Joint head, cardan, steering shaft and steering system for motor vehicles

Abstract

The invention relates to an articulating head (4) comprising an articulating fork with two arms (43) which are opposite one another with respect to an axis (L), which arms project axially from a connecting section (41), which connecting section has an axial through-hole (42), and which connecting section has two clamping grooves (5, 6) which are spaced apart in the peripheral direction and a tensioning mechanism (8), wherein the clamping grooves (5, 6) each extend in a groove direction and have an open groove width transverse to the groove direction, and the tensioning mechanism (8) is configured to exert a tensioning force during tensioning which is directed such that the groove width is reduced. In order to achieve an improved, more torsion-resistant connection of the articulating head (4), it is proposed according to the invention that the clamping grooves (5, 6) extend from a groove opening (51, 61) to a groove bottom (52, 62), and that a bridge (7) is arranged in a meandering manner between the clamping grooves (5, 6).

Description

Technical Field

[0001] This invention relates to a joint head comprising a joint fork having two arms opposed to each other about their axes, these arms projecting axially from a connecting section having an axially through-hole and two circumferentially spaced clamping slots and a tensioning mechanism, wherein the clamping slots extend in a slot direction and have an open slot width transverse to the slot direction, and the tensioning mechanism is designed to apply a tensioning force on the slots in a direction that reduces the slot width when tensioned. Universal joints, steering shafts, and steering systems for motor vehicles, respectively incorporating such joint heads, are also the subject of this invention. Background Technology

[0002] In a motor vehicle steering system, the steering shaft is used to transmit the steering torque introduced into the steering wheel to the steering transmission via the steering main shaft and the steering shaft, usually via the intermediate shaft. To compensate for angular deviations, at least one, usually two, universal joints are connected in the path of the steering shaft, typically between the steering shaft and the intermediate shaft, and between the intermediate shaft and the steering transmission.

[0003] In its basic structure, each universal joint has two articulated forks, each mounted on an end of a shaft. Each articulated fork has two opposing arms extending axially in the axial direction and transverse to the shaft's axis. The articulated cross has two pairs of opposing radially projecting articulated pins, simply called pins, arranged on right-angled intersecting pin axes. Each pair of pins is rotatably supported in a pin bearing within an arm of one of the articulated forks, the pin axis extending transverse to the shaft's axis through the arm. The pin bearing can be constructed as a radial rolling bearing, but is typically constructed as a needle roller bearing.

[0004] The joint head has a connecting section, also synonymously referred to as the fork base, on which the arm is preferably integrally formed on a molded part, such as a steel profile. The connecting section has an axial through-hole in which a fixing section at the end of the steering shaft is received and fixed.

[0005] For tensioning on the steering shaft, the connecting section is constructed as a slot in the region of the through-hole, as is known in the prior art, for example, by DE 2244412 B. Here, two clamping slots extending along the slot direction are spaced apart circumferentially in the periphery of the through-hole. A tensioning force can be applied by intervening in the opposing slot edges, spaced apart by the slot width, in a circumferential direction transverse to the slot direction, such as a tensioning pin or tensioning bolt, by which the slot edges are loaded toward each other. Since the tensioning force is directed in the direction that reduces the slot width, the inner cross-section of the through-hole narrows and is force-fitted onto the steering shaft. The force fit acts at least axially, wherein a torque fit connection can be created by the corresponding non-circular cross-sections of the steering shaft and the through-hole.

[0006] In the aforementioned DE 2244412 B, the two clamping slots extend along the entire length of the through hole in their axial slot direction. Due to torque and lateral loads occurring during operation, axial shear forces may act in the region of the clamping slots, applying shear loads to the opposing slot edges in the slot direction. This results in relatively high shear or bending loads on the tensioning mechanism, which must be designed with correspondingly large dimensions to minimize twisting of the connecting sections and deformation of the articulated forks.

[0007] In view of the above problems, the object of the present invention is to provide an improved, more torsion-resistant connection for the joint head. Summary of the Invention

[0008] According to the present invention, this objective is achieved by the articulated fork, universal joint, steering shaft, and steering system of the present invention.

