Abstract:
A steering column assembly for operating a vehicle packages mechanical components and electrical devices normally found in or around the steering column of the vehicle into a single unit. An on-board processor accepts signals from the electrical devices, which may include motor actuators for steering column adjustments and/or pedal position adjustments. The on-board processor connects to a vehicle communications bus to communicate data received from the electrical devices to various systems throughout the vehicle. The on-board processor also receives data from the various systems. The steering column assembly also includes a display connected to the on-board processor. The display and on-board processor moves with the steering column as it is adjusted for telescope and/or tilt position. The operator receives information about the operation of the vehicle from the display. All components, including the on-board processor, are operatively connected to a column support, allowing the steering column assembly to be installed as a unit. Therefore, the steering column assembly installs quickly into the vehicle with a reduced chance of installation error.

Description:
CROSS-REFERENCES TO RELATED APPLICATIONS 
     This patent application is a continuation-in-part of U.S. patent application Ser. No. 10/767,683, filed Jan. 29, 2004 which claims priority to provisional patent application 60/444,294 filed Jan. 31, 2003. 
    
    
     FIELD OF THE INVENTION 
     The subject invention relates to a steering column assembly for operating a vehicle. 
     BACKGROUND OF THE INVENTION 
     Steering column assemblies for operating a vehicle are well known in the art. One such steering column assembly is disclosed in U.S. Pat. No. 6,591,927 (the &#39;927 patent) to Honekamp et al. 
     The steering column assembly of the &#39;927 patent includes numerous components typically found on or around a steering column of a vehicle. These components include a steering shaft, an accelerator pedal, a brake pedal, a clutch pedal, and a turn signal switch. The components are assembled together into a steering column assembly for quick installation into the vehicle. However, one the steering column assembly is installed, each of the components must be independently connected, either by mechanical or electrical techniques, to the several systems of the vehicle to which they are associated. 
     There remains a need for a steering column assembly of components for operating a vehicle that installs into the vehicle very quickly with little opportunity for installation error. 
     SUMMARY OF THE INVENTION AND ADVANTAGES 
     A steering column assembly comprises a steering column having a connection for receiving a steering wheel. A column support is coupled to the steering column for mounting the steering column to a support structure of a vehicle. At least one electrical device is operatively attached to the column support for an operator to control the vehicle. The at least one electrical device may include, but is not limited to, a steering wheel sensor, an accelerator pedal sensor, a brake pedal sensor, a turn signal switch, a windshield wiper switch, a cruise control switch, an ignition switch, a radio switch, a selector switch, and a vehicle illumination switch. An on-board processor is carried by the column support for receiving and consolidating signals from the electrical devices. The on-board processor also has an electrical outlet for connection to a vehicle communications bus for sending data to and from the vehicle communications bus. 
     All of the components, including the processor, are operatively connected to the support for installation in the vehicle as a unit. This allows for a very quick installation into the vehicle with little opportunity for installation error, as only one electrical connection must be made, as opposed to numerous electrical connections and mechanical linkages. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Other advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein: 
         FIG. 1  is a perspective view of a steering column assembly; 
         FIG. 2  is a side view of the steering column assembly; 
         FIG. 3  is a block electrical schematic diagram of the steering column assembly; 
         FIG. 4  is a perspective view of a cluster mechanism, a wireway, a display and an on-board processor; 
         FIG. 5  is an exploded perspective view of an integrated bracket for support of a steering column, the cluster mechanism, the wireway, the display, and the on-board processor; 
         FIG. 6  is a simplified side view of an alternative embodiment of the steering column assembly including a power telescoping adjustment feature; 
         FIG. 7  is a simplified side view of another alternative embodiment of the steering column assembly including a power tilting adjustment feature; 
         FIG. 8  is side view of yet another alternative embodiment of the steering column assembly including an electronic clamping feature for a rake adjustment mechanism; and 
         FIG. 9  is perspective view of the steering column assembly shown in  FIG. 8 . 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Referring to the Figures, where like numerals indicate like parts throughout the several views, a steering column assembly is shown generally at  10  in  FIG. 1 . 
