Locking device and steering column assembly

Abstract

Locking device (20) for an adjustable steering column assembly (10) of a motor vehicle, comprising an operating element (22) having at least one closed and one open position, a control element (28) coupled to the operating element (22), and at least one eccentric part (34) actuated by the control element (28), wherein a retaining part (40) is provided which cooperates with the eccentric part (34) in the closed position, wherein a locking section (42) of the eccentric part (34) engages an engagement section (46) of the retaining part (40) in the closed position, wherein the eccentric part (34) has a force transmission section (48) which is opposite to the locking section (42), and wherein the force transmission section (48) bears against a contact surface (50) substantially opposite to the engagement section (46) in the closed position, characterized in thatthat the locking section (42) and the engagement section (46) together do not form a positive fit, but merely a frictional fit, whereby the eccentric part (34) can be moved further relative to the retaining part (40) in a predefined direction, which corresponds to the direction of movement from the open position to the closed position, even if the eccentric part (34) is already in the closed position.

Description

[0001] The invention relates to a locking device for an adjustable steering column assembly of a motor vehicle having the features of the preamble of claim 1 and to a steering column assembly for a motor vehicle having the features of the preamble of claim 12.

[0002] Such a locking device or steering column assembly is known from the generic US 6 139 057 A. In the closed position of the eccentric part, a locking portion of the eccentric part engages positively with an engagement portion of a holding element.

[0003] Such form-fitting formations between a locking section of an eccentric part and an engagement section of a holding element are also known from US 2014 / 0 000 325 A1, DE 10 2015 226 080 A1 or DE 10 2011 119 154 A1.

[0004] Steering column assemblies for motor vehicles are known from the prior art that can be adjusted, among other things, with regard to an axial direction and / or inclination direction. This can also be referred to as a height-adjustable steering column assembly. Such a steering column assembly typically comprises a locking device, via which a corresponding height adjustment of the steering column assembly is blocked when the locking device is in a closed position. However, if the locking device is in an open position, the height adjustment of the steering column assembly is possible. Such a steering column assembly typically comprises an inner tube and an outer tube, which are adjusted relative to one another, in particular telescopically, in order to realize the height adjustment of the steering column assembly. The height adjustment comprises both an inclination and a length adjustment of the steering column assembly.

[0005] An operator of the locking device can unlock it using a control element to adjust the height of the steering column assembly, bringing the steering column assembly into a desired fore / aft position or pitch. This can be achieved by the operator pulling or pushing on the steering wheel in the open position to adjust the inner and outer tubes relative to each other.

[0006] The locking devices used can also be used to at least partially absorb the forces that occur in the event of an impact or collision, i.e. an accident.

[0007] The steering column assemblies can have an activation mechanism (kinematics) via which the operation of the control element is transmitted accordingly in order to release the adjustment, i.e. to release the clamping of the inner and outer tubes. One activation mechanism used is also referred to as a "head over pin" design, in which several pins interact with the control element to be actuated, whereby these pins are aligned when transitioning to the closed position. This results in a corresponding axial opening stroke when the pins are moved from the aligned position to an unaligned position, as is the case in the open position. The resulting opening stroke, however, is usually less than 2 mm, and manufacturing-related tolerances of up to 1.5 mm can already exist in the clamping mechanism between the outer tube and the inner tube.In the worst case scenario, only a stroke of approximately 0.5 mm is available.

[0008] The object of the invention is therefore to provide a locking device and a steering column assembly that can provide the desired properties such as sufficient clamping in a cost-effective and efficient manner.

[0009] The object is achieved according to the invention by a locking device for an adjustable steering column assembly of a motor vehicle, comprising an operating element having at least one closed and one open position, a control element coupled to the operating element, and at least one eccentric part controlled by the control element, wherein a holding part is provided which cooperates with the eccentric part in the closed position, wherein a locking section of the eccentric part engages an engagement section of the holding part in the closed position, wherein the eccentric part has a force transmission section which is substantially opposite to the locking section, and wherein the force transmission section bears against a contact surface substantially opposite to the engagement section in the closed position, wherein the locking section and the engagement section together do not form a positive connection, but merely a frictional connection,whereby the eccentric part can be moved further relative to the holding part in a predefined direction which corresponds to the direction of movement from the open position to the closed position, even if the eccentric part is already in the closed position.

[0010] The basic idea of ​​the invention is to provide a locking option that is rotationally controlled and causes a clamping action to ensure the desired force absorption. The locking device is therefore suitable for use in a steering column assembly having an activation mechanism designed according to the "head over pin" design. Since the eccentric part is rotationally controlled via the control element, no portion of the already limited axial opening stroke is required in an activation mechanism according to the "head over pin" design to activate the locking device. The locking portion can be provided on an eccentrically designed portion of the eccentric part. The engagement portion can be designed to correspond to the locking portion.However, the locking section and the engagement section together do not form a positive connection, but merely a frictional connection. This ensures, among other things, that the eccentric part can continue to move relative to the holding part in a predefined direction that corresponds to the direction of movement from the open position to the closed position, even if the eccentric part is already in the closed position. This would not be possible with a positive connection. Such further movement can be initiated in the event of an accident, which would further reinforce the clamping or locking effect. In the closed position, a force is already transmitted via the force transmission section, so that the eccentric part transfers any force present at the locking section via the force transmission section.The contact surface against which the force transmission section rests in the closed position can also be formed by the retaining part, so that the retaining part, which is particularly fixed to the vehicle, absorbs the forces that occur. The engagement section and the contact surface can therefore be formed on a single piece, namely the retaining part. Generally, the retaining part can be a vehicle component that is rigidly connected to the vehicle body, which is why it is fixed to the vehicle.