[0009] A joint head includes a joint fork having two arms opposite each other about an axis, the arms projecting axially from a connecting section having an axially through-hole, and having two circumferentially spaced clamping slots and a tensioning mechanism, wherein each clamping slot extends along a slot direction and has an open slot width transverse to the slot direction, and the tensioning mechanism is configured to apply a tensioning force in a direction that reduces the slot width to the slot during tensioning. According to the invention, the clamping slots extend from the slot opening to the slot bottom and are arranged with bridges in a zigzag pattern between the clamping slots.

[0010] According to the present invention, the two clamping slots are constructed as closed slots having a defined slot length measured from the slot opening to the slot bottom. In other words, the closed slots are constructed in a dead-end configuration. The slot length is determined such that a circumferentially closed region is maintained between the slot bottom and the outer boundary of the connecting section opposite to the slot opening, the circumferential region being referred to below as the bottom region or bottom section. Therefore, unlike the prior art, there is no clamping slot penetrating the length of the through hole, which weakens the axial shear stiffness. This results in higher shear strength and torsional stiffness.

[0011] The length of each clamping groove is less than the length of the through hole. According to the invention, the two clamping grooves are introduced into the periphery of the wall forming the through hole in the connecting section with opposite groove orientations, and preferably arranged antiparallel. In the circumferential direction, the two clamping grooves overlap. This achieves sufficient compressive flexibility for tensioning along the entire length of the through hole in the circumferential direction, i.e., a smaller compressive stiffness in the direction of the tensioning force that can be applied by the tensioning mechanism.

[0012] Preferably, the sum of the lengths of the clamping grooves is greater than a single length of the through hole; particularly preferably, the sum of the lengths of the clamping grooves is between 1.2 and 1.8 times the length of the through hole.

[0013] The bridge according to the invention (also referred to synonymously as a connecting piece) forms a peripherally closed connection that defines the peripheral region of the clamping groove. Thus, shear forces existing between the edges of the clamping groove during operation can be absorbed by the bridge and axially supported, thereby advantageously improving shear stiffness compared to the through-groove clamping grooves of the prior art.

[0014] The bridge can be constructed as a relatively narrow connecting piece having a piece width, i.e., a bridge width, measured in the circumferential direction, which preferably corresponds approximately to the width of the clamping slot. Between the clamping slots, the bridge is arranged in a zigzag pattern. This means that one end of the bridge connects circumferentially to the bottom section of one clamping slot, and the other end of the bridge connects circumferentially to the bottom section of another clamping slot, and the bridge extends at least partially laterally in the circumferential direction between the two ends. Accordingly, the bridge extends substantially parallel to the slot direction between the clamping slots. Thus, the bridge defines a clamping slot on one side, i.e., has a slot edge, and defines another clamping slot on the other side, having a slot edge of that other clamping slot.

[0015] The zigzag arrangement, as defined, can also be synonymously referred to as a Z-shaped or bi-stepped arrangement. Importantly, the bridge's connecting sections are circumferentially opposed and laterally offset in the circumferential direction, at least segmentally along the groove direction between the clamping slots, and in the region of the bottom section of two clamping slots arranged adjacent to the bridge. In other words, the bridge bends in the opposite circumferential direction relative to its extension in the groove direction, thereby achieving the zigzag or Z-shaped arrangement.

[0016] The bridge reliably withstands and supports the axial shear stress existing between the bottom regions of the clamping slots. Here, relatively narrow cross-sections, the elongated shape of the bridge, and its transverse extension in the circumferential direction result in relatively low bending stiffness. In this way, it is ensured that the axially pressure-resistant connection provided by the bridge between the clamping slots is relatively pressure-soft in the circumferential direction and correspondingly resists the tensioning force applied during tensioning only to a negligible degree.

