Steering Column Question.....

[Schrodinger]

Yup it is sva compliant as the Sierra column is colapsable as well as the dog leg in the shaft which means the column does not get shoved into your chest in the event of an accident.

[PeteC]

I know this is an old thread but I got questions..
Does IVA require a colapsable element or is the dog leg/change in angle enough?
I did have an escort column connected to a 12" maestro intermediate shaft then to the rack,
but I have changed to a mondeo column and steering wheel (because I had one laying around from the engine donor and I thought the switches would be easier to get plugs for!!). The column is still adjustable for length, though I have modified it so the rake can not be altered and it does NOT have any colapsable element, will this be ok for IVA???
Pete..

[Schrodinger]

I'm not sure as I havn't read the manual.
Try looking here
http://www.businesslink.gov.uk/Transpor ... sion_4.pdf

[MattD]

You'll need to change your setup....
I used a solid Escort upper column, but retained the original collapsilble escort steering wheel for the SVA test.

From the IVA Manual....

Method of Inspection
Required StandardThis inspection is to assess the behaviour of the steering mechanism in the event of a frontal impact.
Vehicles that comply with Section 53 (Frontal Impact) of this manual are exempt from this inspection providing there is no evidence to suggest the original vehicle has been modified i.e. it is still equipped with the original steering wheel etc
Vehicles that are derived from an N1 category vehicle with maximum mass greater than 1500kg are exempt from this inspection if based on a mass produced vehicle.
Examine the steering control for sharp points or edges.
Check for parts of the steering control likely to catch in clothing.
Examine the steering wheel and column assembly for evidence of energy absorbing properties. The steering control, the steering column, the steering shaft, the steering gear housing and all other components designed to contribute to the absorption of energy in the event of impact against the steering control may be considered.
In order to assess the system for RS 3 and RS 4, the inspector will need access to all steering components, mountings and vehicle structure forward of any steering components. This may involve the removal of body and trim panels.
1.
Any part of the steering control directed towards the driver which is contactable with a sphere of 165mm diameter must have a radius of curvature of at least 2.5mm. This does not apply if the vehicle is a mass-produced vehicle and has an airbag fitted to the steering control which was fitted at the time of manufacture. However in this case all parts of the steering control must be blunted.
2.
The steering control must be designed, constructed and fitted in such a way that it is not possible to catch the driver’s clothing or jewellery during normal driving movements.
3.
The steering control and column assembly must provide adequate protection to the driver by absorbing energy from a driver-steering wheel impact. This is the case if the steering control has an approval (evidence may be markings or documents), or is similar to an approved steering control. The vehicle should be assessed using the material in Annex 1.
4.
The vehicle and steering column assembly must be designed such that in the event of a frontal impact at 48km/h (30mph) the rearward horizontal displacement and vertical displacement of the top of the steering column and its shaft do not exceed 127mm. The vehicle should be assessed using the material in Annex 1.
5.
Airbags are not permitted on vehicles which are not mass-produced

Annex 1
An offset between the steering column and the input shaft of the steering rack or boxIn cases where an intermediate shaft is used, it will be connected to the steering column at one end and the steering rack or box at the other, by means of universal joints and/or flexible couplings. The greater the angle through which the joints run, the more effective they will be in preventing movement being transmitted up the steering column. While it is unlikely that joints of this type will work at angles above 30 degrees, they are unlikely to be effective if the angle between the steering column and the intermediate shaft (when viewed from the side or the top of the vehicle) is less than 10 degrees.
A telescopic intermediate shaftThis is a common arrangement and may take the form for example of a sliding splined shaft, a sliding clamp arrangement on a non circular shaft (e.g. triangular), or a device that permits disengagement of the upper column from the lower column.

A collapsible element in the upper column
This may take many forms. Expanded metal tubes or convoluted tubes (in association with sheer pins in the column shaft) or sliding splines are three of the most common. These are designed primarily to allow the steering wheel and column to move away from the driver while absorbing some of his or her deceleration if the driver were to hit the steering wheel.
Note: Driver impact against the wheel is still possible even when wearing a seat belt, particularly a fixed type rather than an inertia reel type.
A steering wheel incorporating an airbag
In cases where the vehicle was designed and fitted with an air bag as manufacturer’s original equipment, there should be no reason to doubt its effectiveness providing the vehicle has not subsequently been modified.
Steering wheel construction
It is vital that the wheel is constructed so as to minimise the risk of facial injuries or concussion. The rim of the wheel should be padded or at least made from a material which when deformed does not splinter or fragment. The centre boss should be padded or recessed below the level of the rim. Wheels with a very deep dish are stiffer than flatter wheels and, as such will absorb less energy.
The centre boss will often be of a collapsible type comprising a convoluted crushable section or a series of metal fingers with a deliberate fold introduced to initiate a collapse.
Bolts used to secure the wheel to its boss (if exposed) should ideally be flush with the wheel surface but otherwise are required to meet the radius requirements if contactable.
Bare metal spokes are allowed as long as they conform to the edge radius requirements. Components likely to catch in the driver’s clothing or jewellery are not permitted.
Note: It is possible to fit an 'aftermarket' steering wheel which has been approved for use on any design of column. These will be referred to as “Separate Technical Units”. If the presenter can provide satisfactory documentary evidence that this is the case, a “Separate Technical Unit” may be acceptable.

[PeteC]

"An offset between the steering column and the input shaft of the steering rack or box
In cases where an intermediate shaft is used, it will be connected to the steering column at one end and the steering rack or box at the other, by means of universal joints and/or flexible couplings. The greater the angle through which the joints run, the more effective they will be in preventing movement being transmitted up the steering column. While it is unlikely that joints of this type will work at angles above 30 degrees, they are unlikely to be effective if the angle between the steering column and the intermediate shaft (when viewed from the side or the top of the vehicle) is less than 10 degrees."

This describes what I have got!!
I have kept the mondeo steering wheel as well (for now at least!!) does this provide any deformable structure?
Pete..

[PeteC]

Right, time for a little feedback. I've just spoken to Mark Vickers (mark.vickers@vosa.gov.uk) from the tech dept of VOSA and he has confirmed that the intermediate section with two universal joints will meet the requirements for the column. I explained that the column was a mondeo item from the donor and he said the mondeo steering wheel would also meet the absorbsion requirements (with the air bag removed!!).
Phew, doesn't look like I have to do it all again..