     Referring to  FIG. 2 , the steering column assembly  10  includes a steering column  16  with a connection  17  for receiving a steering wheel. A column support  12  is coupled to the steering column  16  for mounting the steering column  16  to the vehicle. The steering column assembly  10  is attached in an operator space of the vehicle, preferably in front of a driver&#39;s seat. 
     At least one electrical device  14  is operatively attached to the column support. The electrical devices  14  are used by the operator to control the vehicle and are described in more detail below. 
     An on-board processor  22  is carried by the column support  12 . Referring now to  FIG. 3 , the on-board processor  22  receives and consolidates signals from the electrical devices  14 . The on-board processor  22  also has an electrical outlet  24  for connecting to a vehicle communications bus  26 . This connection allows the on-board processor  22  to send data to and from the vehicle communications bus  26 . The vehicle communication bus  26  runs to other electronic components of the vehicle, including, but not limited to, an engine controller, a climate control module, electric brakes, a steering apparatus, a relay center, a radio, and an entertainment center. 
     In a preferred embodiment, an accelerator pedal  18  and a brake pedal  20  are each pivotally supported on a pedal bracket  108  below the column  16 . Those skilled in the art will appreciate that the accelerator and brake pedals  18 ,  20  may be either of a fixed or an adjustable type. As is the typical practice, an operator depresses the accelerator pedal  18  to add fuel to an engine of the vehicle, thus causing the vehicle to move. Brakes of the vehicle are activated to slow or stop the vehicle when the operator depresses the brake pedal  20 . 
     In the preferred embodiment, the electrical devices  14  include a steering sensor  30 , an accelerator pedal sensor  32 , and a brake pedal sensor  34 . The steering sensor  30  senses rotational movement of the steering wheel and sends a signal corresponding to the rotational movement of the steering wheel to the on-board processor  22 . The on-board processor  22  converts the signal corresponding to the rotational movement into data which is sent via the vehicle communications bus  26  to the steering apparatus. The steering apparatus then affects mechanical movement of the wheels of the vehicle. 
     Likewise, the accelerator pedal sensor  32  and brake pedal sensor  34  sense the respective pivotal movements of the accelerator pedal  18  and the brake pedal  20  and send corresponding signals to the on-board processor  22 . The signal corresponding to the movement of the accelerator pedal  18  is sent via the vehicle communications bus  26  to the engine controller. The engine controller controls the flow of fuel to the engine. The signal corresponding to the movement of the brake pedal  20  is sent to the electric brakes via the vehicle communications bus  26 . 
     The electrical devices  14  may also include other forms of driver controlled features, such as actuators for column adjustment, actuators for pedal position adjustment, actuators for power windows, actuator motors used in steer by wire systems and brake by wire systems, seat position adjustment motors/actuators, lumbar support adjustment motors/actuators, power door motor/actuators such as sliding van doors, trunk latch actuators, power mirror adjustment motor/actuators, HVAC motors and controls, etc. In other words, any type of actuated device, whether the actuator is a traditional electric motor, a solenoid, a hydraulic actuator, a pneumatic actuator, an electromagnetic latch device, or any other such implementation can be controlled as an electrical device  14  through the on-board processor  22 . 
     The preferred embodiment also includes a display  36 . The display  36  is electrically connected to the on-board processor  22  for displaying data relating to operation of the vehicle. This data may be received by the on-board processor  22  from the vehicle communication bus  26  or may be generated by the on-board processor  22  from the electrical devices  14  which are electrically connected to the on-board processor  22 . This data includes, but is not limited to vehicle speed, engine RPM, engine oil pressure, battery voltage, climate control settings, radio settings, cruise control settings, check engine warning, navigational information, vehicle direction, and outside temperature. A selector switch  38  is electrically connected to the on-board processor  22  for changing the data presented on the display  36  and inputting data to the on-board processor  22 . 
