阅读说明：本技术 转向柱组件 (Steering column assembly ) 是由 S·黑尼施 P·艾里克 于 2018-05-15 设计创作，主要内容包括：本发明涉及一种用于车辆、尤其机动车的转向柱组件,其设置为：吸收件(24)延伸穿过在缩小件(28)中的通道(26),所述通道具有比杆状的、管状的或者线状的吸收件(24)的端部区段(34)小的横截面。通过缩小件(28)和吸收件(24)的相对运动,所述端部区段(34)被拉穿过所述通道(26)并且在此塑性地变形。由此,构成能量吸收装置(16)。(The invention relates to a steering column assembly for a vehicle, in particular a motor vehicle, which is provided with: the absorption element (24) extends through a passage (26) in the reduction element (28) which has a smaller cross section than an end section (34) of the rod-shaped, tubular or wire-shaped absorption element (24). By means of the relative movement of the reduction element (28) and the absorption element (24), the end section (34) is pulled through the passage (26) and is plastically deformed there. Thus, an energy absorption device (16) is formed.)

1. A steering column assembly (10) for a vehicle, comprising:

a support element (12) fastened to the vehicle and a sleeve element (14) supported on the support element, through which sleeve element a steering shaft (18) extends,

an energy absorption device (16) which is coupled to the carrier element (12) and to the sleeve element (14) and which has at least one elongate absorption element (24, 24 ') and at least one reduction element (28, 28') with a passage (26, 26 ') for the absorption element (24, 24'), through which the absorption element (24, 24 ') extends and which has a smaller cross section than an end section of the absorption element (24, 24'),

wherein, at least in the event of a vehicle collision, the absorption element (24, 24 ') is fixedly coupled either to the supporting element or to the sleeve element, and the reduction element (28, 28') is fixedly coupled to the other of the two elements,

wherein the support element and the sleeve element are coupled so as to be longitudinally displaceable relative to one another during a vehicle collision such that a relative longitudinal movement is possible between the absorption element (24, 24 ') and the reduction element (28, 28 '), wherein the end section is plastically deformed in cross section through the passage (26, 26 ') of smaller cross section as a result of the longitudinal movement and a tensile force applied to the absorption element.

2. A steering column assembly according to claim 1, characterised in that at least the end section of the absorber (24, 24') extends only linearly in the direction of the longitudinal movement.

3. The steering column assembly according to claim 1 or 2, characterized in that the channel (26, 26') is formed by a base body or a plurality of projections or rollers extending in the direction of the central axis of the absorber, in particular wherein the base body rests only on the circumferential section or on the entire outer circumference and the projections or rollers rest only on the circumferential section of the absorber.

4. A steering column assembly according to any preceding claim in which the passage (26, 26 ') narrows towards a retaining section of the absorber opposite the end section, viewed laterally upwardly in the direction of movement relative to the absorber (24, 24').

5. A steering column assembly according to any preceding claim in which, in an initial state, prior to a vehicle impact, the absorber (24, 24 ') has a cross-section from the retaining end opposite the end section up to at least the passage (26, 26') which allows movement through the passage (26, 26 ') without plastic deformation of the absorber (24, 24').

6. Steering column assembly according to one of the preceding claims, characterised in that at least one absorption element (24, 24 ') and at least two passages (26, 26 ') are provided, and in that a coupling device (20) is provided which is configured such that, in the case of a first energy absorption requirement, only the first passage (26) can be moved relative to the associated absorption element (24, 24 ') for energy absorption, and in the case of a second, higher energy absorption requirement, the second passage (26 ') can be moved relative to the associated absorption element (24, 24 ') for energy absorption.

7. Steering column assembly according to claim 6, characterised in that the coupling device is constructed such that for additional energy absorption the first channel (26) can also be moved relative to the associated absorber (24, 24') in the case of the second energy absorption requirement.

8. Steering column assembly according to claim 6 or 7, characterised in that a plurality of first absorbers (24, 24 ') of identical or different cross-section and material are provided with associated first channels (26, 26') of identical or different cross-section.

9. Steering column assembly according to one of claims 6 to 8, characterised in that at least one absorption element (24, 24 ') extends through at least two passages (26, 26 '), wherein the passage (26) near the end section has a smaller cross section than the passage (26 ') remote therefrom, preferably wherein the channel (26 ') remote therefrom brings a section of the absorption element (24, 24 ') which has previously been deformed by the passage (26) closer to the end section onto a still smaller cross section in the event of a vehicle collision at least in the event of a sufficiently high energy absorption requirement during the relative movement of the absorption element (24, 24 ') relative to the passage (26, 26 ').

10. Steering column assembly according to claim 9, characterised in that one of the two passages (26, 26 ') assigned to the same absorption element (24, 24') can be functionally switched on or off by the coupling device (20) only in the case of a predetermined energy absorption requirement.

11. Steering column assembly according to one of claims 6 to 10, characterized in that the coupling device (20) has a drive device (70), in particular a pyrotechnic drive device, for switching the second channel (26').