[0011] Due to the shape of the eccentric part, it is ensured, among other things, that in the closed position it is supported both on the engagement section and on the contact surface via the locking section or the force transmission section, and is wedged between the engagement section and the contact surface, in particular in an accident situation.

[0012] According to a first embodiment, the holding part, in particular the engagement section, can be oriented substantially perpendicular to the direction of travel of the motor vehicle, so that an inclination adjustment of the steering column assembly is correspondingly blocked in the closed position.

[0013] In another embodiment, the holding part, in particular the engagement section, can be oriented substantially parallel to the direction of travel of the motor vehicle, for example on the outer tube, so that a longitudinal adjustment of the steering column assembly is correspondingly blocked in the closed position.

[0014] In general, two or more holding parts can also be provided, each of which interacts with an associated eccentric part, so that the tilt and longitudinal adjustment of the steering column assembly can be locked in the closed position at the same time.

[0015] Consequently, the locking device designed in this way can be used to block or lock a tilt and / or longitudinal adjustment of the steering column assembly.

[0016] One aspect provides that the eccentric part has a receptacle for the control element, through which the control element extends with an actuating section, wherein the actuating section and the receptacle are shaped such that the control element is rotatable relative to the eccentric part. An additional adjustment path is provided by the eccentric part being able to rotate relative to the control element. Since the control element extends through the eccentric part, in particular the receptacle provided in the eccentric part, the rotational activation of the locking device results, whereby the release of the locking device (unlocking) does not require any axial movement.

[0017] According to another aspect, the receptacle has at least one contact section against which the actuating section rests in the open position. The control element can thus directly control the eccentric part, especially although the control element and the eccentric part are rotatable relative to one another.

[0018] According to a further aspect, the contact section comprises at least two contact areas that are offset from one another by an angle, wherein the angle is between 10° and 30°, in particular 20°. The corresponding angle is used to set the maximum relative adjustment path that the control element can travel relative to the eccentric part, in particular in a rotational manner. The two contact areas are, for example, essentially the same size.

[0019] In particular, the control element comprises a substantially round cross-section with at least one flattened portion, in particular wherein two flattened portions are provided, which are preferably parallel to one another. The at least one flattened portion can be used to adjust the additional (rotatory) movement distance over which the control element can rotate relative to the eccentric part, in particular from the open position in which the control element rests against a corresponding contact portion of the eccentric part via its actuating portion. The two flattened portions can therefore be arranged on opposite sides of the control element. The control element is designed, for example, as a control bolt, i.e. a pin-shaped control element with a substantially round cross-section.

[0020] A further aspect provides that the contact section is associated with the at least one flattened portion. In this respect, the control element interacts with the contact section of the eccentric part via its flattened portion.

[0021] In particular, the flattened portion directly abuts the first contact area in the open position and / or the second contact area in the closed position. In the closed position, the flattened portion can only abut the second contact area if an additional force acts on the locking device, for example, a vertical force component in the event of an accident. Accordingly, in an extreme position, the control element can abut the other contact area, which the control element does not abut via its actuating section in the open position.

[0022] If the control element has two flats, each of the two flats is assigned a corresponding contact section, with each of the contact sections having two contact areas. The two contact sections are arranged at opposite ends in the receptacle. Accordingly, the control element rests against an associated contact area via both flats when the locking device is in the open position.

[0023] Due to the two contact sections, each of which has two contact areas offset by an angle to each other, the holder essentially has a butterfly shape in cross-section.

[0024] According to one embodiment, the locking portion has an outward-facing locking surface with increased friction, in particular wherein the locking surface comprises a ridge and / or a toothing. Accordingly, only increased friction exists between the retaining part and the locking portion. Even if the locking surface is formed by means of a ridge or toothing, the respective projections do not engage the engaging portion of the retaining part in such a way that a positive connection is established, which would prevent relative movement beyond the closed position.

[0025] The control element can be mounted force-free in the closed position. This means that the eccentric part does not transfer any forces to the control element in the closed position, which would otherwise have to be dissipated by the control element. Accordingly, the control element is designed exclusively for control, via which the eccentric part is rotated between its open and closed positions.

[0026] A further aspect provides a spring that preloads the at least one eccentric part in the closed position, in particular, wherein the spring is designed as a torsion and compression spring. The spring is preloaded due to the relative rotation of the control element to the eccentric part, wherein the spring acts on the eccentric part in the closed position such that it is biased into the closed position. Accordingly, the spring has a corresponding torsional property.

[0027] In addition, the spring can serve as a compression spring to apply the required preload to the pins in an activation mechanism according to the "Head Over Pin" design.

[0028] According to a further aspect, an adjustment part is provided that interacts with the control element, in particular is non-rotatably coupled to the control element. Via the adjustment part, which interacts with other components of an adjustment or clamping mechanism, a coupling can be established between an inner tube and an outer tube of the steering column assembly. Accordingly, the adjustment part can be rotationally coupled to the control element, which in turn is non-rotatably coupled to the operating element.

