• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    A steering column mechanism (10) comprises a lower body (14), an upper tube (16) movable relative to the lower body (14) in depth along an extension and retraction path, in a retracting direction and in a direction of extension opposite the direction of retraction and a locking mechanism (34) of the upper tube (16) relative to the lower body (14), movable between a locking position and an unlocking position. A retractable abutment (58) is movable relative to the lower body (14) and relative to the locking mechanism (34) between an active position and a retracted position. In the active position, the retractable stop (58) limits the stroke of the upper tube (16) in the retracting direction to an adjustment end position, while in the retracted position it does not interfere with the tube higher (16). The retractable stop (58) is connected to the locking mechanism via an interlock (65) so as to be in the active position when the locking mechanism (34) is in the unlocked position. The lower body (14) has one or more supports (76, 78, 96) to at least partially recover the forces generated by the upper tube (16) on the retractable stop (58) when the locking mechanism (34) is in position. unlocked position and that the upper tube (16) is in adjustment end-stop position against the retractable stop (58). Preferably, the lower body is provided with guide means (74, 76, 78, 90) of the retractable stop (58) between the retracted position and the active position.
    公开号:FR3029489A1
    申请号:FR1462088
    申请日:2014-12-09
    公开日:2016-06-10
    发明作者:William Charvet；Jacques Bernier；Mickael Sauquet
    申请人:ZF Systemes de Direction Nacam SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD OF THE INVENTION [0001] The invention relates to a steering column that can be adjusted in depth and, if necessary, in height.  STATE OF PRIOR ART A vehicle steering column mechanism usually comprises a movable subassembly comprising a lower body and an upper tube movable relative to the lower body in depth along an extension and retraction path, the upper tube having a limited stroke in a retracting direction by a retract end limit stop defining a retraction limit end position of the upper tube relative to the lower body, and in an extension direction by an end stop extension stroke defining an end position of extension of the upper tube relative to the lower body.  A locking mechanism movable between a locking position and an unlocking position ensures the locking of the upper tube relative to the lower body.  An intermediate stop limits the travel of the upper tube in the retracting direction to an intermediate adjustment end position between the retract end of travel position and the extension end position.  The driver can thus adjust the position of the upper tube carrying the flywheel, between the extended end position and the adjustment end position.  The travel between the adjustment end position and the end of retracting stroke is only covered if, in a collision of the vehicle, the driver's body generates on the steering wheel and through it on the upper tube, a cutting force exceeding a predetermined threshold, which is transmitted to the intermediate stop and cuts the intermediate stop, allowing a continuation of the retraction movement of the upper tube.  The dimensioning of the intermediate abutment is difficult, since the predetermined threshold of cutting force must necessarily be greater than the forces expected of a driver adjusting the position of the steering wheel under normal conditions of use, all being 3029489 as little as possible to avoid a peak of forces preceding the cutting of the abutment in the event of a collision.  These contradictory constraints can lead either to a too low value of the threshold, which results in unwanted shut offs during a somewhat abrupt adjustment of the steering wheel position, or to a too high value of the threshold, which increases the risk of driver injury in the event of a collision.  To solve this problem, it has been proposed in document DE102011056351 to replace the fixed intermediate stop of the state of the art by a retractable intermediate stop, driven in rotation by a clamping rod of the locking mechanism, and movable between an active position, corresponding to the unlocked position of the locking mechanism and a retracted position corresponding to the unlocked position of the locking mechanism, the retractable stop in the active position limiting the stroke of the upper tube in the retracting direction at the position Adjustable end-of-travel limit switch 15 between the retract end-of-travel position and the extended end-of-stroke position, the retractable stop in the retracted position not interfering with the upper tube.  Thus, it is ensured that in the event of collision of the vehicle, the intermediate abutment is retracted, and the upper tube is free to retract, without peak of intermediate force.  It is also possible to dimension with great freedom the intermediate stop, to withstand considerable efforts to adjust the position of the steering wheel.  The retractable stop preferably has a limited degree of rotation relative to the clamping rod about the axis of rotation of the latter, and is biased to the active position by a spring.  This ensures a good sequencing of the locking and the retraction of the stop: the retraction of the stop is initiated only after a sufficient rotation of the clamping rod which ensures the locking of the upper tube by the locking mechanism.  [0005] However, the chosen kinematics, with a rotation of the abutment around the axis of the rod, and preferably a dead stroke of the rod before driving the abutment, limits the amplitude of the movement of the abutment. and imposes positioning the retractable stopper in an area of the steering column mechanism where the clamping rod is close to the path of the upper tube.  Such a zone does not always exist, or can be occupied by other elements of the column.  [0006] Furthermore, the retractable stopper transmits integrally to the clamping rod the forces applied to it when the locking mechanism is unlocked and when the driver applies a large adjustment force in the direction of retraction, which may damage the clamping mechanism.  