-end surfaces 60, 62, and the circumferential length of the steering wheel hub 14.

[0151] Figures 8A, 8B, and 9A show the contact between the dead-end surface 60 and the sliding element 56. In this position, the sliding element 56 can only slide in the direction toward the opposite dead-end surface 62. That is, in this position, the steering handle hub 14 and the steering handle 12 can only rotate in one specific rotational direction that moves the sliding element 56 toward the opposite dead-end surface 62. Figures 8C, 8D, and 9B show the position where the sliding element 56 can slide freely in both axial directions. That is, in this position, the steering handle hub 14 and the steering handle 12 can rotate freely in both rotational directions. Figures 8E, 8F, and 9C show the contact between the opposite dead-end surface 62 and the sliding element 56. In this position, the sliding element 56 can only slide in the direction toward the dead-end surface 60. That is, at this position, the steering handle hub 14 and the steering handle 12 can rotate in only one specific rotational direction that moves the sliding element 56 toward the dead-end surface 60.

[0152] As can be seen at least from Figure 9A, at the position where the sliding element contacts one of the two opposing dead-end surfaces, the projection 64 is spaced apart from the nearest end portion 88 of the helical groove 66. Therefore, the limitation of rotation of the steering handle hub 14 is not caused by the contact between the end portion 88 of the helical groove 66 and the projection 64, but rather by the contact between one of the two dead-end surfaces 60, 62 and the sliding element 56. This robust configuration prevents damage to the steering system 10, particularly the helical groove 66 and the projection 64, even under the influence of strong external forces. [Explanation of symbols]

[0153] 10 Steering System 12 Control Steering Wheel 14. Steering wheel hub 16 fixed elements 18 Armature 20 Through holes 22 blind holes 24 Steering system support column 26 Alignment Classification 28 Off-axis classification 30 Connection part 32 First bearing array 34. Second bearing array 36. Protruding flange portion 38 Circular annular part 40 Support bushing 42 Inwardly protruding flange portion 44 Torque Feedback Devices 46 rotors 48 Stator 50 Stator windings 52. Steering wheel rotation limiting device 54 Base 56 Sliding element 58 compartments 60 End of row surface 62 Dead-end surfaces 64 Projection 66 helical groove 68 Screw 70 aperture 72 Electromechanical Phase Connection Section 74 Electric steering handle angle sensor connection part 76 Control Unit 78. Steering wheel angle sensor 80 Circular nesting arrays 82 Vehicle support column 84 Adjustment element 86 Interior space 88 End part L1 First longitudinal axis L2 Second Longitudinal Axis A axis of rotation AS axial direction W axial width

Claims

1. A steering system (10) for a vehicle, A steering handle hub (14) connected to or connectable to a steering handle (12), wherein the steering handle hub (14) is rotatable around a rotation axis (A), A steering system support column (24) includes an off-axis section (28) having a first longitudinal axis (L1) that is offset with respect to the rotation axis (A), Equipped with, The steering system support column (24) further includes an alignment section (26) having a second longitudinal axis (L2) that coincides with the rotation axis (A), the steering handle hub (14) is rotatably mounted on the alignment section (26), and the off-axis section (28) is axially spaced away from the steering handle hub (14), and The steering system (10) further, A torque feedback device (44) comprising an electromechanical device having a rotor (46) and a stator (48), wherein the rotor (46) is mounted on the steering handle hub (14) so ​​as to be rotatable together with the steering handle hub (14) about the axis of rotation (A), the stator (48) is non-rotatably fixed to the alignment section (26) of the steering system support column (24), the rotor (46) is an outer rotor, and the stator (48) is an inner stator, characterized in that the torque feedback device (44) comprises Steering system (10).

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

3. The steering system (10) according to claim 2, wherein the off-axis section (28), the alignment section (26), and / or the connecting section (30) are tubular and have a substantially rectangular or circular cross-section.

4. The steering system (10) according to at least one of claims 1 to 3, wherein the steering system support column (24) is attached to the vehicle body via a vehicle support column (82), and the off-axis portion (28) of the steering system support column (24) is attached to the vehicle support column (82) such that it is translationally movable, non-rotatable and non-whipable relative to the vehicle support column (82).

5. The steering system (10) according to claim 4, wherein the steering system support column (24) forms the inner member of the tubular nesting array (80), and the vehicle support column (82) forms the outer member of the tubular nesting array (80).

6. The steering system (10) according to claim 4 or 5, wherein the vehicle support column (82) is adjustable with respect to the vehicle body by being rotatable and / or radially displaceable with respect to the vehicle body.

7. The steering system (10) according to claim 2 or 3, wherein the steering system support column (24) comprises an off-axis section (28) or an opening (70) arranged in the connection section (30) that provides access to the electrical connection sections (72, 74).

8. Furthermore, the steering system (10) according to at least one of claims 1 to 7, further comprising an electronic control unit (76) for controlling the torque feedback device (44) and / or for sending and receiving sensor information, wherein the electronic control unit (76) is arranged inside the off-axis section (28) of the steering system support column (24).

9. Furthermore, the steering system (10) according to at least one of claims 1 to 8, comprising auxiliary components arranged within the alignment section (26) of the steering system support column (24), wherein the auxiliary components include an airbag module, a switchgear control device, a driver display array and / or a wire harness.

10. The steering system (10) according to at least one of claims 1 to 9, wherein the alignment section (26) of the steering system support column (24) comprises a protruding flange portion (36) that provides a first bearing surface for a first bearing array (32) arranged between the steering system support column (24) and the steering handle hub (14).

11. The steering system (10) according to at least one of claims 1 to 10, wherein the alignment section (26) of the steering system support column (24) comprises a circular ring portion (38) that provides a second bearing surface for a second bearing array (34) arranged between the steering system support column (24) and the steering handle hub (14).

12. Furthermore, the steering system (10) according to at least one of claims 1 to 11, comprising a steering wheel rotation limiting device (52) for limiting the rotation of the steering wheel hub (14), wherein the steering wheel rotation limiting device (52) is attached to the off-axis section (28) via a base (54) of the steering wheel rotation limiting device (52) and engages with the steering wheel hub (14) via a sliding element (56).

13. The base (54) of the steering wheel rotation limiting device (52) is provided with two opposing dead-end surfaces (60, 62), and the sliding element (56) is axially slidable between the two opposing dead-end surfaces (60, 62) parallel to the rotation axis (A) with respect to the base (54) and the steering wheel hub (14). The sliding element (56) includes a projection (64) that engages with a helical groove (66) formed on the circumferential surface of the steering handle hub (14), such that the rotation of the steering handle hub (14) causes axial movement of the sliding element (56), and the contact between the sliding element (56) and one of the two dead-end surfaces (60, 62) prevents the movement of the sliding element (56) and the rotation of the steering handle hub (14). The steering system (10) according to claim 12.

14. The steering system (10) according to claim 12 or 13, wherein the base (54) overlaps the protruding flange portion (36) in the axial direction, as described in claim 10.

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

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