12. Steering column assembly according to one of claims 6 to 11, characterized in that the coupling device (20) is connected with a second reducer (28 ') which has the second passage (26') and which mechanically decouples the first and second reducer (28, 28 ') from each other in the case of the first energy absorption requirement or mechanically couples the first and second reducer (28, 28') to each other in the case of the second energy absorption requirement.

13. Steering column assembly according to one of the preceding claims, characterised in that for steering column adjustment a stop mechanism (64) is provided which is fastened on the vehicle and which can assume a locked position and an unlocked position, wherein in the unlocked position the energy-absorbing device (16) can be moved together with the steering shaft (18) and in the locked position the stop mechanism (64) keeps the at least one constriction (28, 28 ') or the at least one absorption element (24, 24') fastened on the vehicle.

14. Steering column assembly according to any of claims 1-13, characterised in that an electric steering column adjustment device is provided which drives the reducer (28, 28') and thereby the sleeve element (14), preferably directly.

15. A steering column assembly according to any preceding claim in which all the absorbers (24, 24') extend parallel to one another and/or are fixed to the longitudinal ends on the same holder (30).

16. Steering column assembly according to one of the preceding claims, characterized in that the absorber (24, 24') extends parallel to the steering shaft (18).

17. Steering column assembly according to any of the preceding claims, characterized in that the energy-absorbing device (16) is positioned on the outside on the support element (12).

18. Steering column assembly according to one of the preceding claims, characterized in that the at least one absorption element (24, 24') is a rod or a wire-like body and in particular has a circular cross section.

19. Steering column assembly according to one of the preceding claims, characterized in that the at least one constriction (28, 28 ') is fixedly coupled with the sleeve element (14) and the at least one absorption element (24, 24 ') is fixedly coupled with the bearing element (12), so that in the event of a vehicle collision the constriction (28, 28 ') moves along the at least one absorption element (24, 24 ') which is fixed and the absorption element (24, 24 ') is plastically deformed in cross section.

20. Steering column assembly according to one of the preceding claims, characterized in that the sleeve element (14) is received in a releasable and lockable clamping unit (100) and in the released state is adjustable relative to the clamping unit (100), wherein the sleeve element (14) is supported on the support element (12) by the clamping unit (100).

21. Steering column assembly according to claim 20, characterised in that the clamping unit (100) moves together with the sleeve element (14) relative to the bearing element (12) upon a vehicle collision.

22. Steering column assembly according to claim 20 or 21, characterized in that the reduction (28) or a holder (30) for fixing the absorption element (24) is provided on the clamping unit (100) or the reduction (28) or the holder (30) merges integrally into the clamping unit (100).

23. Steering column assembly according to one of the preceding claims 20 to 22, characterised in that the clamping unit (100) moves away from the bearing element (12) in the event of a crash and comes out of the fixing formed by the bearing element (12).

24. Steering column assembly according to one of claims 20 to 23, characterized in that the clamping unit (100) has at least one aperture through which the bearing element (12) extends, in particular wherein below the aperture a holder (30) for the absorption piece (24) is connected with the bearing element (12) such that the clamping unit (100) rests on the holder (30).

25. Steering column assembly according to one of claims 20 to 24, characterised in that the clamping unit (100) comprises an upper plate (102) on which the bearing element (12), in particular a plurality of bearing elements (12), engages, wherein spaced lugs (104) project downwards from the underside of the plate (102), which lugs receive the sleeve element (14) between themselves and the spacing of which lugs is changeable between the released state and the locked state.

26. Steering column assembly according to claim 25, characterised in that the upper plate (102) projects laterally with respect to the two webs (104) and the bearing element (12) engages on the two projecting sections (108).

Technical Field

The present invention relates to a steering column assembly for a vehicle having an energy absorbing device.

Background

Steering column assemblies for vehicles having an energy absorbing device are known. In this case, in the event of a vehicle collision, the energy absorption device damps the driver's collision onto the steering wheel in such a way that the steering shaft can be moved in the axial direction away from the driver into the dashboard and in this case the energy-absorbing element, such as the rolling strip or the snapping rolling strip, receives a portion of the moved energy by plastic deformation.

Steering column assemblies with energy absorption devices are provided in particular for vehicles with airbags in the steering wheel, which in some countries can be driven without safety belts. In this case, if the driver impacts the steering wheel or the airbag, the energy absorption device must absorb a large part of the force acting on the driver in order to minimize the risk of injury.

Disclosure of Invention

The object of the present invention is to provide a steering column arrangement having an energy absorption device which is of compact design and exhibits very good energy absorption properties.

In order to solve this task, a steering column assembly for a vehicle, in particular a motor vehicle, is provided, comprising:

a support element fastened to the vehicle and a sleeve element supported on the support element, through which sleeve element the steering shaft extends;

an energy absorber which is coupled to the carrier element and to the sleeve element and which has at least one elongate absorber and at least one constriction with a passage for the absorber, through which passage the absorber extends and which has a smaller cross section than an end section of the absorber;

wherein the absorber is fixedly coupled either to the supporting element or to the sleeve element and the reducer is fixedly coupled to the other of the two elements, at least in the event of a vehicle crash,

the support element and the sleeve element are coupled so as to be longitudinally displaceable relative to one another during a vehicle collision such that a relative longitudinal movement is possible between the absorber and the reduction element, wherein the end section is plastically deformed across the passage cross section of the smaller cross section due to the longitudinal movement and the tensile force applied to the absorber.