[0017] An advantageous embodiment may specify that the two clamping slots are axially oriented oppositely. This can be achieved by introducing the two clamping slots into the connecting section from two axial end faces, wherein the opening of one clamping slot is constructed in one axial end face of the connecting section, and the opening of the other clamping slot is correspondingly constructed in the axially opposite end face. The clamping slots extend axially, i.e., the slot direction or at least one component of the slot direction extends substantially parallel to the axis. The bridge extends axially between the clamping slots, having at least one axial component, i.e., transverse to the circumferential direction, and here extends from the bottom of one clamping slot toward the bottom of the other clamping slot. The clamping slots extend along the entire length of the through hole when viewed together, wherein they overlap in the intermediate region when viewed circumferentially. Thus, the connecting piece forming the bridge can be relatively long, and this arrangement can advantageously be designed to be pressure-soft in the circumferential direction. If "pressure-soft" is referred to within the scope of the description of the invention, it means reduced stiffness rather than the hardness of the material. The bridge can effectively support shear stress through its axial extensions, thereby achieving advantageous high shear stiffness. Introducing these grooves into the opposite axial end faces of the connecting sections can be advantageously achieved with low cost.

[0018] Advantageously, the two clamping slots are oriented radially, that is, orthogonally to each other in the axial direction. In this arrangement, one clamping slot extends radially outward from the through-hole, and is therefore also called the inner clamping slot, with its opening located in the inner wall of the through-hole. The other outer clamping slot is introduced into the connecting section radially inward relative to the first clamping slot, toward the axis. The slot length of each of the two clamping slots is less than the local radial wall thickness of the through-hole, and the dimensions are determined such that the two clamping slots overlap in the circumferential direction. A bridge extends radially transversely to the circumferential direction between the clamping slots from the bottom of one clamping slot to the bottom of the other. In this embodiment, the width of the bridge extends axially, and the connection in the region of the bottom section of the two clamping slots arranged adjacent to the bridge can be achieved over the entire length of the through-hole, thereby achieving advantageous high shear stiffness. A relatively thin design of the bridge in the circumferential direction allows for the pre-set low compressive stiffness.

[0019] In an advantageous improvement, the corresponding bottom section of the clamping groove can be specified as arched or circular, preferably having a radius. This provides the advantage of reducing stress concentration effects at the cut. Furthermore, this simplifies manufacturing because the clamping groove, introduced, for example, by means of a cutting tool, has a circular bottom section without manual intervention. This circular bottom section is formed by the diameter of the cutting tool, such as a milling cutter or cutting disc.

[0020] It is also conceivable and feasible for the two clamping slots to be oriented at an angle to each other, with their slot directions tilted relative to a purely radial or axial arrangement. Accordingly, the bridge can extend at an angle relative to both the radial and axial directions.

[0021] Preferably, these clamping grooves extend in parallel. However, an opposite arrangement, not parallel, is also conceivable and possible, for example, to optimize specific deformation characteristics.

[0022] Preferably, the tensioning mechanism extends circumferentially through two clamping slots and a bridge. The tensioning mechanism compresses the clamping slots towards the bridge positioned between them. Looking from the bridge, the outer edge of the slot in the circumferential direction is tensioned towards the inner edge of the slot constructed on the bridge. Since the two clamping slots are arranged side-by-side with respect to the tensioning direction in which the tensioning force is applied, the same tensioning force acts on each clamping slot in the direction that reduces the slot width, thus ensuring uniform tension in both slots. This results in an advantageously compact, reliable, and easy-to-install arrangement.

[0023] It can be specified that the tensioning mechanism has a bolt, tensioning bolt, or the like. The bolt can be screwed into the connecting section through a hole circumferentially passing through two clamping slots and a bridge, preferably into a thread cut therein. As is known per se, the tension force is simply generated by screwing it in with a predetermined tightening torque. This can produce advantageous, compact, and reliable tensioning.

[0024] Alternatively, it can be specified that the bolt is screwed into the nut and therefore does not require a threaded entry. The bolt can also be designed to be self-tapping and cut itself into the material of the connection section when tensioned. This can reduce manufacturing costs.

[0025] It is possible that the connecting section has an increased wall thickness in the region of the clamping groove. The wall thickness, measured in the radial direction, can be increased in the region of the clamping groove and the bridge to form a tensioning block comprising the clamping groove and the bridge. The increased wall thickness can advantageously improve shear stiffness and increase the structural freedom in designing the clamping groove and the bridge.