SUMMARY OF THE INVENTION [0007] The invention aims to remedy at least partially the disadvantages of the state of the art identified above.  To do this, the invention relates to a steering column mechanism, comprising a lower body and an upper tube movable in depth with respect to the lower body in an extension and retraction path, in a retraction direction and in a direction of extension opposite to the direction of retraction.  A locking mechanism, movable between a locking position and an unlocking position, locks the upper tube relative to the lower body.  A retractable stop, movable relative to the lower body and with respect to the locking mechanism between an active position and a retracted position, limits in active position the stroke of the upper tube in the retracting direction to an adjustment end position. , the retractable stop in the retracted position not interfering with the upper tube.  The retractable stop is connected to the locking mechanism via an interlock so as to be in the active position when the locking mechanism is in the unlocked position.  [0008] According to a first aspect of the invention, the lower body comprises one or more supports for taking up at least part of the forces generated by the upper tube on the retractable stop when the locking mechanism is in the unlocked position and the tube upper is in adjustment end position in support against the retractable stop.  These supports can be indifferently support points, edges or support surfaces integral with the lower body and against which the retractable stop can come to bear.  The support or supports preferably include at least one support perpendicular to the trajectory of the upper tube at the retractable abutment in the active position.  Furthermore, the support or supports preferably include one or more bearing surfaces parallel to the trajectory of the retractable stop between the active position and the retracted position.  This limits the transmission to the interlocking and the locking mechanism of forces exerted by the driver on the upper tube and on the retractable stop.  According to a second aspect of the invention, the lower body is provided with means for guiding the retractable stop between the retracted position and the active position.  These guide means allow remote transmission of the movement of the locking mechanism, so that there is greater freedom of positioning of the retractable stop.  This second aspect of the invention may advantageously be combined with the first aspect of the invention.  In this case, it may in particular be provided that the support or supports are part of the guide means, and constitute points, edges or guiding surfaces.  In practice, the guide means may advantageously be sliding surfaces directly in contact with corresponding surfaces of the retractable stop.  However, it is conceivable to provide intermediate members, for example rolling bodies interposed between sliding surfaces provided on the lower body and on the retractable stop.  According to a preferred embodiment, the retractable stop has a translational movement parallel to a fixed axis of translation relative to the lower body.  In this case, the guiding means preferably consist of one or more guide surfaces, which are flat and parallel to the axis of translation, these surfaces being able to be reduced to edges or to be quasi-specific.  [0014] Alternatively, the retractable stop may have a rotational movement about a fixed axis relative to the lower body and be guided by a cylindrical guiding surface forming a smooth bearing between the lower body and the retractable abutment.  [0015] The adjustment end position is preferably intermediate between a position of end of extension stroke and a position of end of stroke of retraction of the upper tube relative to the lower body.  Preferably, the extension and retraction path is a translation parallel to a fixed axis relative to the lower body, which may advantageously be an axis of rotation of a steering shaft tip guided in rotation within the upper tube.  But the invention is also applicable if the extension and retraction path is curved.  According to a particularly advantageous embodiment, the interlocking comprises a return spring of the retractable stop to the locking position.  This spring makes it possible to resume games in the interlocking.  On the other hand, in an embodiment where it is not intended that the retractable stopper be driven to its retracted position by the locking mechanism, it enables the stopper to be kept in the active position in the locked state of the locking mechanism. as will be explained later.  According to one embodiment, the lower body is movable relative to a fixed support of the steering column mechanism along a tilt trajectory, which may advantageously be a rotation about a fixed pivot axis with respect to the fixed support, the fixed support being provided with an attachment interface to a vehicle superstructure, the locking mechanism in the locking position locking the lower body relative to the fixed support, the locking mechanism in the unlocking position releasing the lower body.  According to one embodiment, the interlock is such that the retractable stop is in the retracted position when the locking mechanism is in the locking position.  According to an alternative embodiment, the locking mechanism releases the retractable stop when it passes from the unlocking position to the locking position, but does not lead it to the retracted position.  In this case, the retractable stop is advantageously maintained in the active position, for example by means of a spring.  The upper tube is provided with a pusher cooperating with a receiving face of the retractable abutment to drive the retractable stop to the retracted position when the locking mechanism is in the locking position and a force greater than a predetermined threshold is applied to the upper tube and drives the upper tube 10 along the path of extension and retraction in the direction of retraction.  In practice, the pusher or the receiving face forms a ramp for transmitting the movement of the upper tube to the retractable stop.  