[0029] The adjustment part can interact indirectly with a toothed block, via which a longitudinal adjustment of the steering column assembly can be locked, unless this is also done via a correspondingly designed eccentric and holding part.

[0030] In particular, the adjustment part has a driving section that interacts with the spring. Thus, the spring is preloaded when the control element is rotated, as the spring is driven and deflected accordingly by the rotating adjustment part.

[0031] When the control element is rotated or operated into the closed position, the control element is rotated, causing it to initially rotate relative to the eccentric part and then rotate the adjustment part. The adjustment part preloads the spring via its drive section, so that the spring forces the eccentric part into its closed position. In the closed position, the eccentric part is then preloaded accordingly.

[0032] In particular, the locking device comprises a locking mechanism with adaptive load absorption. This means that in the event of an increased load, for example in the event of an accident, the locking mechanism automatically reinforces itself in order to be able to dissipate the resulting load. This can be achieved simply by the locking section of the eccentric part digging deeper into the associated holding part due to the increased friction at an increased load, in particular into the correspondingly provided engagement section of the holding part. The higher the applied force, the greater the rotation of the eccentric part, which leads to a deeper digging of the locking section, thereby generating a correspondingly higher clamping force between the inner tube and the outer tube.The retaining part can be arranged in such a way that it blocks longitudinal adjustment or tilt adjustment of the steering column assembly, provided the corresponding eccentric part engages. At the same time, the eccentric part then presses more strongly against the contact surface, in particular deforming it, so that the eccentric part becomes wedged between the engagement section and the contact surface.

[0033] Furthermore, the object is achieved according to the invention by a steering column assembly for a motor vehicle, having an inner tube, an outer tube and an adjustment mechanism by means of which the relative position of the inner tube to the outer tube can be adjusted, wherein the adjustment mechanism comprises a control element which cooperates with at least one pivotable eccentric part by means of which the adjustment mechanism is locked in a closed position, wherein the eccentric part in a closed position engages directly on an engagement section and bears against an opposite contact surface via a force transmission section, wherein the locking section and the engagement section together do not form a positive connection but merely a frictional connection, whereby the eccentric part can be rotated relative to the holding part in a predefined direction. This results in the steering column assembly or the corresponding adjustment mechanism being locked or released in a rotational manner.It is therefore not necessary for the activation mechanism to provide a sufficiently large axial opening stroke, since the adjustment or locking mechanism does not require any portion of the already limited axial opening stroke. The adjustment mechanism and the locking mechanism are / are controlled by rotation.

[0034] In general, the at least one eccentric part can be provided for locking a tilt adjustment and / or a longitudinal adjustment of the steering column assembly.

[0035] In particular, a clamping mechanism is provided which has a clamping function with adaptive load absorption. This means that in the event of an increased load, for example in the event of an accident, the clamping mechanism automatically reinforces itself in order to be able to dissipate the resulting load. This can be achieved simply by the locking section of the eccentric part digging deeper into an associated holding part due to the increased friction at an increased load, in particular into a correspondingly provided engagement section of the holding part. The higher the applied force, the greater the twisting of the eccentric part, which leads to the locking section digging deeper, thereby generating a correspondingly higher clamping force between the inner and outer tubes.The retaining part can be arranged in such a way that it blocks longitudinal adjustment or tilt adjustment of the steering column assembly, provided the corresponding eccentric part engages. At the same time, the eccentric part then presses more strongly against the contact surface, in particular deforming it, so that the eccentric part becomes wedged between the engagement section and the contact surface.

[0036] One aspect provides for the control element to be mounted force-free in the closed position. In this respect, the control element does not absorb any forces in the closed position, which is why the control element serves exclusively to control the eccentric part.

[0037] In particular, the steering column assembly comprises a locking device of the aforementioned type. The aforementioned advantages arise in an analogous manner for the steering column assembly.

[0038] Further advantages and features of the invention will become apparent from the following description and the drawings, to which reference is made. In the drawings: - Fig. 1 a perspective view of a steering column assembly according to the invention according to a first embodiment with a locking device according to the invention, - Fig. 2 a side view of the steering column assembly Fig. 1, - Fig. 3 a separately shown detail of the Fig. 2 in the assembled state and in an exploded view, - Fig. 4 a side view of the steering column assembly according to Fig. 1 in an open position, - Fig. 5 the view from Fig. 4 in a closed position, - Fig. 6 the view from Fig. 4 in an accident situation, - Fig. 7 a detail of the locking device according to Fig. 1, to illustrate the forces occurring in an accident situation, - Fig. 8 a schematic overview to illustrate the clamping and locking mechanism in a closed position, - Fig. 9 the overview Fig. 8 in a position in which a pre-tensioned spring has been released, - Fig. 10 the overview Fig. 8 in a position in which the adjustment mechanism has been activated, - Fig. 11 the overview Fig. 8, in which the adjustment part touches the inner tube, - Fig. 12 the overview Fig. 8, in which the adjustment part is pre-tensioned in the open position, and - Fig. 13 a perspective view of a steering column assembly according to the invention according to a second embodiment with a locking device according to the invention, - Fig. 14 a side view of the steering column assembly Fig. 13, - Fig. 15 another side view of the steering column assembly from Fig. 13, - Fig. 16 a detailed view of the steering column assembly Fig. 13, - Fig. 17 another detailed view of the steering column assembly Fig. 13, - Fig. 18 a side view of the steering column assembly according to Fig. 13 in an open position, - Fig. 19 the view from Fig. 18 in a closed position, - Fig. 20 the view from Fig. 18 in an accident situation, - Fig. 21 a side view of a steering column assembly according to the invention according to a third embodiment in an open position, - Fig. 22 the view from Fig. 21 in a closed position, and - Fig. 23 the view from Fig. 21 in an accident situation.