[0026] It can be specified that the through-hole has a non-circular opening cross-section. This non-circular opening cross-section can be, for example, flattened, polygonal, or have a toothed or other shaped-fit profile, and corresponds to the cross-section of the steering shaft. This allows for reliable and load-bearing form-fit torque transmission.

[0027] The articulated fork, including the connecting section and the arm, is preferably designed as a one-piece molded part, and more preferably as an umformteil made of metallic materials, particularly steel, aluminum alloys, or titanium. This ensures high load capacity and economical manufacturing. During non-cutting modification, clamping slots and bridges can be introduced to achieve an optimized structure. Additionally or alternatively, machining can be performed to give the clamping slots their final dimensions, or to introduce them into the connecting section.

[0028] Alternatively, the joint fork can be designed as a pre-molded part, preferably a casting. This offers the advantage of economical manufacturing.

[0029] Furthermore, the present invention includes a universal joint comprising two joint heads and a joint cross member. Each joint head has two arms opposed about an axis, these arms projecting axially from a connecting section. The joint cross member has two pairs of pins arranged at right angles to each other, these pins being rotatably supported in these arms. According to the invention, at least one of the joint heads is designed according to at least one or a combination of the above embodiments. Here, it is advantageous for a reliable and load-bearing connection that the connecting section of the two joint heads is constructed according to the invention. This results in the advantage of achieving less universal joint torsion than in the prior art and achieving advantageously higher joint stiffness, thereby enabling better torque transmission and also achieving a material-saving, lighter structural design.

[0030] The present invention includes a steering shaft for a motor vehicle steering system, comprising a shaft section anti-rotationally fixed in a through-hole in a connecting section of at least one joint head, wherein, according to the invention, at least one, preferably two, joint heads are constructed according to at least one or a combination of the above embodiments. The connecting section according to the invention achieves optimized tension, which allows for advantageously reduced torsion even under high loads during operation.

[0031] The aforementioned advantages of the present invention can preferably be realized in a steering system for a motor vehicle having at least one steering shaft designed according to the present invention and / or a universal joint according to the present invention according to the aforementioned embodiments. Attached Figure Description

[0032] Advantageous embodiments of the present invention will now be explained in detail with reference to the accompanying drawings. Details are shown below:

[0033] Figure 1 The vehicle steering system is shown in a schematic perspective view.

[0034] Figure 2 A schematic 3D diagram is shown based on Figure 1The steering shaft of the steering system

[0035] Figure 3 It shows that according to Figure 2 The cross-section of the steering shaft in the joint head region.

[0036] Figure 4 It shows that according to Figure 3 A schematic exploded partial view of a steering shaft having a joint head according to a first embodiment.

[0037] Figure 5 The articulated head according to a first embodiment of the invention is shown in a side view.

[0038] Figure 6 It shows crossing according to Figure 5 Longitudinal section of the articular head.

[0039] Figure 7 Using a schematic perspective view (similar to) Figure 4 The diagram shows a joint head according to the invention in a second embodiment.

[0040] Figure 8 It shows that according to Figure 7 Axial view of the joint head. Detailed Implementation

[0041] In different accompanying drawings, the same parts are always given the same reference numerals, and therefore are usually named or mentioned only once each.

[0042] exist Figure 1 The diagram schematically illustrates a motor vehicle steering system 100 configured as an electromechanical power steering device, wherein a manual steering torque (steering force) can be introduced as a steering command into the steering shaft 1 via a steering wheel 102. The steering torque is transmitted via an intermediate shaft 2 to a steering pinion 104, which meshes with a rack 106, which then transmits a preset steering angle to the steerable wheels 110 of the motor vehicle via the sliding of a steering tie rod 108.

[0043] The electric power assist device can be configured as a power assist device 112 coupled to the steering shaft 1 on the input side, a power assist device 114 coupled to the steering pinion 104, and / or a power assist device 116 coupled to the rack 106. The corresponding power assist devices 112, 114, or 116 couple auxiliary torque to the steering shaft 1 and / or the steering pinion 104, and / or couple auxiliary force to the rack 106, thereby assisting the driver in steering. Figure 1 The three different auxiliary force devices 112, 114 and 116 shown illustrate their possible locations.