The advantage of this solution is to avoid any movement of the retractable abutment during the phases of adjustment of the position of the steering column mechanism, which minimizes noise and friction.  It is only in the event of a collision that the retractable stop disappears.  This solution, however, has two consequences that must be taken into account when sizing the steering column mechanism.  On the one hand, the interaction between the pusher and the retractable stop has the effect, when the locking mechanism is unlocked, of transmitting to the interlocking and the locking mechanism at least part of the adjustment forces which the driver can apply on the steering wheel to attempt to retract the column beyond the adjustment end position defined by the retractable stop.  On the other hand, in the event of a collision, the upper tube must move the retractable stopper, which results in a momentary increase in the resistance to shrinkage of the column.  This constraint must therefore be taken into account in the dimensioning of the pusher and the receiving face.  According to a preferred embodiment, the locking mechanism comprises a clamping rod driven in rotation about a clamping axis, preferably fixed relative to the lower body.  Preferably, the clamping rod is fixed in translation relative to the lower body parallel to the clamping axis.  The clamping rod may be rotated by a driving lever provided with a grip handle, the lever being either integral with the clamping rod, or connected thereto by a transmission device.  The clamping rod can also be rotated by an electric motor.  The lower body comprises at least one guide bearing in rotation of the clamping rod, and preferably two bearings spaced from each other along the clamping axis, preferably laterally on both sides a median plane of the lower body, perpendicular to the clamping axis.  The bearings may, if necessary, be simple bores in flanges of the lower body.  Preferably, the clamping rod extends between two lateral flanges of the fixed support, situated laterally on either side of the mobile sub-assembly, and preferably passes through the lateral flanges, which for this purpose have oblong openings.  Preferably, the interlocking comprises a drive member integral in rotation with the clamping rod, cooperating with a receiving member integral with the retractable stop.  According to one embodiment, the drive member comprises a cam integral with the clamping rod and the receiving member comprises a receiving surface, preferably formed on the retractable stop.  According to another embodiment, the drive member comprises a toothed sector or a toothed wheel, the receiving member having a rack integral with the retractable stop.  [0023] Preferably, the retractable stop is guided in translation perpendicular to the clamping axis.  According to one embodiment, the drive member comprises a helical thread, the receiving member comprising a nut.  For this embodiment, but also for embodiments 25 to cam or rack, it is possible that the retractable stop is guided in translation parallel to the clamping axis.  According to another embodiment, the drive member comprises an angular gear drive gear, the receiver member having a toothed receiving gear with a bevel gear.  In this case, the retractable stop is guided in rotation perpendicular to the clamping axis.  A guide of the retractable abutment in rotation perpendicular to the clamping axis is also conceivable in the cam embodiment.  BRIEF DESCRIPTION OF THE FIGURES [0027] Other characteristics and advantages of the invention will emerge on reading the description which follows, with reference to the appended figures, which illustrate: FIG. 1 is an isometric view of a mechanism of FIG. steering column according to a first embodiment of the invention; FIG. 2 is a cross-sectional view of the steering column mechanism of FIG. 1, in a plane perpendicular to the axis of the steering mechanism and passing through an axis of rotation of a clamping screw of a mechanism. locking the steering column mechanism; Figure 3 is an exploded view of the steering column mechanism of Figure 1; - Figure 4, a side view of a cam and a retractable stop of the steering column mechanism of Figure 1; Figure 5 is an isometric view of a lower body of the steering column mechanism of Figure 1 for viewing guide surfaces of the retractable stopper of Figure 4; FIG. 6, an isometric view of the lower body of FIG. 5 according to another angle of view, and partially cut away to visualize guide surfaces of the retractable stop of FIG. 4; - Figure 7, an isometric view of a part of the lower body 25 defining the guide surfaces illustrated in Figures 5 and 6; - Figure 8, an exploded view of the cam and the retractable stop of the steering column mechanism of Figure 1; FIG. 9 is a side view of the steering column mechanism of FIG. 1, in an unlocked state, in a nominal position, intermediate an extension end position and an end position of FIG. adjustment; Fig. 10 is a side view of the steering column mechanism of Fig. 1, in the unlocked state, in the extended end-of-travel position; FIG. 11 is a side view of the steering column mechanism of FIG. 1, in the unlocked state, in an adjustment end-of-travel position; - Figure 12, a side view of the steering column mechanism of Figure 1, in a locked state, in the nominal position; Figure 13 is a side view of the steering column mechanism of Figure 1, in a locked state, in a retracting end position; FIG. 14, a side view of a steering column mechanism according to a second embodiment of the invention, in an unlocked state, in a nominal position, intermediate between an end-of-travel extension position and a adjustment end position 20; - Figure 15, a side view of the steering column mechanism of Figure 14, in a locked state, in the nominal position; FIG. 16, a side view of a steering column mechanism according to a third embodiment of the invention, in a locked state, in a nominal position, intermediate an extension end position and an adjustment end position; Fig. 17 is a side view of the steering column mechanism of Fig. 16, in the unlocked state, in the extended end-of-travel position; Figure 18 is a side view of the steering column