[0039] In the Fig. 1 and Fig. 2 shows a steering column assembly 10 for a motor vehicle according to a first embodiment, which comprises an inner tube 12 and an outer tube 14, which can be adjusted relative to one another via an adjustment or clamping mechanism 16, in particular the inclination and the length of the steering column assembly 10, for example telescopically.

[0040] Furthermore, the steering column assembly 10 includes a locking mechanism 18 provided by a locking device 20.

[0041] Both the adjustment mechanism 16 and the locking device 20 together comprise a common operating element 22, which can be moved by a vehicle occupant or operator between a closed and open position. The operating element 22 is designed, for example, as a lever, which in the illustrated embodiment interacts with a rotationally fixed pin disc 26 via pins 24. Via the pins 24, which are received at the ends in the pin disc 26, the operating element 22 can be rotated relative to the pin disc 26 in order to move the operating element 22 into the open position. In doing so, the pins 24 are moved from their aligned position to provide an axial opening stroke. This is generally also referred to as a "head over pin" design.

[0042] The operating element 22 is coupled to a control element 28 in a rotationally fixed manner, so that the rotation of the operating element 22 (from the closed to the open position or vice versa) is correspondingly transmitted to the control element 28, which in the embodiment shown is designed as a control bolt, as can be seen in particular from Fig. 3, in which components of the locking mechanism 18 are shown separately.

[0043] The pin-shaped control element 28 has an actuating section 30, which is defined in particular by its contour. In the actuating section 30, the control element 28 has a substantially round cross-section with two flattened portions 32 that are parallel to each other, as will be described below with reference to the Fig. 4 to Fig. 6 is explained.

[0044] The control element 28, which is simultaneously assigned to the locking device 20 and the adjustment mechanism 16, controls an eccentric part 34, which has a receptacle 36 for the control element 28. The control element 28 thus extends with its actuating section 30 through the receptacle 36, which has a contact section 38, against which the actuating section 30 rests in the open position, as will be explained below with reference to the Fig. 4 to Fig. 12 is explained.

[0045] From the Fig. 1 to Fig. 3 shows that the locking device 20 also has a holding part 40 which cooperates with the eccentric part 34, in particular with a locking section 42 of the eccentric part 34, which has a locking surface 44 with increased friction which points outwards.

[0046] The locking portion 42 is an eccentrically arranged portion of the eccentric part 34, with the corresponding outward-facing locking surface 44 comprising a serration in the embodiment shown. Alternatively, a toothing or the like may be provided to ensure increased friction of the locking surface 44.

[0047] In the closed position, the locking surface 44 cooperates with an engagement portion 46 of the holding part 40 to lock the adjustment mechanism 16 in the closed position by means of the locking device 20, so that an adjustment of the steering column assembly 10 is not possible.

[0048] In the embodiment shown, a pitching movement of the steering column assembly 10 is blocked by the holding part 40. The engagement section 46 of the holding part 40 therefore extends substantially perpendicular to the direction of movement of the vehicle or substantially perpendicular to the axis of the inner tube 12 or the outer tube 14.

[0049] In addition, the eccentric part 34 comprises a force transmission section 48, which is arranged substantially opposite the locking section 42. In the closed position, the force transmission section 48 rests against a contact surface 50, which is also formed by the holding part 40. The contact surface 50 is arranged substantially opposite the engagement section 46, so that the holding part 40 can be designed, for example, as a clamp that comprises both the engagement section 46 and the contact surface 50.

[0050] In general, the holding part 40 can be formed in one piece and arranged fixed to the vehicle.

[0051] Furthermore, the adjustment mechanism 16 as well as the locking mechanism 18 or the locking device 20 comprise an adjustment part 52, which is formed separately from the eccentric part 34.

[0052] The adjustment part 52 also has a receptacle 54 through which the control element 28 extends, in particular its actuating section 30, so that the adjustment part 52 can also be controlled rotationally by the control element 28, as will be explained below.

[0053] In addition, the adjustment part 52 comprises a driving section 56 and a contact section 58, which interacts with the inner tube 12, as will be explained below with reference to the Fig. 8 to Fig. 12 is explained.

[0054] The driving section 56, on the other hand, is assigned, among other things, to a spring 60 that extends along the control element 28, in particular surrounding the control element 28. The spring 60 is designed as a compression and torsion spring, wherein the spring 60 comprises a driving section 62 that interacts with the driving section 56 of the adjustment part 52 to generate a preload. The spring 60 transfers this preload to the eccentric part 34, so that the eccentric part 34 is correspondingly preloaded in the closed position. Consequently, the spring 60 is mounted on the eccentric part 34, in particular, received at the end in the eccentric part 34.