Whereas the deformation element in the prior art either bends and/or breaks, the invention provides for at least one absorbent element to be pulled through a narrow section, i.e. a passage, and for the absorbent element to be plastically deformed in this case. By means of this simple solution of pulling the absorption element through the preferably completely closed narrow section (in the radial direction), the energy absorption device is extremely simple and compact to construct. Furthermore, as tests have shown, the deformation effect is significant. If reference is made before or after to the relative movement, this means that either the absorbent element is fixed and the reduction element moves along on the absorbent element or vice versa the absorbent element moves and the reduction element is fixed.

There are two systems that are generally accepted in the market place: the so-called standard tube-in-tube design has an outer tube (in the following referred to as a sleeve element) which is movable for steering wheel adjustment and which supports the steering shaft in its interior. The locking of the assembly is performed by directly locking the outer tube. The inner tube, which is fastened to the vehicle and is usually connected to the steering gear, on which the sleeve element is located, serves as a support element. A second embodiment (referred to as inverted tube-in-tube) has an externally located support element in the form of a tube, inside which the sleeve element extends and which is movable in the outer tube. Here, the clamping and locking according to the steering wheel adjustment takes place via an outer tube. The present invention relates to both systems, even though only the inverted tube-in-tube design is shown in the following figures.

Since the at least one absorption element is loaded in tension, it may be sufficient to hold the absorption element at one end, wherein the opposite end, which corresponds to the end section, does not have to be supported.

At least the end section of the absorbent element, but preferably the entire absorbent element, can extend only linearly in the direction of the longitudinal movement. Therefore, the deflecting portion which loses the lateral space is not provided. The at least one absorption member extends linearly before and after the vehicle collision. It is particularly advantageous if the at least one absorption element extends parallel to the longitudinal extension of the collar member, for example on the outside of the collar member.

The channel can be formed by a preferably completely closed base body or a plurality of projections or rollers extending in the direction of the central axis of the absorbent element. The main body can, for example, rest against the entire outer periphery or a peripheral section of the absorber, wherein the projections or rollers alternatively rest against the section of the absorber and enter the absorber along this section in the event of a vehicle collision.

In order that the absorbent element does not break and thus no stress peaks occur at the beginning of the movement process, the passage narrows continuously, viewed laterally or radially with respect to the absorbent element in the direction of movement, toward a holding section of the absorbent element opposite the end section. In this case, a conical or curved cross-sectional profile of the channel can be realized in the cross-section.

The absorption element itself can be embodied if necessary in such a way that the absorption element has different cross sections or material properties in the end section in order to achieve an adjustment of the force-stroke curve.

In order to be able to mount the absorption element in a simple manner, it is advantageous if the absorption element has a cross section in the initial state, i.e. before a vehicle collision, in the holding end opposite the end section up to at least the passage, which cross section allows a movement through the passage without plastic deformation. This means that the absorbent member has a different cross-section from the beginning. For mounting, the retaining end with a thin cross section can be guided through the channel without deformation occurring there. Preferably, the transition between the two cross sections is implemented gradually, in order to avoid abrupt cross section jumps.

The energy absorption requirement is such that: the requirements are determined by external parameters, for example by the size of the driver, whether the driver is wearing a safety belt, the current vehicle speed and/or the delay in a vehicle collision. That is, the energy absorption requirement reflects an expected amount of energy that must be received by the energy absorption device at the time of a vehicle collision in order to cushion the driver as well as possible.

One embodiment of the invention provides that the steering column arrangement can reach different absorption levels in order to be able to adapt the absorption to different crash situations. For this purpose, at least one absorption element and two passages are provided in the case of a serial arrangement and at least two absorption elements and two passages are provided in the case of a parallel arrangement, and coupling devices are provided in both cases, which are designed such that, in the case of a first energy absorption requirement, only the first passage can be moved relative to the associated absorption element or elements for energy absorption, and, in the case of a second, higher energy absorption requirement, the second passage can be moved relative to the associated absorption element or elements for energy absorption. Thus, the coupling device switches between different energy absorption levels depending on the crash situation. That is, in the case of a low energy absorption requirement, only one absorption element is plastically deformed, and in the case of a high energy absorption requirement, additionally (or alternatively), the other absorption element is plastically deformed. A plurality of first absorbers, which are preferably identical in cross section, can be provided with associated first channels, which are preferably identical in cross section. This means that these first absorbers are effective in the case of the first energy absorption requirement. In this case, they can be connected in parallel, i.e. act simultaneously.

In order to reduce the number of absorbent members, it is also possible to provide at least two channels for only one absorbent member. The cross section of the channel decreases from channel to the end section. This means that the channels near the end sections have a smaller cross section than the channels further away and, if present, also the channels further away, etc.