mechanism of Figure 16, in the unlocked state, in an adjustment end-of-travel position; Figure 19 is a side view of the steering column mechanism of Figure 16, in a locked state, in a retracted end-of-travel position; Figure 20 is a side view of a detail of a steering column mechanism according to a fourth embodiment of the invention, in an unlocked position; FIG. 21, an isometric view of a detail of the steering column mechanism of FIG. 20, in the unlocked position; FIG. 22, an isometric view of a detail of the steering column mechanism of FIG. 20, in the locked position; FIG. 23, a schematic cross-sectional view of a detail of a steering column mechanism; according to a fifth embodiment of the invention, in the unlocked position; Figure 24 is a schematic cross-sectional view of a detail of the steering column mechanism of Figure 23 in the locked position; Figure 25 is a schematic cross-sectional view of a detail of a steering column mechanism according to a sixth embodiment of the invention, in the unlocked position; FIG. 26 is a schematic cross-sectional view of a detail of the steering column mechanism of FIG. 25 in the locked position.  For the sake of clarity, identical or similar elements are marked with identical reference signs throughout the figures.  DETAILED DESCRIPTION OF EMBODIMENTS In FIGS. 1 to 3 is illustrated a steering column 10 for a motor vehicle, incorporating a fixed support 12 and a mobile subassembly, comprising a lower body 14 pivoting relative to the fixed support. 12 about a pivot axis 100, and an upper tube 16 which serves as a housing and rotational guide for a steering shaft endpiece 18 rotating about an axis of rotation 200 perpendicular to the pivot axis 100, and preferably secant with the latter.  In known manner, the upper tube 16 slides in the lower body 14 in a rectilinear path parallel to a geometric axis of fixed adjustment relative to the lower body 14, which is to be confused with the axis of rotation 200 of the steering shaft end 18.  It is also possible to define a longitudinal median plane P containing the axis of rotation and of adjustment 200 and perpendicular to the pivot axis 100.  The fixed support 12, preferably made in one piece or by 20 mechanically welded assembly, comprises two fixing plates to a vehicle superstructure with fixing holes 20, and side flanges 22A, 22B between which is positioned the lower body 14 of the mobile subassembly.  The lateral flanges 22A, 22B are equipped with bearings 24A, 24B to guide in rotation the lower body 14 of the mobile subassembly about the pivot axis 100.  The lower body 14 essentially consists of a main plate 26 shaped to form an arcuate bottom 28 extended by two substantially parallel lateral flanges 30A, 30B, and two vee clamping members 32A, 32B resting on inner faces of the two flanges 30A, 30B and intended to come opposite corresponding surfaces of the upper tube 16.  A locking mechanism 34 ensures the simultaneous fixing of the upper tube 16 and the lower body 14 relative to the fixed support 12.  This locking mechanism 34 comprises, in known manner, a clamping lever 36 constituting a handle for the driver, this lever driving, directly or indirectly, a clamping rod 38 around a clamping axis 300 perpendicular to the axis of FIG. adjustment 200 and parallel to the pivot axis 100.  The clamping rod 38 crosses two arcuate or straight rails 40A, 40B, formed in the side flanges 22A, 22B of the fixed support, and two holes 42A, 42B aligned formed in the side flanges 30A, 30B of the lower body.  A nut 44 is screwed to a threaded end of the clamping rod 38, opposite to the clamping lever 36.  A bearing washer 46 is interposed between the nut 44 and the lateral flange 22B of the fixed support.  The clamping rod 38 further includes a head 48 located at an end opposite the threaded end.  A movable clamping cam 50 integral in rotation with the clamping rod 38 is interposed between the head 48 of the clamping rod and a connecting piece 52 sliding in the slide 40A, this connecting piece 52 forming both a cam fixed in rotation relative to the clamping rod 38 and a sliding bearing for the clamping rod 38.  The clamping rod 38 is furthermore equipped with an interlocking cam 54 arranged laterally on one side of the median longitudinal plane P opposite the clamping lever 36, in the volume defined by the flanges 30A, 30B of the lower body 14.  Fixing the interlocking cam 54 on the clamping rod 38 may be obtained by any appropriate means, for example by keying, by shape cooperation with a relief provided on the clamping rod 38 or by gluing or welding.  The interlocking cam 54 is housed within a recess 56 formed in a retractable stopper 58 shown in detail in FIGS. 4 and 5.  The cavity 56 defines plane or concave surfaces 60, 62 in contact with which plane or convex corresponding surfaces 64 of the interlocking cam 54 may be supported during the rotation of the clamping rod 38.  The interlocking cam 54 and the cavity 56 together form an interlock 65 between the locking mechanism 34 and the retractable stopper 58.  The retractable stop 58 has an outer profile with four parallel and two parallel flat faces 66, 68, 70, 72, which allow the retractable stop 58 to be guided in translation by sliding along facets and / or or guide edges provided for this purpose in the lower body and on the clamping flange member 32B.  These facets and edges are visible in Figures 6 to 8 and comprise an inner flat face 74 of the flange 30B of the lower body 14 and flanges 76, 78 cutouts provided on the flange member 32B vee.  The retractable stop 58 can therefore slide in translation relative to the lower body 14, parallel to an axis 400 perpendicular to the axis of rotation of the clamping rod, between a retracted position illustrated in FIGS. 2, 12 and 13, and an active position illustrated in Figures 9, 10 and 11.  The interlock 65 further includes a leaf spring 80 mounted in the cavity 56 between the interlocking cam 54 and the retractable stop 58, to bias the retractable stop 58 to the active position.  The upper tube 16 is equipped with an adjustment end stop 82 and an end limit stop 84, located at a distance from each other along the length adjustment axis 200, the adjustment limit stop 82 being closer to the steering shaft end 18.  