     The steering column assembly  10  also includes an energy absorbing (EA) mechanism  42 . The EA mechanism  42  may be electrically connected to the on-board processor  22 . In the event the vehicle is involved in a collision, an energy absorption load of the EA mechanism  42  is operative to absorb the impact caused when the operator of the vehicle is propelled toward the steering column assembly  10 . The EA mechanism  42  may adjust the energy absorption load of the module  10  based on physical characteristics of the operator, such as height, weight, and seat position, which are received by the EA mechanism  42  from the on-board processor  22 . 
     The physical characteristics of the operator may be obtained by the on-board processor  22  using several different methods. In the preferred embodiment, a fingerprint sensor  44 , containing a memory  46 , is electrically connected to the on-board processor  22 . The fingerprint sensor  44  scans the fingerprint of the operator of the vehicle to determine an identification of the operator. The memory  46  keeps records of the physical characteristics of the operators of the vehicle. The operator manually enters these records of the physical characteristics via the selector switch  38  once and need not enter them from thereon. The fingerprint sensor  44  sends the record of the physical characteristics of the operator to the on-board processor  22  for adjustment of the energy absorption load of the EA mechanism  42 . In a first alternative embodiment, a key fob, typically used to unlock a door of the vehicle, contains the physical characteristics of the operator. When activated, the key fob would transmit the physical characteristics to the on-board processor  22 . In a second alternative embodiment, various sensors within the vehicle are used to actively determine the physical characteristics of the operator. 
     The steering column assembly  10  also includes a knee bolster  41  for protecting the knees of the operator in the event of an accident of the vehicle. The knee bolster  41  is supported by the column support  12  and will assist in absorbing the impact caused when the operator is propelled toward the steering column assembly  10 . Particularly, the knee bolster  41  will absorb the impact of the knees of the operator. 
     Another electrical device  14  preferably included in the steering column assembly  10  is an ignition switch  48 . The ignition switch  48  is electrically connected to the on-board processor  22  for starting the engine of the vehicle. It is further preferred that the fingerprint sensor  44  described above be an integral component of the ignition switch  48 . When the operator whishes to drive the vehicle, he or she places his finger on the fingerprint sensor  44  for scanning. The engine of the vehicle would then start and the physical characteristics of the operator are used to adjust the EA mechanism  42 . 
     A turn signal switch  50  is also one of the electrical devices  14  of the preferred embodiment. The turn signal switch  50  activates turn signals of the vehicle. When the turn signal switch  50  is activated a signal is sent to the on-board processor  22 . The processor  22  will then send data to the relay center via the vehicle communications bus  26 . The display  36  is instructed by the on-board processor  22  to show that the turn signal is activated. 
     It is further preferred that the electrical devices  14  a windshield wiper switch  52  and a cruise control switch  54 , each electrically connected to the processor  22 . The windshield wiper switch  52  is used to control a windshield wiper of the vehicle. The cruise control switch  54  controls a cruise control system of the vehicle. Other electrical devices  14  that may be electrically connected to the on-board processor  22  include, but are not limited to, a radio switch for controlling a radio system of the vehicle and a lighting switch for controlling exterior and interior lighting of the vehicle. 
     In the preferred embodiment, an integrated bracket  40 , as shown in  FIG. 4 , has a first portion  64  and a second portion  66 . The integrated bracket  40  is supported by the column support. The first portion  64  supports the steering column  16 . The second portion  66  supports the processor  22  and the display  36 . Since the integrated bracket  40  is supported by the support column  12 , vibration of the processor  22  and display  36  is significantly reduced. 