[0055] Furthermore, the adjustment mechanism 16 and the locking device 20 comprise a further eccentric part 63, which is designed analogously to the first eccentric part 34. The functionality of this further eccentric part 63 also corresponds to that of the first eccentric part 34. In this respect, reference is made to the previous and following explanations.

[0056] The two eccentric parts 34, 63 are assigned to opposite ends of the control element 28, wherein they each interact with correspondingly designed holding parts 40, of which two are also provided.

[0057] The adjustment part 52, which is part of the adjustment mechanism 16, also cooperates with a spring element 64, which is also assigned to the clamping or adjustment mechanism 16. The spring element 64 is provided between the outer tube 14 and the inner tube 12, as can be seen in particular from the Fig. 8 to Fig. 12, in which the clamping or adjustment mechanism 16 is shown schematically.

[0058] In addition to the spring element 64, the clamping or adjustment mechanism 16 comprises a toothed block 66, which interacts with a corresponding toothed part 68 assigned to the inner tube 12 to ensure a frictional connection between the inner tube 12 and the outer tube 14. Accordingly, a longitudinal adjustment of the steering column assembly 10 can be adjusted, in particular a telescopic longitudinal adjustment, in which the inner tube 12 and the outer tube 14 are displaced relative to one another in the axial direction.

[0059] For this purpose, the toothed block 66 is coupled to a force transmission element 70, which in turn can be coupled to the outer tube 14, as will be explained below in connection with the functioning with reference to the Fig. 8 to Fig. 12 is explained.

[0060] The following will first be based on the Fig. 4 to Fig. 6 explains how the locking mechanism 18 or the locking device 20 of the adjustable steering column assembly 10 allows a relative movement of the inner tube 12 to the outer tube 14 in the open position and a corresponding relative movement in the closed position ( Fig. 5) blocks.

[0061] In the Fig. In the open position shown in Figure 4, the operating element 22 is in the stop position, so that the control element 28, with its flattened portions 32, directly rests against a first contact area 72 of the contact section 38, thus creating a mechanical contact. In the open position, however, the control element 28 does not rest against a second contact area 74 of the corresponding contact section 38, which is offset by an angle α to the first contact area 72; see also Fig. 8c.

[0062] The receptacle 36 of the eccentric part 34 is designed such that it comprises two contact sections 38 which are assigned to the two flattened portions 32 of the control element 28.

[0063] As from the Fig. As can be seen from Figure 4, in the open position, there is a free space 76 between the locking portion 42 and the engagement portion 46, so that the adjustment mechanism 16 is not locked. Accordingly, the inner tube 12 and the outer tube 14 can be moved relative to one another, in particular to adjust the pitch position of the steering column assembly 10.

[0064] When the control element 22 is in its closed position ( Fig. 5), the operating element 22 is adjusted accordingly, resulting in a counterclockwise rotation of the control element 28. This creates a clearance 78 between the flats 32 and the respective first contact area 72, since the control element 28 no longer rests against the contact section 38, in particular against the first contact area 72.

[0065] The locking surface 44 of the eccentric part 34 is adjusted in such a way that it engages the engagement section 46 of the holding part 40, since upon rotation of the control element 28, the adjustment part 52 coupled to the control element 28 is also rotated, so that its driving section 56 cooperates with the driving section 62 of the spring 60 in order to preload the latter. The spring 60 urges the eccentric part 34 into the Fig. 5, in which the locking portion 42 interacts with the engagement portion 46. This results in higher friction of the eccentric part 34 on the side associated with the locking portion 42 compared to the side associated with the force transmission portion 48.

[0066] Due to the relative rotation of the control element 28 to the eccentric part 34, a preload force acts on the eccentric part 34 in the closed position, in particular on the locking section 42, which further urges it in the direction of movement from the open position to the closed position.

[0067] From a comparison of the Fig. 4 and Fig. 5 particularly shows that the tilt adjustment of the steering column assembly 10 can be performed continuously, since the eccentric part 34 can be moved relative to the holding part 40 in the open position until it has assumed the desired height setting (pitch position). The locking device 20 is then moved into the closed position to fix the corresponding position.

[0068] If an accident occurs in the closed position ( Fig. 6 and Fig. 7), the force occurring, in particular its vertical force component, leads to a relative movement of the outer tube 14 to the holding part 40 fixed to the vehicle, whereby the axis of rotation D of the control element 28 and the eccentric part 34 is shifted by a distance L; see Fig. 6.

[0069] In this case, the eccentric part 34 is rotated due to the preload by the spring 60 or the higher friction on the side of the eccentric part 34 associated with the locking section 42 such that the locking section 42 digs into the engagement section 46 of the holding part 40. In other words, this means that the eccentric part 34 rolls over its locking section 42 on the holding part 40 due to the higher friction there, in particular on the engagement section 46 of the holding part 40. The clamping force emanating from the clamping mechanism 16 in the closed position is further increased due to the digging in. The locking section 42, in particular the locking surface 44, is shaped accordingly to support the rolling action.