In a structurally simple embodiment, the coupling device is designed in such a way that the first channel can also be moved relative to the associated absorber for energy absorption in the case of a second energy absorption requirement. Here, as before, the relative movability can be understood as follows: either the passage is movable or the absorption member is movable and the respective other part remains stationary. In this embodiment, the second channel is connected to the first channel. If a relative movement occurs between the absorption element and two successively arranged, activated (that is to say switched-on) channels, a section of the absorption element can even be pulled through the two channels and thus be deformed progressively to a smaller and smaller cross section.

One of the two passages associated with the same absorption element can optionally be functionally connected by a coupling device only in the case of a predetermined energy absorption requirement. This is done in particular in the case of the second energy absorption requirement.

It is generally to be emphasized that, of course, a third energy absorption requirement or other energy absorption requirements which are higher and higher can also be achieved by a corresponding number of channels which can be switched on or off. The necessary energy to be absorbed can thereby also be adapted to the crash situation more precisely.

Furthermore, the energy absorbing devices contemplated herein may also be combined with conventional energy absorbing systems to achieve different energy requirements. Here, for example, a snap-action flexurally elastic pressure plate that can be switched on mechanically for additional energy absorption can be considered.

In order to switch the passage on and off in good time in the event of a vehicle collision, the coupling device has a rapidly responding drive, in particular a pyrotechnic drive. Of course, other drive schemes may be used. It is also possible that the electric drive is already activated during driving operation, for example when driving very quickly. In such a situation, there is always a high energy absorption requirement. The same may be necessary, for example, in the case of very large, heavy vehicle occupants at moderate speeds.

Alternatively or additionally to the variant with two passages assigned to a common absorption element, the coupling device can be connected to a second reduction element, which has a second passage. The coupling device can mechanically decouple the first and second reducing members from one another in the case of a first energy absorption requirement or mechanically couple them in the case of a second energy absorption requirement. Since the reducers are coupled to one another, the first reducer and the second reducer are either jointly fixed or jointly movable. Thus, only one of the reduction members must be either movable or stationary, and the second reduction member is coupled to the first reduction member by the coupling means according to the energy absorption requirements. This coupling can be performed by means of an intermediate section which connects the two reducing members, optionally to each other, or by means of a movement of one of the reducing members towards the other. In the latter case, a form-locking connection is achieved between the two reduction parts, for example by the formation of teeth and counter-teeth on the reduction parts.

The steering column assembly according to the invention may also be embodied with a steering column adjusting device. Here, in the case where a mechanical steering column adjustment device is present, a stopper mechanism fastened to the vehicle is provided. The stop mechanism has a locked position and an unlocked position. In the unlocked position, the energy absorption device can be moved together with the steering shaft, and in the locked position, the at least one reduction element or the at least one absorption element is held in a manner fastened to the vehicle by the securing element itself.

In the case of an electric steering column adjustment device, this preferably directly drives the reducer and thus the sleeve element. For example, a gear wheel driven by an electric motor meshes with a toothing on the reduction gear.

All absorbent members may extend parallel to each other and/or be fixed to the longitudinal end portions on the same holder. This embodiment is very space-saving.

The one or more absorption members may be supported on the linear guide, for example by a holding member. Alternatively to this, the one or more reducing members are mounted on a linear guide for movement along the one or more absorbing members.

The plurality of absorption elements should extend in particular parallel to the steering shaft.

The positioning of the energy absorption device on the outside on the support element is space-saving.

The at least one absorption member may be a rod, a tube, or a linear body. The absorbent member preferably has a circular cross-section. Other cross-sections are also possible.

The materials used for the absorption and reduction elements include, in particular, metals.

In one embodiment of the invention, the at least one reduction is fixedly coupled to the sleeve element and the at least one absorption element is fixedly coupled to the support element, so that in the event of a vehicle collision the reduction moves along the at least one stationary absorption element and the absorption element is plastically deformed in cross section.

In a further embodiment, the cross section of the channel can be variably adjusted. Thus, the deformation of the absorption element can be prepared very well for the energy to be absorbed.

In a so-called standard pipe-in-pipe design, the sleeve elements are preferably received in a releasable and lockable clamping unit. In the released state, the sleeve element together with the steering shaft can be adjusted axially and in height relative to the clamping unit. In this case, the sleeve element is not coupled directly to the support element, but via the clamping unit.

In the event of a vehicle collision, the clamping unit moves together with the sleeve element relative to the support element. In this case, a relative movement takes place between the clamping unit and the support element, and the reduction element is displaced relative to the absorption element by this relative movement.

In this case, it is provided that the narrowing (here as a separate part) is arranged on the clamping unit or that the narrowing merges integrally into the clamping unit. Of course, the reduction element can also be fixed and can move the absorption element in the event of a crash. The absorption element is then connected to the clamping unit, more precisely to the clamping unit via a holder for fixing the absorption element. In this case, the reduction element is coupled directly or indirectly to the support element or is an integral component of the support element.