     Referring to  FIG. 5 , the preferred embodiment of the steering column assembly  10  also includes a cluster mechanism  58  supported by the first portion  64  of the integrated bracket  40 . The cluster mechanism  58  includes a clockspring coil  60  which provides an electrical connection between the on-board processor  22  and the steering wheel. The clockspring coil  60  is a wound bundle of wires that allows the steering wheel to turn freely while providing the electrical connection to steering wheel-mounted electrical devices  14  such as, but not limited to, a horn switch, an airbag deployment apparatus, the selector switch  38 , and the radio switch. The cluster mechanism  58  also preferably supports several electrical devices  14 , such as, but not limited to, the turn signal switch  50 , the windshield wiper switch  52 , and the cruise control switch  54 . A wireway  62  electrically connects the cluster mechanism  58  to the on-board processor  22 . The wireway  62  may simply support electrical conducts or, alternatively, the conductors may be embedded within the wireway  62 . 
     The on-board processor  22  includes all components necessary to interface with the various electrical and electronic devices described herein. Such components include, but are not limited to, a microprocessor, a microcontroller, an analog-to-digital converter (ADC), a digital-to-analog converter (DAC), an application specific integrated circuit (ASIC), and a communication subprocessor. 
     As shown in  FIG. 2 , the column support  12  may be of the type for adjustably supporting the steering column  16  so that an operator can adjust its angular and/or telescopic position for maximum comfort. In such a situation, the column support  12  may be composed of at least two components, one being a fixed mounting bracket  70 , which is attached securely to the vehicle support structure (such as a firewall or dashboard framework), and a carriage housing support  72 , which is movably carried on the mounting bracket  70 . In the example of  FIG. 2 , the mounting bracket  70  includes a plurality of parallel guide tubes  74  along which the carriage housing support  72  slides. However, other mechanical configurations are possible, including the more traditional telescoping column jacket style system. The steering column  16  of  FIG. 6  is joined to the carriage housing support  72  in such a manner that an operator can adjust its position in the fore-aft (i.e., reach) direction relative to the mounting bracket  70 . In addition, because the integrated bracket  40  is affixed to the carriage housing support  72 , the on-board processor  22  and display  36  also move in the telescoping direction with the steering column  16  when it is adjusted. 
     As indicated above, the electronic devices  14  may include any type of actuator for the various driver-controlled features in the vehicle.  FIG. 6  illustrates one such example where a telescope actuator is employed to control the telescoping motion of the steering column  16 . The telescope actuator is controlled through the on-board processor  22  (see  FIG. 3 ), and includes a motor  76  affixed to the mounting bracket  70 . A drive shaft  75  is rotatably coupled to the motor  76  and drives a power screw  80 . A nut  82  is affixed to the carriage housing support  72  and threadably receives the power screw  80  so that the carriage housing support  72  is pushed or pulled along the guide tubes  74  whenever the reversible motor  76  is actuated. A suitable operator control device can be conveniently located anywhere within the vehicle enclosure, and preferably integrated into a switch mounting on the steering wheel or on the column tree. Alternatively, the telescope actuator can be of any other type known in the art, including hydraulic, pneumatic, electromagnetic, or the like. A column raking bracket  84  is carried on the carriage housing support  72  and may be either of the fixed or rake adjustable type as described below. The column  16  in this example includes a manual rake adjust mechanism, generally indicated at  86 , by which the driver can temporarily unlock the column  16 , adjust its rake angle, and relock for normal driving operations. 
       FIG. 7  illustrates yet another alternative embodiment of the subject steering assembly in which a tilt actuator is incorporated for the purpose of providing motor driven tilt adjustments to the steering column  16 . (The term “tilt” is used in its broadest sense to include all tilting, angular, and raking adjustments of the steering column  16 .) More specifically, a tilting bracket  88  is provided as a feature of the column support  12 . If deployed in a steering assembly which provides telescopic adjustment, the tilting bracket  88  is movably carried on the carriage housing support  72 . In non-telescoping applications, the tilting bracket  88  may be supported directly on the mounting bracket  70  or on the column jacket. The tilting bracket  88  allows for angular adjustment of the steering column  16  to accommodate driver comfort and preferences. 