[0070] In general, this ensures adaptive load absorption of the clamping or adjustment mechanism 16 due to the corresponding design of the locking mechanism 18, since the eccentric part 34 rotates more strongly when a higher introduced force is present, whereby the eccentric part 34 digs deeper into the engagement section 46 via its locking section 42, which in turn leads to a higher clamping or locking force in an accident situation.

[0071] In an accident situation, a load is transferred from the steering spindle via a bearing to the inner tube 12, which then transmits the load accordingly to the outer tube 14. If the outer tube 14 moves, the load is transferred from the outer tube 14 to the eccentric part 34, whereby the increased friction in the area of ​​the locking section 42 leads to a corresponding rotational or pivoting movement of the eccentric part 34. Due to the shape of the eccentric part 34, it rolls along the holding part 40 and deforms the holding part 40 accordingly, on the one hand by digging into the engagement section 46 and on the other hand by applying pressure to the contact surface 50 via its force transmission section 48. At the same time, the previously created play 78 between the flattened portion 32 and the first contact area 72 is closed again, since the control element 28 comes into mechanical contact with the eccentric part 34 again.

[0072] Furthermore, the control element 28 comes into mechanical contact with the pin disk 26, which is fixedly arranged, so that the corresponding forces occurring are (at least partially) absorbed by the pin disk 26.

[0073] In general, in the closed position there is only a frictional connection between the eccentric part 34 and the holding part 40, since the eccentric part 34 can dig in further, i.e. beyond the closed position, which is not possible with a positive connection.

[0074] Furthermore, this frictional engagement allows the locking mechanism 18 to be continuously adjusted, since there is no fixed clamping force. This improves handling accordingly.

[0075] Based on the Fig. 8 to Fig. 12 explains below how the sequence for opening the locking mechanism 18 by means of the locking device 20 takes place.

[0076] In the Fig. 8, the locking device 20 and the adjustment mechanism 16 are in the closed position, in which a relative movement of the inner tube 12 and the outer tube 14 is not possible, as can be seen from Fig. 8a, which shows that the toothed block 66 engages the toothed part 68 to couple the outer tube 14 to the inner tube 12.

[0077] In this closed position, the spring element 64 is compressed and interacts with the force transmission element 70.

[0078] Furthermore, the Fig. 8b and Fig. 8c shows that the spring 60, designed as a compression and torsion spring, is prestressed due to the adjusting part 52, in particular by an angle of 20°.

[0079] In the closed position, the eccentric part 34 engages via its locking section 42 into the engagement section 46 of the holding part 40, wherein the pretension of the spring 60 causes the eccentric part 34 to be further urged in the direction of movement from the open position to the closed position.

[0080] Furthermore, the Fig. 8 shows that the receptacle 36 of the eccentric part 34 has a substantially butterfly shape in cross-section due to the two contact sections 38, each of which has two contact areas 72, 74 offset from one another by an angle α. In the embodiment shown, the angle α is 20°. The receptacle 54 of the adjustment part 52 is designed substantially similarly to the receptacle 36 of the eccentric part 34, since the receptacle 54 of the adjustment part 52 also has a substantially butterfly shape in cross-section.

[0081] However, the abutments formed in the receptacle 54 of the adjusting part 52 are offset from each other by an angle smaller than the angle α. This results in the relative rotation of the control element 28 to the adjusting part 52 being smaller than the relative rotation of the control element 28 to the eccentric part 34, as will be explained below.

[0082] In Fig. 9, the spring element 64 is no longer preloaded due to a rotation of the control element 28, as can be seen in particular from the position of the driving section 56, which engages in the spring element 64; see also Fig. 1 and Fig. 2. This is achieved, for example, by rotating the control element 28 by just 1.6°. The resulting adjustment travel corresponds, for example, to a spring travel of 0.5 mm for the spring element 64.

[0083] In this position, the locking portion 42 of the eccentric part 34 is still in engagement with the engagement portion 46 of the holding part, as can be seen from the Fig. 9b and Fig. 9c.

[0084] In addition, the Fig. 9a shows that the adjustment part 52 has rotated relative to the control element 28 due to the preload of the spring element 64, since the flats 32 of the control element 28 are now not in contact with any associated support of the receptacle 54 of the adjustment part 52. This is particularly evident by a comparison of the Fig. 8a and Fig. 9a clearly.

[0085] Likewise, the eccentric part 34 has rotated relative to the control element 28, which occurs due to the relaxing preload of the spring 60, as also a comparison of the Fig. 8b and Fig. 9b or Fig. 8c and Fig. 9c illustrates this.

[0086] In the Fig. 10, the adjustment mechanism 16 provided for the longitudinal adjustment has already been moved into its open position, as can be seen from the Fig. 10a, since the toothed block 66 is no longer engaged with the toothed part 68. Therefore, the inner tube 12 and the outer tube 14 can now be adjusted (telescopically) relative to each other.

[0087] The control element 28 has been rotated by 20° relative to its closed position, which corresponds to the preload of the spring 60. Thus, the flats 32 of the control element 28 are now in mechanical contact with the first contact areas 72 of the respective contact sections 38.

[0088] Accordingly, due to the rotation of the control element 28, the adjusting part 52 has been rotated relative to the eccentric part 34 in such a way that the preload of the spring 60 has been reduced.