[0044] Typically, only one of the positions shown is occupied by the force assist device 112, 114, or 116. The assist torque or assist force (which should be applied by means of the corresponding force assist device 112, 114, or 116 to assist the driver) is determined taking into account the steering torque introduced by the driver, as determined by the torque sensor 118. Alternatively, or in conjunction with the introduction of assist torque, the force assist device 112, 114, or 116 may introduce an additional steering angle into the steering system, which is added to the steering angle applied by the driver via the steering wheel 102.

[0045] The steering shaft 1 has an input shaft 10 on the input side that is connected to the steering wheel 102, and an output shaft 12 on the output side that is connected to the rack 106 via a steering pinion 104. The input shaft 10 and the output shaft 12 are connected via... Figure 1 The torsion bars, not shown, are elastically coupled to each other. Therefore, when the output shaft 12 does not rotate precisely in sync with the input shaft 10, the torque input by the driver via the steering wheel 102 to the input shaft 10 always results in a relative rotation of the input shaft 10 relative to the output shaft 12. This relative rotation between the input shaft 10 and the output shaft 12 can be measured by a rotation angle sensor, and the corresponding input torque relative to the output shaft 12 can be determined accordingly based on the known torsional stiffness of the torsion bars. In this way, a torque sensor 118 is formed by determining the relative rotation between the input shaft 10 and the output shaft 12. Such a torque sensor 118 is known in principle and can be implemented, for example, as an electromagnetic sensor assembly, or through additional measurement of the relative rotation.

[0046] Accordingly, only when the output shaft 12 is twisted relative to the input shaft 10 against the rotational resistance of the torsion bar, does the steering torque applied by the driver via the steering wheel 102 to the steering shaft 1 or the input shaft 10 cause the auxiliary torque introduced by one of the auxiliary force assist devices 112, 114, 116.

[0047] The torque sensor 118 can also be alternatively arranged at position 118', where the interruption of the steering shaft 1 exists in the input shaft 10 and the output shaft 12, and the rotational elastic coupling via the torsion bar exists accordingly at another position, so that the relative rotation can be determined by the relative torsion of the output shaft 12 coupled to the input shaft 10 via the torsion bar, and thus the input torque and / or the auxiliary torque to be introduced can be determined accordingly.

[0048] according to Figure 1 The steering shaft 1 includes an intermediate shaft 2, which is hingedly connected to the output shaft 112 and the steering pinion 104 via a universal joint 3 (also referred to as joint 3) designed according to the present invention, so that the orientation of the steering shaft 1 in the motor vehicle can be adapted to the spatial conditions.

[0049] Figure 2 The intermediate shaft 2 is shown separately. It is constructed as a length-adjustable steering shaft and extends along axis L, i.e., the longitudinal axis.

[0050] The intermediate shaft 2 has an inner shaft 21 and an outer shaft 22. The outer shaft 22 is designed as a tube and has an internal toothed portion 23. The inner shaft 21 has a corresponding external toothed portion 24, which is telescopically recessed into the internal toothed portion 23 to form a form-fitting rotary connection and thereby allows its length to be adjusted along the direction of the axis L, as shown by the double arrows.

[0051] The inner shaft 21 and the outer shaft 22 have fixed sections 25 in their longitudinally opposite end regions, at which one of the universal joints 3 is fixed.

[0052] The universal joint 3 includes two articulated heads 4, which are hinged to each other in a manner known per se via articulated cross 31 around two intersecting joint axes.

[0053] The articulated joint head 4 according to the invention is respectively installed on the fixed section 25, and the first embodiment of the articulated joint head is in... Figures 3 to 6 As shown in the figure, and the second embodiment is in Figure 7 and Figure 8 As shown in the figure, the same reference numerals are used for parts that have the same function.

[0054] The joint head 4 has a connecting section 41, also referred to as the fork base, and has an axially penetrating through hole 42. Two arms 43 extend axially from the connecting section 41 and are positioned opposite each other about the axis L. Each arm has a support hole 431 transverse to the axis L for supporting a pair of pins for supporting the joint cross 31.