In the active position, the retractable stop 58 has on the one hand a face 86 facing the adjustment end stop 82, which interferes with the path of the adjustment end stop 82 in the direction of the retraction, and secondly a face 88 facing the extension end stop 84, which interferes with the extension end stop 84 in the direction of extension.  The steering column mechanism 10 operates in the following manner.  The locking mechanism 34 is movable between a locking position illustrated in FIGS. 2, 12 and 13 and an unlocked position illustrated in FIGS. 9, 10 and 11.  In the locking position, the clamping lever 36 is substantially parallel to the upper tube 16.  The angular position of the clamping cam 54 is then such that the flanges 22A, 22B of the fixel2 support and the flanges 30A, 30B of the lower body 14 are elastically constrained and flex towards each other and towards the plane. longitudinal median P, driving the flange members 32A, 32B which pinch the upper tube 16 against the bottom wall 28 of the lower body 14.  The upper tube 16 is then locked in position by clamping against the lower body 14, which is itself locked by clamping the flanges 30A, 30B against the flanges 22A, 22B.  The interlocking cam 54 bears against the lower plane wall 60 of the cavity 56 of the retractable stopper 58 and keeps the retractable stopper 58 in the retracted position.  In the nominal driving position of FIG. 12, it is not possible for the driver of the vehicle to move the upper tube 16.  In the event of a collision, the driver's body, coming into contact with the steering wheel fixed to the steering shaft section 18, prints on the upper tube 16 a force which, as soon as it reaches a threshold determined by the locking mechanism 34 and corresponding to the limit of the axial component of the static resistant forces generated by the flange members 32A, 32B and the bottom wall 28 of the lower body 14 on the upper tube 16, causes a retraction of the upper tube 16 into the lower body 14, parallel to the adjustment axis 200.  This retracting movement of the steering column mechanism 10 is not impeded by the retractable stop 58 in its retracted position, and it can be seen in FIG. 13 that the adjustment end stop 82 has been able to exceed position of the retractable stop 20 58.  The retraction stroke of the upper tube is then limited by contact with another element of the steering column mechanism, which defines a retracting end position.  When, from the nominal position of FIG. 12, and while the vehicle is at a standstill, the driver wishes to unlock the column to modify the positioning of the steering wheel, he maneuvers the clamping lever 36 until at the position illustrated in Figure 9.  The rotation of the clamping lever 36 causes the clamping rod 38 to rotate about its axis 300.  The clamping cam 50 also rotates and releases the flanges 32A, 32B, allowing both a translational movement of the upper tube 16 in the lower body 14 and a pivoting movement of the lower body 14 in the fixed support 12, limited by the dimensions of the slides 40A, 40B.  The rotation of the clamping rod 38 also causes rotation of the interlocking cam 54, which releases the retractable stopper 58.  The spring 80 recalls 3029489 15 then the retractable stop 58 in its active position, as illustrated in Figure 9.  The movement of the upper tube 16 in the lower body 14 is thus limited in the direction of retraction by the interference of the face 86 the retractable stop 58 with the adjustment limit stop 82, as shown in FIG. 10, and 5 in the extension direction by the interference between the face 88 of the retractable stop 58 and the end limit stop 84, as illustrated in FIG. 11.  The efforts of the driver to retract the steering wheel and the upper tube 16 beyond the adjustment end position are transmitted by the adjustment limit stop 82 to the retractable stop 58 and by it to guide walls 76, 78.  When the driver has completed adjusting the positioning of the steering wheel and the upper tube, it turns the clamping lever 36 again, and the steering column mechanism 10 returns in the state shown in Figure 12.  Various variations of the interlock 65 are possible.  The interlocking cam 54 may be shaped so that in the unlocked position, the cam 54 bears positively on a wall 62 of the cavity 56, to confirm the positioning of the retractable stop in the active position.  It can be arranged that the interlock cam 54 in the active position is positioned without creating a lock, i.e. in such a way that a force applied to the retractable stop 58 towards the retracted position rotates the interlocking cam 54 and the clamping rod 38.  Conversely, it can provide irreversibility of the transmission, so that in the active position of the clamping lever 36, a force applied to the retractable stop 58 to the retracted position does not allow rotation of the interlocking cam 54.  It can also be provided that there is no contact between the interlocking cam 54 and the retractable stop 58 when the clamping lever 38 is in the unlocking position and the retractable stop 58 is in position. active.  It is then only the return spring 80 which ensures the retention in position of the retractable stop 58.  The interlocking cam 54 may be shaped so as to provide a desired sequencing between the retractable stop raising 58 in the active position and the release of the upper tube 16.  We can make the two events simultaneous, or on the contrary predict that one ends before the other.  For example, it will be possible to complete the raising of the retractable stop 58 in the active position before completely releasing the upper tube 16, so that it is not possible to move the upper tube 16 before the retractable stop 58 is active.  According to a variant illustrated in FIGS. 14 and 15, it is possible to omit the return spring 80 and to move the retractable stop 58 only with the aid of the interlocking cam 54.  In this case, the interlocking cam 54 cooperates with a first surface 60 of the cavity 56 to maintain the retractable stop 58 in the retracted position when the clamping lever 36 is in the locking position, and with a second surface 62 of the cavity 56 to maintain the retractable stop 58 in the active position when the clamping lever 36 is in the unlocked position.  