The clamping unit can optionally come out of the fastening formed by the support element if the clamping unit is moved relatively away from the support element in the event of a crash. In the subsequent movement, the clamping unit and thus the sleeve element and the steering column are also guided by the fixing means.

In order to improve the holding of the clamping unit and the sleeve element, preferably a plurality of parallel absorption pieces are provided.

The one or more support elements may also form a type of guide or at least a temporary guide in that the clamping unit has at least one slot through which the associated support element extends. The clamping unit can be moved along the gap relative to the supporting element.

In order to require as few parts as possible, a holder for the absorbent article can be connected to the support below the slit, so that the clamping unit is located on the holder. Thus, the holder has a dual function.

In a structurally simple and advantageous embodiment, the clamping unit comprises an upper plate on which the support elements, in particular a plurality of support elements, engage. Mutually spaced apart tabs project downwardly from the underside of the plate, between which tabs the sleeve elements are received. The spacing between the connecting webs can be changed, for example, by a quick-action closure mechanism, in order to achieve the release and locking state.

For optimum retention, the upper plate can project laterally with respect to the connecting web. This results in oppositely oriented, projecting sections. At least one bearing element can engage on the respective section, which improves the stability of the overall retention.

The clamping unit can be fastened directly to the vehicle via the one or more support elements or indirectly via an intermediate fastening element, for example a fastening plate. The one or more support elements are then fixed to the fixing plate and the fixing plate itself is finally mounted and fastened to the vehicle.

Drawings

Further features and advantages of the invention emerge from the description which follows and from the figures which follow and to which reference is made. Shown in the drawings are:

figure 1 shows a schematic representation of one embodiment of a steering column assembly according to the present invention for a vehicle,

figure 2 shows a schematic representation of an energy absorbing device according to a first embodiment for use in a steering column assembly according to the present invention,

figure 3 shows a schematic representation of an energy-absorbing device according to a second embodiment,

figure 4a shows a schematic view of an energy absorbing device according to a third embodiment in the ground state,

figure 4b shows a schematic representation of an energy-absorbing device according to a third embodiment for low force-absorbing requirements or energy-absorbing requirements,

figure 4c shows a schematic representation of an energy absorption device according to a third embodiment for high force absorption requirements or energy absorption requirements,

figures 5a-f show a possible embodiment of the reduction of the energy-absorbing device,

fig. 6 shows a schematic representation of a further energy-absorbing device for a steering column assembly according to the invention, which further energy-absorbing device has only one energy-absorbing stage,

fig. 7 shows a schematic longitudinal sectional view of a further embodiment of an energy absorption device with two absorption elements and a mechanical steering column adjustment device, which is inserted into a steering column assembly according to the invention, wherein the second absorption element is connected,

fig. 8 shows, in an enlarged view, the energy-absorbing device according to fig. 7, in which the second absorption element is switched on,

fig. 9 shows the energy-absorbing device according to fig. 7 after a vehicle collision, wherein only the first absorber is switched on,

fig. 10 shows an energy absorbing device for a steering column assembly according to the present invention, having an electric steering column adjustment device,

fig. 11 shows a further energy-absorbing device for a steering column assembly according to the invention, in which, for improved clarity, the coupling means provided are omitted,

fig. 12 shows the energy-absorbing device according to fig. 11, with a coupling device,

figure 13 shows a further embodiment with an absorbing element and two deformation elements and coupling means,

fig. 14 shows the embodiment from fig. 13, with a sectional view on the central axis of the absorption element,

figure 15 shows another embodiment of a steering column assembly according to the invention, where, here, the clamp unit and the energy absorbing device are shown,

figure 16 shows a cross-sectional view along line a-a in figure 15,

fig. 17 shows an enlarged view of the enclosed region marked B in fig. 16, with a separate reduction,

fig. 18 shows a variant of the clamping unit according to fig. 15 with an integrally integrated reduction, an

Fig. 19 shows an enlarged view of the enclosed region marked B in fig. 18.

Detailed Description

Fig. 1 shows a steering column assembly 10 for a vehicle, in particular a motor vehicle such as a passenger car, having a support element 12, a sleeve element 14 and an energy absorption device 16.

The sleeve element 14 is received in a support element 12 fastened to the vehicle and is mounted in the support element in an axially movable manner in relation to the support element 12 in the axial direction Z. Thus, for example, a steering wheel arranged opposite the support element 12 can be adjusted in the axial direction Z.

The sleeve element 14 forms a receptacle for a steering shaft 18, which is mounted in the sleeve element 14 so as to be rotatable about an axis a and can be adjusted axially together with the sleeve element for steering wheel adjustment.

The energy absorption device 16 is arranged radially on the outside on the support element 12 and is fixedly connected thereto.

The carrier element 12 is fixedly connected to the chassis of the vehicle via a support, not shown, and is therefore mounted in a stationary manner in the vehicle.