[0089] The Fig. The position shown in Figure 10 corresponds to the unlocking position, from which the locking mechanism 18 is unlocked if the control element 28 is rotated further, i.e., clockwise. In this unlocking position, the locking section 42 continues to bear against the holding part 40 via its locking surface 44, as can be seen from Figure 10. Fig. 10c. Therefore, an adjustment of the tilt of the steering column assembly 10 is not yet possible.

[0090] As already explained, the adjusting part 52 and the eccentric part 34 can each be moved independently of one another relative to the control element 28, so that there is a relative rotation between the adjusting part 52 and the eccentric part 34 in order to preload the eccentric part 34 accordingly in the closed position.

[0091] Furthermore, the second plant areas 74 of the respective plant sections 38 were located in the Fig. 8 does not necessarily engage the flats 32. This may be the case, but does not necessarily have to be the case, since the preloaded spring 60 applies corresponding pressure to the eccentric part 34.

[0092] In Fig. 11, the control element 28 has been rotated further towards the open position so that the contact section 58 of the adjusting part 52 comes into contact with the inner tube 12.

[0093] As from the Fig. As can be seen in Figure 11c, the control element 28, which rests against the first contact area 72 via its flattened portion 32, rotates the eccentric part 34, so that the locking portion 42 disengages from the engagement portion 46 of the holding part 40 and is moved into the open position. This occurs, for example, when the control element 28 is rotated by an angle of 27.6° from its closed position. Now, an inclination adjustment of the steering column assembly 10 is possible.

[0094] In Fig. Figure 12 shows how the control element 28 has been rotated further toward the open position, creating a preload between the control element 28 and the adjusting part 52, which further urges the adjusting part 52 into the open position. The control element 28 rests, via its flattened portion 32, against a support of the receptacle 54 of the adjusting part 52 to preload it accordingly into the open position. The preload is thus generated by the shape of the receptacle 54, which essentially has a butterfly shape in cross-section.

[0095] The further eccentric part 63 can act in an analogous manner to the eccentric part 34, so that a homogeneous effect is provided which is provided at opposite ends.

[0096] Alternatively, the additional eccentric part 63 can be designed essentially as a mirror image of the first eccentric part 34, so that it digs into the associated retaining part when a force acts in a direction opposite to the accident situation. In this respect, the additional eccentric part 63 has a direction of action opposite to that of the first eccentric part 34.

[0097] Accordingly, for example, a force acting from the outside on the steering column assembly 10 causes the first eccentric part 34 to dig into the associated holding part 40, whereas a force acting on the steering wheel causes the further eccentric part 63 to dig into the other associated holding part.

[0098] In general, the two holding parts 40 assigned to the eccentric parts 34, 63 can also be formed by a single holding part 40 which comprises a corresponding geometry and holding sections assigned to the two eccentric parts 34, 63.

[0099] Regardless of the design of the locking sections 42 of the two eccentric parts 34, 63, via which the direction of action of the eccentric parts 34, 63 is defined, both eccentric parts 34, 63 have a common direction of rotation which is predetermined by the control element 28.

[0100] Generally, a locking device 20 and a steering column assembly 10 are provided, which comprise a rotationally activated adjustment mechanism 16 and a locking mechanism 18 that does not require an axial movement component for unlocking. Therefore, the locking device 20 is suitable for use with an activation mechanism that only provides a limited opening stroke, as is the case with a "head over pin" design.

[0101] Due to the correspondingly designed locking device 20, it is also ensured that there is an adaptive load absorption, which means that the clamping or adjustment mechanism 16 is reinforced with increasing load, since the eccentric part 34 digs into the holding part 40 accordingly.

[0102] In the Fig. 13 to Fig. Figure 20 shows a further embodiment of the steering column assembly 10 and the locking device 20 in different representations, which explain how a locking or locking of a longitudinal adjustment of the steering column assembly 10 is possible using the locking device 20. In the embodiment shown, the locking device 20 extends above the inner tube 12 and the outer tube 14.

[0103] In the Fig. 14 to Fig. 17 shows the components of the locking mechanism 18 provided for locking the longitudinal adjustment of the steering column assembly 10. As in the first embodiment, an adjusting part 52 is shown, which comprises a receptacle 54, via which the adjusting part is coupled (rotationally fixed) to the control element 28. The adjusting part 52 interacts via its driver section 56 with a separately formed lever 80, which has a recess 82 in which the driver section 56 engages such that the driver section 56 can move relative to the lever 80 (see Fig. 17).

[0104] The lever 80 is in turn coupled to the eccentric part 34, in particular arranged in a rotationally fixed manner, so that the lever 80 adjusts the eccentric part 34 when the control element 28 controls the lever 80 and thus the eccentric part 34.

[0105] Furthermore, a (further) spring 60 designed as a torsion spring is provided, by means of which the eccentric part 34 can be pretensioned in the closed position.

[0106] The (further) spring 60 is supported, for example, on the lever 80 and / or on a component fixed to the vehicle.

[0107] The lever 80 generally reverses the direction of the opening or closing movement, which is necessary in the embodiment shown. Here, the control element 28 rotates counterclockwise during its closing movement, since the operating element 22 must be actuated accordingly, whereas the eccentric part 34 is moved clockwise to move from its open position to the closed position.

