Steering Column Stop Body Collision Force Management
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Existing steering column designs face challenges in limiting the adjustment range without causing unnecessary force peaks during collisions, as the breakaway element in prior solutions can lead to additional force peaks and damage.
Innovation Solution
The use of a movably mounted stop body that interacts with the locking element to limit the adjustment range in the release position, disengaging from the casing unit in the locking position to prevent additional force peaks during collisions, while maintaining adjustability limitations in the release position.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If a breakaway element is used to limit the adjustment range in the release position, then the adjustment range is limited, but additional force peaks occur during collisions
Solution Approach 1:
The stop body is designed to be movable relative to the casing unit, transitioning between engaged and disengaged states based on the locking element's position. This dynamic behavior allows the stop body to limit adjustment range during normal operation while disengaging during collisions to prevent additional force peaks.
Solution Approach 2:
The stop body acts as an intermediary component between the locking element and the casing unit. It mediates the interaction by limiting the adjustment range through engagement with the locking element while avoiding direct interference with the collision-induced displacement of the casing unit.
2Ease of operation
If the stop body remains engaged with the casing unit during locking position, then adjustment range is limited, but collision response is impaired
Solution Approach 1:
The stop body's engagement state changes dynamically based on the locking element's position. During the locking position, the stop body disengages from the casing unit to allow proper collision response, while re-engaging during normal operation to limit the adjustment range.
Solution Approach 2:
The locking mechanism is segmented into functionally independent components: the locking element for positioning, the stop body for adjustment limitation, and the casing unit for collision response. This segmentation allows each component to perform its specific function without interfering with others.
3Adaptability or versatility
If the locking mechanism allows full adjustment range in release position, then adjustability is maximized, but unintended positions can be achieved
Solution Approach 1:
The stop body serves as an intermediary that works with the locking element to define the permissible adjustment range. It ensures that only intended adjustment positions can be achieved while maintaining full adjustability within those limits.
Solution Approach 2:
The stop body is pre-positioned to engage with the locking element at specific adjustment limits. This preliminary positioning ensures that the adjustment range is automatically limited to intended positions without requiring additional control mechanisms.
Data Source
Figure 1
Figure 2
Figure 3
AI summary
A steering column for a motor vehicle with a casing unit (1), in which a steering spindle (2) is mounted rotatably about the steering-spindle longitudinal axis (3) thereof, and a bracket unit (4) which is fixed or can be fixed to the motor vehicle, wherein the casing unit (1) is held in or on the bracket unit (4) so as to be displaceable in at least one direction (5, 6) parallel to and/or transversely with respect to the steering-spindle longitudinal axis (3) and can be locked in differing positions by a locking mechanism, and the locking mechanism has at least one locking element (7) which is mounted moveably, preferably rotatably, wherein, in at least one locking position of the locking element (7), the casing unit (1) is locked in the position thereof in or on the bracket unit (4) and, in at least one release position of the locking element (7), the casing unit (1) can be displaced relative to the bracket unit (4) in at least one of the directions parallel to and/or transversely with respect to the steering-spindle longitudinal axis (3), wherein the steering column has at least one stop body (8) which is mounted moveably and interacts directly or indirectly with the locking element (7) and, in the release position of the locking element (7), is arranged in a first position, in which said stop body limits the displaceability of the casing unit (1) relative to the bracket unit (4) in at least one of the directions (5, 6) parallel to and/or transversally with respect to the steering-spindle longitudinal axis (3), and, in the locking position of the locking element (7), is arranged in at least one second position, in which said stop body in not in engagement with the casing unit (1).