The support element 12 furthermore comprises a coupling device 20, of which only one drive device is visible in fig. 1, as will be explained below, and a stop mechanism 22 for fixing the sleeve element 14. The sleeve element 14 can thus be moved in the axial direction Z in the bearing element 12 when the locking mechanism 22 is open, in order to adjust the sleeve element 14 together with the steering shaft 18 and the steering wheel. After the adjustment, the fastening element 22 is adjusted into the closed position, thereby locking the sleeve element 14 in the axial direction Z in the bearing element 12.

Fig. 2 shows a first embodiment of the energy absorption device 16 as a schematic illustration. A purely linearly extending, rod-shaped, tubular or wire-shaped absorption element 24 extends parallel to the sleeve element 14 and protrudes through a passage 26 in the form of a through-hole in a constriction 28 and is fixed on a holding element 30. Showing an initial position of non-manoeuvring prior to a vehicle collision.

The absorption element 24 has a passive section 32 with a smaller cross section, which begins at the fastening end at the holder 30 and extends into the passage 26, and the absorption element 24 also has an end section 34 with a larger cross section, which ends at the opposite end, and a transition section 36, which connects the sections 32 and 34 and narrows, for example conically.

Starting from the end section 34, the channel 26 first narrows, for example conically, in a region, in order then to reach a narrowest point 38, which defines the cross section of the channel 26.

The cross-section of the passive section 32 is smaller than the cross-section of the channel 26 at the narrowest point 38.

In the illustrated embodiment, this is not to be understood in a limiting sense: the holder 30 is fixed to the sleeve element 14 or can be coupled thereto, while the reducer 28 is fastened to the vehicle, preferably mounted on the support element 12.

In the event of a vehicle collision, the sleeve element 14 according to fig. 1 moves in the direction Z as a result of the impact on the passenger and the holder 30 moves together with it. A pulling force is thereby exerted on the absorption element 24, and the end section 34 (which has a cross section which is larger than the cross section of the passage 26 at the narrowest point 38) is pulled at least partially through the passage 26 and is plastically deformed there to a smaller diameter. Thereby absorbing energy. Of course, it is also possible, on the contrary, for the reducer 28 to be coupled to the sleeve element 14 and for the holding element 30 to be held in a stationary manner. However, there may be the same relative movement of the two parts with respect to each other.

The reducing member 28 is preferably made of a harder material than the absorbent member 24, at least in the area of the passage 26. Additionally, a coating may also be provided in one or both of these portions.

Tensile and compressive strain exists in the deformation area. The mechanical action of the deformation technique underlying the present invention corresponds to the method of drawing.

Fig. 3 shows a schematic representation of an energy absorption device 16, which can be switched between two different high energy absorption levels as a function of a vehicle collision. The first energy absorption requirement exists at the time of a vehicle collision at which less energy is converted by plastic deformation than in the case of the second energy absorption requirement. The control device is connected to the sensor and determines which energy absorption requirement is present.

In addition to the absorbent member 24 (as shown in fig. 2), there is a second absorbent member 24 'arranged in parallel, which extends through its passage 26' to the holder 30. The channel 26' is arranged in the same constriction 28 as the channel 26, wherein optionally two separate constrictions can also be provided here.

In the embodiment shown, the absorbent members 24, 24 'and the channels 26, 26' are identically constructed. Different embodiments of the absorbent members 24 and 24 'and the channels 26 and 26' are also contemplated. Between the holder 30 and the absorption element 24 ', a coupling device 20 is provided which activates the absorption element 24' only when a second, higher energy absorption requirement is present, i.e. couples it to the holder 30. Only then, the two absorption elements 24, 24 'are pulled through their passages 26, 26', whereby a greater amount of energy is converted into plastic deformation than in the case of a lower first energy absorption requirement.

The corresponding drive of the coupling device 20 is, for example, a pyrotechnic drive which can move a not shown connecting element between the holder 30 and the passive section 32 'in order to mechanically couple the holder 30 with the passive section 32'. Of course, the initial position can also be selected such that initially both absorption elements 24, 24 'are active and the absorption element 24' is decoupled from the holder 30 in the event of a first energy absorption requirement. Thus, the present invention is generally not limited to which absorbent member is active or not in the initial position.

In fig. 4a to 4c, a further energy absorption device 16 is shown.

Here, the energy absorption device 16 may also switch between the first energy absorption requirement and the second energy absorption requirement. However, only one absorbent element 24 is required here, since there are two successively arranged constrictions 28, 28 'with associated passages 26, 26', through which the absorbent element 24 extends to the holder 30.

The absorption element 24 narrows in two steps from the end section 34, the transition section 36 to a middle section 40 which is located in the region of the narrowest cross-sectional point 38 of the passage 26 and has a cross-section which is smaller than the cross-section of the narrowest point 38. Starting from the intermediate section 40, a second transition section 42 in which the cross section decreases more and more in order to transition into the passive section 32. The cross-section of the intermediate section 40 is greater than the cross-section of the channel 26 'at its narrowest point 38', and the cross-section of the end section 34 is greater than the cross-section at the narrowest point 38.