According to one embodiment illustrated in Figures 16 to 19, it can prevent any displacement of the retractable stop 58 out of collision situations.  The retractable abutment 58 has been modified here to include a chamfer 158 on the facing side of the adjustment end stop 82, the latter 20 having a corresponding chamfer 182.  In the nominal position locked in FIG. 16, and unlike the previous embodiments, the interlocking cam 54 does not interfere with the walls of the cavity 56, so that the retractable stop 58 is kept in the active position under the effect of the return spring 80.  In the unlocked position, in FIGS. 17 and 18, the cam has turned in the cavity, and has come into abutment on a face 62 of the cavity to oppose a displacement of the retractable abutment 58.  The adjustment movements in position of the upper tube 16 with respect to the lower body 14 are limited, as in the previous embodiments, by the interferences between the retractable stop 58 and the end-of-travel adjustment stops 82 and end extension stroke 84, 30 as illustrated in FIGS. 17 and 18.  In the adjustment end position, the chamfer 182 of the adjustment limit stop 82 comes into contact with the bevel 158 of the retractable stop 58, but the interlock cam 54 (assisted by where appropriate, the return spring 80) prevents the retractable stop 58 from moving into the retracted position.  When, from the locked position of FIG. 16, a collision drives the driver into contact with the steering wheel, the force exerted on the upper tube 16 drives the steering column mechanism 10 into the retracted position (not shown) as it passes. by the intermediate position of Figure 19.  This position illustrates the erasure of the retractable stop 58 at the passage of the adjustment end stop 82, facilitated by the chamfers 158, 182 which make it possible to overcome the elastic force of the return spring 80, the movement of the retractable stop 58 to the retracted position not being prevented by the cam 54.  This embodiment introduces a peak force at the passage of the adjustment end position in a collision, but this effort is determined by the return spring 80 (which can be relatively low) and independent of the nominal force 15 that the retractable stop 58 must hold during the adjustments of the position of the upper tube 16 (this nominal force being determined by the interlocking cam 54).  The absence of movement of the retractable stop 58 during the locking and unlocking of the locking mechanism avoids the risk of noise or wear during position adjustments.  It also limits the energy to be deployed to move from one position to another.  In Figures 20 to 22 is illustrated another embodiment of the invention, which differs from the embodiment of Figures 1 to 13 by the addition of a sleeve 90 for guiding the retractable stop 58.  This sheath 90, made of plastic material, is snap-fastened by means of elastic tabs 92 on the walls of the flange element 32B and has two flat guide walls 94, 96 which come into sliding contact with the walls 66, 68 of the retractable stop.  The sleeve 90 also has two buffers 98, 99 which, in the unlocked position of FIG. 22, are in contact with the retractable stop 58 in the active position, to interpose between the retractable stop 58 and the end stops of the race. extension 84 and adjustment limit switch 82, to dampen shocks during end-of-travel finishes when adjusting the position of the upper tube 16.  When the steering column mechanism 10 is in the locked position, the retractable stop 58 is in the retracted position as illustrated in FIGS. 20 and 21, and the buffers 98, 99 project on the potential trajectory of the end-of-travel stop. adjustment 82.  In the event of a collision, the adjustment limit stop 82, arriving at the height of the buffers 98, 99, cuts them off, and continues on its way to the retracted end-of-travel position.  The force to cut the buffers 98, 99 is very small compared to the forces generated on the upper tube at the time of the collision.  However, if it is necessary to minimize the cutting force, thinning may be provided at the connection between the buffers 98, 99 and the remainder of the sheath 90.  Buffers 98, 99 may also not be provided.  According to another embodiment illustrated in Figures 23 and 24, it can be provided that the retractable stop is no longer guided in translation relative to the lower body as in the previous embodiments, but in rotation around 15 a tilting axis materialized by a hinge 500 fixed relative to an element of the lower body, here the flange member 32B.  The tilting axis here is parallel to the adjustment axis 200, although other orientations are possible.  The interlocking cam 54, integral with the clamping screw as in the other embodiments, is housed in a recess 56 of the retractable stopper 58 and co-operates with curved faces of the cavity 56 to drive the retractable stopper 58 into position. rotation about the axis of tilting of the active position of Figure 23 when the screw is in the unlocked position, the retracted position of Figure 24 when the screw is in the locking position.  A return spring 80 ensures that the retractable stop 58 returns to the active position of FIG. 23 when the clamping screw 38 returns to the unlocking position.  In this embodiment, as in the previous embodiments, the retractable abutment is housed in a cut-out of the flange element 32B having flanges 76 which form bearing faces for the retractable stop 58 in the active position and the faces of guiding the retractable stop 58 between the active position and the retracted position.  According to another embodiment illustrated in FIGS. 25 and 26, provision may be made for the retractable stop to not be guided in translation perpendicular to the clamping axis 300 but parallel thereto.  The interlocking cam 54, integral with the clamping screw as in the other embodiments, is housed in a recess 56 of the retractable abutment 58 and cooperates with curved faces of the cavity 56 to drive the retractable stop 58 in 5 translation parallel to a translation axis 600 itself parallel to the clamping axis 300, the retracted position of Figure 25 when the screw is in the locking position, to the active position of Figure 26 when the screw is in unlock position.  