     The tilt actuator shown in  FIG. 7  includes a motor  90  affixed to the mounting bracket  70 . A flexible drive shaft  92  is rotatably coupled to the motor  90  and drives a power screw  94 . The free end of the power screw  94  is pivotally joined to the tilting bracket  88  via a front pin, whilst the working length of power screw  94  passes through a nut  96 . As the power screw  94  is rotated in reversing directions by the motor  90 , the power screw  94  pushes and pulls the tilting bracket  88  via the front pin to adjust its angular position, and thus the angular position of the steering wheel. In a true tilt configuration, it may not be desirable to tilt the display  36  with the column  16 . However, in a rake adjust configuration, the display  36  may move angularly with the column  16 . 
     The motor  90  is controlled by the driver via a switch located in a convenient location. The switch would be part of the electronic devices  14  routed through the on-board processor  22 . Those skilled in the art will appreciate that other screw and nut arrangements can be substituted with equal effect, as well as alternative actuator mechanisms. For example, the screw drive mechanisms can be replaced with hydraulic actuators, pneumatic actuators, motor driven linkages, electromagnetic linear actuators, and the like. Furthermore, the specific orientation and attachment points of these actuators can be relocated to maximize mechanical efficiencies, adapt to tilt versus rake adjust configurations, and for packaging considerations. 
     Referring now to  FIGS. 8 and 9 , yet another alternative embodiment of the subject steering assembly  10  is shown. Here, the steering column  16  is adjustable in both the telescoping and tilt directions with manual input provided from the driver. In these examples, a tilt and telescope clamp actuator, generally indicated at  98 , is carried on the carriage housing support  72 . This clamp actuator  98  includes a motor  100  and a clamping mechanism  102 . The clamping mechanism  102  operates to compress either side of the tilting bracket  88  against a yoke feature  104  extending from the carriage housing support  72 . Such clamping arrangements can take a variety of forms. For example, the design shown in applicant&#39;s co-pending application serial no. [DP-313249; to be determined] filed on the same day as the subject application, the entire disclosure of which is hereby incorporated by reference, can be used. A switch or control selectively actuated by the driver operates through the on-board processor  22  and actuates the motor  100  to release the clamping mechanism  102  to permit manual tilt (or rake) and telescoping adjustment of the steering column  16  by the operator. Once the operator has found a desired position of the steering wheel, the motor  100  is de-energized, again acting through the on-board processor  22 , to return the clamping mechanism  102  to a hold-fast condition. As in previous embodiments, it is here shown that the column raking bracket  84  is carried together with the steering column  16  so that the position of the display  36  is moved angularly and telescopically at the same time as the steering column adjustment. Thus, the driver can position the steering wheel for maximum comfort and/or position the display  36  for best viewing. 
     Another example of an actuator controlled through the on-board processor  22  includes a pedal actuator which is illustrated in  FIG. 2 . Here, the brake  20  and accelerator  18  pedals are mounted on a pedal bracket  108 . The pedal bracket  108  is movably affixed to the mounting bracket  70 . A motor  112  acts between the pedal bracket  108  and the mounting bracket  70  via any of the described mechanisms to adjust the position of pedal bracket  108 , and thus the position of the accelerator  18  and brake  20  pedals, for best driver comfort. The motor  112  may act through a screw mechanism such as described in connection with the telescope and tilt actuators of  FIGS. 6 and 7 , or may be of other suitable actuator type. The motor  112  is selectively controlled by the driver through a switch conveniently located and routed through the on-board processor  22 . The switch may be located on the dashboard, door, console, or upon the steering column signal tree or upon the steering wheel itself. 
     The term “electrically connected” used throughout this application preferably defines a standard connection of conductive material to allow a flow of electrons. Alternatively, “electrically connected” can also refer to communication between devices via pulses of light over a fiber-optic cable or signals transmitted through the air, such as radio waves, infrared waves, or ultraviolet waves. 
     While the invention has been described with reference to an exemplary embodiment, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments falling within the scope of the appended claims.