The coupling means 20 provided with drive means (symbolically indicated by the arrow) result in the second reduction 28' being selectively accessible.

In the embodiment shown in fig. 4a, the reducer 28 'is not fastened to the vehicle, since the coupling device 20, which acts as a stop and is coupled to the support element 12, is not located in the running rail of the reducer 28'. Thus, when the retainer 30 moves in the direction Z during a vehicle collision, the reduction 28' moves together and is deactivated. Only the channel 26 functions in the following way: the channel plastically deforms the end section 34 and becomes smaller in cross section. This is shown in fig. 4 b.

In the case of the second energy absorption requirement, the coupling device 20 is moved into the movement path of the reduction 28' before the absorption element 24 is moved, as shown in fig. 4 c. In this case, the reduction 28' is also fastened to the vehicle and used for energy conversion when the absorption element 24 is displaced.

Fig. 5a to 5f show different variants of the channels 26, 26'. It is particularly clear that the increasing narrowing of the channel does not necessarily have to consist only of the rigid, completely surrounding edges of the opening 26, 26'.

Fig. 5a shows two opposing sliders 50, for example, of a constriction, so that here the absorption element 24 is not deformed over the entire circumference but only over two opposing edges. It may be appropriate here to provide the absorption member 24 with a cross section which is, for example, rectangular.

In the embodiment according to fig. 5c, two rollers 52 (or a plurality of rollers arranged in pairs) are opposite one another, between which the absorption elements 24 pass and are plastically deformed. This minimizes friction and allows the course of the deformation to be predefined more precisely.

In fig. 5e, two slides 54 of semicircular cross section are shown, between which the absorption element 24 is moved through for deformation.

Fig. 5b, 5d and 5f show a modification of fig. 5a, 5c or 5e, since here the rollers 52 or the slides 54 can be adjusted toward and away from each other, whereby the cross section of the channel can be adjusted by the drive. The amount of energy to be converted can thereby also be varied.

Another embodiment of the energy absorbing device 16 is shown in fig. 6. Here, a support element 12 is shown, which receives a sleeve element, not shown. The supporting element 12 carries on the outside a linear guide 60, here consisting of two parallel bars, between which the absorption member 24 is placed, similar to fig. 2. The holder 30 is also fixedly coupled with the support element 12.

The support element 12 has an elongated slit 62. In this region, the sleeve element 14 is coupled with the reducer 28.

In the present case, the absorption member 24 is stationary, while the sleeve element which is movable in the direction of the arrow Z carries the constriction 28 and moves along the absorption member 24 and plastically deforms it.

Here too, the free end of the end section 34, which does not have to be supported, is free to be lifted out. Here, as explained in the previous and subsequent embodiments, the absorption member 24 is loaded in tension in the presence of plastic deformation.

Fig. 7-9 show that the steering column assembly can also be very simply combined with a steering column adjustment device for adjusting the position of the steering wheel.

The stop mechanism 64 with the lever 66 results in the energy absorption means 16 being movable together with the steering shaft and the sleeve element 14 coupled thereto along the shaft center line in the unlocked position. The lever 66 is mounted on the support element 12.

In the locking position shown in fig. 7, the locking element 68, which is movable by the lever 66 in the direction of the double arrow X transversely to the adjustment direction Y, is positively engaged in the reduction member 28.

For this purpose, the locking member 68 has teeth and the reduction member 28 has corresponding teeth, which engage with each other only in the locking position.

Since the reduction member 28 is fixedly coupled to the support element 12 in the locked position by the locking member 68, the reduction member cannot move due to a vehicle collision.

The absorbent member 24 is mounted on a holder 30, which in turn is fixedly coupled with the grommet member 14.

Similarly as in fig. 3, a further absorption member 24' is also mounted on the holding member 30 and extends parallel to the absorption member 24.

The pyrotechnical drive 70 of the coupling device 20 and its own reduction element 28 'are provided for an absorption element 24' which is only switched on in the event of a second energy absorption requirement.

The drive means 70 allow the reducer 28' to move towards the reducer 28 in the direction of the arrow W transverse to the direction Z and to be mechanically coupled thereto. For this purpose, a toothing 72 is provided between the reducers 28, 28'.

In fig. 7 the miniatures 28, 28' are coupled to each other.

In the case of high energy absorption requirements, the sleeve element 14 moves the holding element 30 in the direction Z and thus pulls the two absorption elements 24, 24 'through their associated passages in their reduction elements 28, 28'.

Fig. 8 shows the reduction members 28, 28' in a coupled state, in which the teeth 72 are in engagement with one another.

The absorption elements 24, 24' project through corresponding openings in the holding element 30 and have thickened portions 76 at opposite ends, which are produced, for example, by modification or by applying bearing elements. In order to make lateral movements possible in the direction of the arrow W not only for the absorption element 24 'but also for its reduction element 28', the holding element 30 has an elongated hole 80 which is long in the direction W. The slot is indicated by a circle.

Fig. 9 shows the energy-absorbing device 16 of fig. 7 and 8 in an actuated state when there is only one lower first energy-absorbing requirement.