A return spring 80 ensures the return of the retractable stop 58 in the active position of FIG. 25, when the clamping screw 38 returns to the unlocking position.  In this embodiment, as in the previous embodiments, the retractable abutment is housed in a cutout of the flange element 32B having flanges 76, 78 which form bearing faces for the retractable stop 58 in the active position and guide faces of the retractable stop 58 between the active position and the retracted position.  According to a non-illustrated variant, it is possible to guide the retractable stop so as to combine a rotational movement about a tilting axis and a translational movement of this tilting axis parallel to the clamping axis. 300.  Of course, many other variants are possible.  The lateralized position of the retractable stop 58 with respect to the median longitudinal plane P makes it possible to free up space near the median longitudinal plane P and the adjustment axis 200 of the steering column mechanism 10 so as to to integrate other functions.  It is however possible to position the retractable stop 58 in the median plane P, or at any other appropriate place, one of the advantages of the invention being precisely to allow the retractable stop 58 to be moved away from the locking mechanism 34.  [0053] Various other modifications may be envisaged: the end-of-travel limit stops 84 and the adjustment end-of-travel stops 82 may be made by insert parts or by lugs formed directly on the upper tube 16; the retractable abutment 58 may be provided with rubber damping elements 5 to limit contact noise and impact in contact with the adjustment end stops 82 and the extension end-stops 84; the retractable abutment 58 may be duplicated on each side of the median longitudinal plane P in order to increase the resistance to forces during positional adjustments of the upper tube 16; the interlocking cam 54 can be directly formed on the clamping rod 34; - The main plate of the lower body 3 and the clamping elements 4 and 5 can be a single piece; The return spring 80 in the embodiment of FIGS. 16 to 19 can be omitted by providing frictional engagement between the retractable stop and the flange member; the retractable abutment does not necessarily cooperate with the extension limit stop.  The lower body 14 can be provided with a fixed stop whose function is to limit the extension stroke by cooperating with the extension end stop 84.  In this case, this fixed stop must be positioned so as not to interfere with the trajectory of the adjustment end stop 82.  Furthermore, the locking mechanism 34 itself can be of any type, motorized or not.  The clamping screw 38 may or may not have a translation movement parallel to the clamping axis 300.  The clamping screw 38 may, if necessary, be located only on one side of the median longitudinal plane P.  Guidance 3029489 21 of the upper tube 16 relative to the lower body 14 may be of any kind.  It can define a translation trajectory parallel to a fixed axis 200 with respect to the lower body, but not necessarily parallel to the axis of rotation of the shaft endpiece 18.  It may also be a rotation trajectory 5 about an axis perpendicular to the axis of rotation of the shaft endpiece 18.  The invention is also applicable in the absence of movement between the fixed support 12 and the lower body 14, these two components can then be one if the lower body 14 is provided with a fixing interface to the superstructure of the vehicle.  According to the type of steering column, it is advantageous to provide an energy dissipation mechanism which at least partially dissipates the kinetic energy of the driver's body in a controlled and gradual manner on the retraction stroke, for example by plastic deformation and / or tearing of a part such as a metal strip.  It may also be provided in certain circumstances, in particular in uses of the vehicle without safety belt, a retraction assistance mechanism, which causes or accelerates the retraction of the steering column mechanism during the detection of an impact, for example by pyrotechnic charge or discharge of a spring.  20
    权利要求:
    Claims (18)
    [0001]
    REVENDICATIONS1. Steering column mechanism (10), comprising: - a lower body (14); - an upper tube (16) movable relative to the lower body (14) in depth along an extension and retraction path, in a retraction direction and in an extension direction opposite to the retracting direction; - a locking mechanism (34) of the upper tube (16) relative to the lower body (14) movable between a locking position and an unlocking position; - A retractable stop (58), movable relative to the lower body (14) and relative to the locking mechanism (34) between an active position and a retracted position, the retractable stop (58) in the active position limiting the stroke of the upper tube (16) in the retracting direction at an adjustment end position, the retractable stop in the retracted position not interfering with the upper tube (16), the retractable stop (58) being connected to the locking via an interlock (65) so as to be in the active position when the locking mechanism (34) is in the unlocked position; characterized in that the lower body (14) comprises one or more supports (76, 78, 96) for at least partially recovering forces generated by the upper tube (16) on the retractable stop (58) when the locking mechanism ( 34) is in the unlocked position and that the upper tube (16) is in the adjustment end-stop position against the retractable stop (58).
    [0002]
    2. Steering column mechanism according to claim 1, characterized in that the or the supports (74, 76, 78) include at least one support (76, 78) perpendicular to the trajectory of the upper tube (16) at the level of the retractable stop (58) in the active position. 3029489 23
    [0003]
    3. Mechanism according to any one of the preceding claims, characterized in that the or supports include one or more bearing surfaces (96, 98) parallel to the path of the retractable stop (58) between the active position and 5 the retracted position.