[0055] exist Figure 3 As can be seen in the cross-section, the through hole 42 and the fixed section 25 have corresponding non-circular, i.e. triangular cross-sections, thus forming a connection with a rotational shape fit about the axis L.

[0056] In the first embodiment, starting from the two end faces of the connecting section 41, two clamping grooves 5 and 6 are introduced into the wall of the through hole 42. The groove directions of these clamping grooves are parallel to the axis L, extending from the groove openings 51 and 61 on the end faces to the groove bottoms 52 and 62. Therefore, in this first embodiment, the groove directions are axially opposite to each other. Or in other words, the two clamping grooves 5 and 6 are arranged antiparallel.

[0057] The lengths of these closed clamping grooves 5 and 6, measured from the groove openings 51 and 61 to the groove bottoms 52 and 62, are less than the axial length of the through hole 42, wherein the lengths of the clamping grooves 5 and 6 overlap in the circumferential direction U transverse to the longitudinal axis L. The closed bottom sections 53 and 63 are located axially between the groove bottoms 52 and 62 and the end face.

[0058] A bridge 7 is formed parallel to the clamping grooves 5 and 8. This bridge extends axially and bends circumferentially at one end, fixing it to a bottom section 53 at the bottom 52 of one of the grooves 5. At the other end, it bends in the opposite circumferential direction and is fixedly connected to a bottom section 63 at the bottom 62 of the other groove 6. In the region between the ends, the bridge extends straight in the longitudinal direction, i.e., transverse to the circumferential direction U. Through this double-bending shape, the bridge is constructed and arranged in a zigzag shape as defined. The bridge can also be synonymously referred to as a Z-shaped section, as in... Figure 5 and Figure 6 As seen in the side view, which is transverse to axis L.

[0059] Bridge 7 has adjacent inner groove edges of clamping grooves 5 and 6 in the circumferential direction. Correspondingly, the outer groove edges are outwardly separated when viewed from bridge 7.

[0060] The tensioning mechanism of bolt type 8 penetrates the connecting section 41 in the region of clamping slots 5 and 6 in the circumferential direction U, as in Figure 3 and Figure 6 As can be seen in the image. By screwing in the internal thread 81, the outer groove edges of the clamping grooves 5 and 6 are tensioned in the direction that reduces the groove width by the bolt 8, thereby achieving tensioning of the through hole 42 on the fixed section 25.

[0061] By bridging the clamping slots 5 and 6 in a zigzag manner with a relatively large axial length compared to the slot width, a circumferentially pressure-soft (druckweich) assembly is formed, which resists the tensioning force applied during tensioning with only a small restoring force. By being securely fixed at the bottom sections 53 and 63, the bridge 7 axially supports the clamping slots 5 and 6 relative to each other. Thus, the bridge 7 can absorb and support axial shear stress, thereby effectively improving the shear stiffness of the articulated head 4 compared to the axially penetrating clamping slots of the prior art, and correspondingly reducing potentially harmful torsion.

[0062] The width of bridge 7 (bridge width) roughly corresponds to the slot widths of clamping slots 5 and 6, which are each measured in the circumferential direction.

[0063] According to the invention, the articular head 4 is in Figure 7 and Figure 8The second embodiment shown is essentially the same in its working principle. One difference is that the two clamping grooves 5 and 6 are introduced radially, not axially. The first clamping groove 5 extends radially outward from the slot opening 51 provided in the through hole 42, and the second clamping groove 6 extends radially inward from the outermost direction, parallel to it. Figure 8 In the middle, one can also see the bridge 7, which is set in a tortuous shape between the clamping grooves 5 and 6.

[0064] The width of bridge 7 (bridge width) roughly corresponds to the slot widths of clamping slots 5 and 6, which are each measured in the circumferential direction.

[0065] Zhang Jinru above about Figures 3 to 6 As described, this is achieved by screwing in the tensioning bolt 8.

[0066] In all the embodiments shown, the wall thickness of the through-hole 42 is greater in the clamping grooves 5 and 6 and in the peripheral region of the bridge than in the rest of the periphery. This further improves shear stiffness and torsional stiffness.