Here, only the reducing element 28 is fastened to the vehicle and therefore only the absorption element 24 is responsible for the energy absorption. The reducer 28 'moves together with the reducer 24' along the direction Z.

Fig. 10 shows an embodiment which is constructed in accordance with fig. 7 to 9, so that the same reference numerals also designate identical or functionally identical parts here, as in all other embodiments. Instead of a manual steering column adjustment, an electric steering column adjustment is provided here, which has a drive wheel 82 (here a gear wheel) which is coupled to an electric motor, not shown, and which is in form-locking engagement with the reduction 28 in order to be able to move it in the adjustment direction Y. Additionally, in the event of a vehicle collision, a further locking device is provided which prevents the drive wheel 82 and the reduction member 28 from moving when a force is exerted on them by the sleeve element 14.

In the embodiment according to fig. 11 and 12, the coupling device 20 is not provided for moving the reduction 28 'laterally towards the reduction 28, as in fig. 10, but rather an intermediate section 90 is provided which can couple the reductions 28, 28' to one another, as a bridge, which is shown in fig. 12. In this case, the initial position couples the two reduction members 28, 28' to one another. Then, if there is a lower energy absorption requirement in the event of a vehicle collision, the coupling device 20 moves the intermediate section 90 in the direction of the arrow W, so that the reducing members 28, 28' are decoupled from one another.

In this embodiment, a steering column adjustment device may also be provided similar to that in fig. 7-10. For this reason, a stop mechanism 64 is shown, which can be moved towards the reducer 28 in order to mechanically lock the reducer.

The embodiment according to figures 13 and 14 comprises two narrowings 28, 28' arranged one after the other, through whose passage the same absorbent element 24 extends. The reduction 28 is always in active engagement, while the front reduction 28' can be switched on or off by means of the laterally movable coupling device 20. Here, similarly to in fig. 12, the coupling device 20 comprises an intermediate section 90 which can be moved from the decoupled position according to fig. 13 onto the reducing members 28, 28 'in order to couple the reducing members to one another, so that the reducing members 28' remain coupled to the reducing members 28 in a relative movement with respect to the absorbent member 24. An insertable fastener 92 holds the reducer 28 in place. In this way, the installation of the reducers 28, 28 'is very simple and the reducers 28, 28' can be replaced very simply. The present invention also relates to a steering column assembly according to the inverted tube-in-tube design. Thus, the support element 12 in fig. 1 may simply be a tube, which extends partially into the sleeve element 14. However, a relative movement between the bearing element and the sleeve element is always given.

Fig. 15 shows an energy absorbing device in a standard tube-in-tube design. Here, a clamping unit 100 is provided, which has an upper plate 102 and two integrally molded, preferably parallel webs 104 projecting downward on the underside of the plate, between which the sleeve element 14 and the steering shaft 18 received therein are received.

The webs can be moved towards one another by means of a conventional quick clamping device, which extends, for example, through a window 106 in the web 104. When the connecting pieces 104 are pressed towards each other, the sleeve element 14 is clamped.

The plate 102 has laterally with respect to the connecting web sections 108 which project in opposite directions and two slots 112 which extend in the direction Z and which start from the front edge 110.

Through each slit 112 extends a support element 12 which has a head 114 on the upper side of the plate 112 and a neck section extending through the slit 112 and at the same time constitutes a lower section of the holder 30. The holder 30 can be embodied separately from the neck section and/or the head 114 or, as shown in fig. 16, integrally merge into the support element 12.

In the present, non-limitingly understood embodiment, a fixing opening 116 extends through the holder 30, the neck section and the head 112, through which a screw for fixing the clamping unit 100 on a part fastened on the vehicle or for connecting an intermediate fixing element, for example a fixing plate, can extend.

Therefore, the clamping unit 100 is placed on the holder 30 during normal driving operation. The absorption element 24, which can be embodied as described above, is mounted on the two holding elements 30 and extends through the associated narrowing 28, which is located in the associated angled rail 118 of the plate 102 (see also fig. 17).

The embodiment according to fig. 18 and 19 differs from the embodiment according to fig. 15 to 17 in that the constriction 28 merges integrally into the barrier 118, so that the barrier can be regarded as a constriction which is then an integral component of the plate 102.

In the event of a crash, the sleeve element 12 moves together with the clamping unit 100 in the direction Z. Here, the reduction 28 moves along its absorption element 24, as explained previously according to other embodiments. After a certain travel distance, the clamping unit is disengaged from the support element 12 as soon as the slit 112 emerges from the support element 12. In a subsequent movement, the clamping unit 100 is guided and supported by means of not shown fixing means.

Of course, conversely, the reduction 28 can also be fixed and can move the absorption element 24 in the event of a crash. The absorption element 24 is then connected to the clamping unit 100, more precisely by the holding element 30, which is in the position of the reduction element 28 in fig. 16. Here, the end of the absorption member 24 is fixedly installed on the plate 102. The holder according to fig. 16 then becomes a narrowing and has a narrowing opening through which the absorption member 24 extends to the left.