    [0004]
    4. Mechanism according to any one of the preceding claims, characterized in that the lower body is provided with guide means (74, 76, 78, 90) of the retractable stop (58) between the retracted position and the active position. 10
    [0005]
    5. Steering column mechanism according to claim 4, characterized in that the retractable stop (58) has a translation movement parallel to a translation axis (400, 600) fixed relative to the lower body (14). 15
    [0006]
    6. Steering column mechanism according to claim 4, characterized in that the retractable stop (58) has a rotational movement about a tilt axis (500) fixed relative to the lower body (14).
    [0007]
    7. Steering column mechanism according to any one of the preceding claims, characterized in that the extension and retraction path is a translation parallel to an axis (200) fixed relative to the lower body (14).
    [0008]
    8. steering column mechanism according to any one of the preceding claims, characterized in that the interlock (65) comprises a spring (80) for returning the retractable stop (58) to the active position.
    [0009]
    9. Steering column mechanism according to any one of the preceding claims, characterized in that the lower body (14) is movable relative to a fixed support (12) of the steering column mechanism (10), following a tilt path, the fixed support (12) being provided with an attachment interface (20) to a vehicle superstructure, the locking mechanism 3029489 24 5
    [0010]
    10. 10
    [0011]
    11. 15
    [0012]
    12. 20
    [0013]
    13. 25
    [0014]
    14. 30 (34) in the locking position locking the lower body (14) relative to the fixed support (12), the locking mechanism (34) in the unlocking position releasing the lower body (14). Steering column mechanism according to any one of the preceding claims, characterized in that the interlock (65) is such that the retractable stop (58) is in the retracted position when the locking mechanism (34) is in the locking position . Steering column mechanism according to one of Claims 1 to 9, characterized in that the locking mechanism (34) releases the retractable stop (58) when it moves from the unlocking position to the locking position, but does not cause the retractable stop (58) to the retracted position. Steering column mechanism according to claim 11, characterized in that the upper tube (16) is provided with a pusher (182) cooperating with a receiving face (158) of the retractable stop (58) for driving the retractable stop ( 58) to the retracted position when the locking mechanism (34) is in the locking position and a force greater than a predetermined threshold is applied to the upper tube (16) and drives the upper tube (16) in the direction of withdrawal. Steering column mechanism according to any one of the preceding claims, characterized in that the locking mechanism (34) comprises a clamping rod (38) driven in rotation about a clamping axis (300). Steering column mechanism according to claim 13, characterized in that the interlock (65) comprises a drive member (54) integral in rotation with the clamping rod (38), cooperating with a receiving member (56) secured to the retractable stop (58). 3029489 25
    [0015]
    15. Steering column mechanism according to claim 14, characterized in that the drive member (54) comprises a cam secured to the clamping rod (38) and the receiving member (56) has at least one surface receiver (60, 62), preferably formed on the retractable stop (58). 5
    [0016]
    16. Steering column mechanism according to any one of claims 13 to 15, characterized in that the retractable stop (58) is guided in translation perpendicular to the clamping axis (300). 10
    [0017]
    17. Steering column mechanism according to any one of claims 13 to 15, characterized in that the retractable stop is guided in translation parallel to the clamping axis.
    [0018]
    18. Steering column mechanism according to any one of claims 13 to 14, characterized in that the retractable stop is guided in rotation perpendicular to the clamping axis.
    类似技术:
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    同族专利:
    公开号 | 公开日
    CN107207033B|2020-01-14|
    CN107207033A|2017-09-26|
    US10449991B2|2019-10-22|
    WO2016091642A1|2016-06-16|
    EP3145790A1|2017-03-29|
    US20170361862A1|2017-12-21|
    FR3029489B1|2018-06-15|
    EP3145790B1|2018-07-04|
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    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-06-10| PLSC| Search report ready|Effective date: 20160610 |
    2016-12-31| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-26| PLFP| Fee payment|Year of fee payment: 4 |
    2018-12-28| PLFP| Fee payment|Year of fee payment: 5 |
    2020-10-16| ST| Notification of lapse|Effective date: 20200906 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1462088|2014-12-09|
    FR1462088A|FR3029489B1|2014-12-09|2014-12-09|ADJUSTABLE STEERING COLUMN MECHANISM IN DEPTH WITH RETRACTABLE ROD|FR1462088A| FR3029489B1|2014-12-09|2014-12-09|ADJUSTABLE STEERING COLUMN MECHANISM IN DEPTH WITH RETRACTABLE ROD|
    US15/534,860| US10449991B2|2014-12-09|2015-12-01|Depth-adjustable steering column mechanism with a retractable stop|
    PCT/EP2015/078121| WO2016091642A1|2014-12-09|2015-12-01|Depth-adjustable steering column mechanism with a retractable stop|
    EP15804380.2A| EP3145790B1|2014-12-09|2015-12-01|Steering column mechanism adjustable in depth with a retractable stopper|
    CN201580074293.0A| CN107207033B|2014-12-09|2015-12-01|Depth-adjustable steering column mechanism with retractable stop blocks|
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