[0067] In all the embodiments shown, the articulated head 4 can preferably be constructed as a single piece, for example, as a molded or pressed part preferably made of steel.

[0068] Explanation of reference numerals in the attached figures

[0069] 1 Steering Axle

[0070] 10 input axes

[0071] 12 output shafts

[0072] 100 Steering System

[0073] 102 Steering Wheel

[0074] 103 Steering Transmission

[0075] 104 steering pinion

[0076] 106 rack

[0077] 108 Steering tie rod

[0078] 110 wheels

[0079] 112 Auxiliary Force Assist Device

[0080] 114 Auxiliary Force Assist Device

[0081] 116 Auxiliary Force Assist Device

[0082] 118 Torque Sensor

[0083] 2 intermediate shafts

[0084] 21 inner shaft

[0085] 22 outer shaft

[0086] 23 Internal teeth

[0087] 24 External teeth

[0088] 25 fixed sections

[0089] 3. Universal joints (joints)

[0090] 31 Jointed cross component

[0091] 4-joint head

[0092] 41 Connecting Section (Fork Base)

[0093] 42 through holes

[0094] 43 arms

[0095] 431 support hole

[0096] 5 and 6 clamping slots

[0097] 51, 62 bottom of the tank

[0098] 52, 62 bottom of the tank

[0099] 53, 63 bottom section

[0100] 7 Bridges

[0101] 8 tension bolts

[0102] 81 internal thread

[0103] L-axis (longitudinal axis)

[0104] U-shaped direction

Claims

1. A joint head (4) comprising a joint fork having two arms (43) opposite each other about an axis (L), the arms projecting axially from a connecting section (41) having an axially penetrating through-hole (42), and the connecting section having two circumferentially spaced clamping slots (5, 6) and a tensioning mechanism (8), wherein each of the clamping slots (5, 6) extends along a slot direction and has an open slot width transverse to the slot direction, and the tensioning mechanism (8) is configured to apply a tensioning force in a direction that reduces the slot width to the slots (5, 6) during tensioning. Its features are, The clamping grooves (5, 6) extend from the groove openings (51, 61) to the groove bottoms (52, 62), and bridges (7) are arranged in a zigzag shape between the clamping grooves (5, 6); one end of the bridge (7) is connected in the circumferential direction to the bottom section (53) of one clamping groove (5), and the other end of the bridge (7) is connected in the opposite circumferential direction to the bottom section (63) of another clamping groove (6); the tensioning mechanism (8) extends in the circumferential direction through the two clamping grooves (5, 6) and the bridge (7), and the length of each clamping groove is less than the length of the through hole (42).

2. The articular head according to claim 1, characterized in that, The two clamping slots (5, 6) point opposite to each other along the axial direction.

3. The articulated head according to any one of claims 1-2, characterized in that, The two clamping slots (5, 6) are oriented radially relative to each other.

4. The articulated head according to any one of claims 1-2, characterized in that, The tensioning mechanism (8) has bolts (8).

5. The articulated head according to any one of claims 1-2, characterized in that, The connecting section (41) has an increased wall thickness in the area of ​​the clamping groove (5, 6).

6. The articulated head according to any one of claims 1-2, characterized in that, The through hole (42) has a non-circular opening cross-section.

7. A universal joint comprising two articulated heads (4) having two arms (43) opposed about an axis (L), the arms projecting axially from a connecting section (41), the universal joint including an articulated cross (31) having two pairs of pins arranged at right angles to each other, the pins being rotatably supported in the arms (43). Its features are, At least one of the joint heads (4) is constructed according to any one of the preceding claims 1-6.

8. A steering shaft (1) for a motor vehicle steering system (100), comprising a shaft section (2) anti-rotationally fixed in a through hole (42) in a connecting section (41) of at least one joint head (4), Its features are, The joint head (4) is constructed according to any one of the preceding claims 1-6.

9. A steering system (100) for a motor vehicle, comprising at least one universal joint (3) according to claim 7 and / or a steering shaft (1) according to claim 8.

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