[0108] Otherwise, in the closed position, the eccentric part 34 also engages in the engagement section 46 via its locking section 42, as in the previous embodiment, wherein the eccentric part 34 is simultaneously supported on an associated contact surface 50 via its force transmission section 48.

[0109] Both the engagement section 46 and the contact surface 50 are formed on a common holding part 40, which is formed by an edge of a recess 84 on a component 86 fixed to the vehicle.

[0110] In this respect, the eccentric part 34 wedges itself between the contact surface 50 and the engagement section 46 in a manner analogous to the previous embodiment if an accident occurs in the closed position, since there is increased friction on the side of the eccentric part 34 associated with the locking section 42, in particular due to the locking surface 44. This is clearly evident from the Fig. 18 to Fig. 20, in which the same side view as for the steering column assembly 10 according to the first embodiment is shown, as can be seen from a comparison of the Fig. 18 to Fig. 20 and the Fig. 4 to Fig. 6.

[0111] As already described, the axis of rotation of the eccentric part 34 shifts relative to the inner tube 12 or outer tube 14 by the distance L due to the accident and the resulting forces, resulting in wedging. Fig. 18 to Fig. Figure 20 clearly shows how, due to the increased friction on the side associated with the locking portion 42, the eccentric part 34 rolls over the retaining part 40 to dig in or wedge itself between the contact surface 50 and the engagement portion 46. This occurs in a manner analogous to the first embodiment, so reference is made to the above explanations.

[0112] In this respect, the locking mechanism 18 and the clamping mechanism 16 or the clamping function are also equipped with an adaptive load absorption in this embodiment, since the eccentric part 34 digs in or wedges more strongly with increasing load in the event of an accident.

[0113] In the Fig. 21 to Fig. 23 shows a further embodiment of a steering column assembly 10 and a locking device 20, wherein the Fig. 21 to Fig. 23 the same side view as the Fig. 18 to Fig. 20 represent.

[0114] In this embodiment, the locking device 20, in particular the control element 28, is arranged below the inner tube 12. Therefore, the control kinematics of the locking device 20 have the same directions of action as those of the first embodiment.

[0115] Accordingly, a translation of the direction of rotation is not necessary, which is why the eccentric part 34 can interact directly with the control element 28, as was the case for the first embodiment.

[0116] The only difference between this embodiment and the first embodiment is that the eccentric part 34 is provided for locking or blocking a longitudinal adjustment instead of an inclination adjustment.

[0117] In this respect, the statements regarding the first embodiment apply analogously to the third embodiment, in particular with regard to the contours and shapes of the control element 28 and the receptacle 36 of the eccentric 34, i.e. the butterfly shape.

[0118] The first and second or third embodiments can be combined to provide a steering column assembly 10 and a locking device 20 that can simultaneously lock and lock both tilt and fore / aft adjustment. Thus, the locking device 20 can be used correspondingly for the adjustment mechanism 16, or the adjustment mechanism 16 can serve both tilt and fore / aft adjustment.

[0119] In general, the locking device 20 can be used to lock or lock a longitudinal adjustment or a tilt adjustment of the steering column assembly 10. This depends in particular on the relative orientation of the eccentric parts 34 and the associated holding parts 40.

Claims

[1] Locking device (20) for an adjustable steering column assembly (10) of a motor vehicle, comprising an operating element (22) having at least one closed and one open position, a control element (28) coupled to the operating element (22), and at least one eccentric part (34) controlled by the control element (28), wherein a holding part (40) is provided which cooperates with the eccentric part (34) in the closed position, wherein a locking portion (42) of the eccentric part (34) engages an engagement portion (46) of the holding part (40) in the closed position, wherein the eccentric part (34) has a force transmission portion (48) which is opposite to the locking portion (42), and wherein the force transmission portion (48) in the closed position bears against a contact surface (50) substantially opposite to the engagement portion (46), characterized bythat the locking section (42) and the engagement section (46) together do not form a positive connection, but merely a frictional connection, whereby the eccentric part (34) can be moved further relative to the holding part (40) in a predefined direction which corresponds to the direction of movement from the open position to the closed position, even if the eccentric part (34) is already in the closed position. [2] Locking device (20) according to claim 1, characterized by that the eccentric part (34) has a receptacle (36) for the control element (28), through which the control element (28) extends with an actuating section (30), wherein the actuating section (30) and the receptacle (36) are shaped such that the control element (28) is rotatable relative to the eccentric part (34). [3] Locking device (20) according to claim 2, characterized bythat the receptacle (36) has at least one contact section (38) against which the actuating section (30) rests in the open position. [4] Locking device (20) according to claim 3, characterized by that the contact section (38) comprises at least two contact areas (72, 74) which are offset from one another by an angle, the angle being between 10° and 30°. [5] Locking device (20) according to one of the preceding claims, characterized by that the control element (28) comprises a round cross-section with at least one flattened portion (32), wherein two flattened portions (32) are provided which are parallel to one another. [6] Locking device (20) according to claims 4 and 5, characterized by that the flattening (32) in the open position lies directly against the first contact area (72) and / or in the closed position against the second contact area (74). [7] Locking device (20) according to one of the preceding claims, characterized bythat the locking portion (42) has an outwardly facing locking surface (44) with increased friction, wherein the locking surface (44) comprises a corrugation and / or a toothing. [8] Locking device (20) according to one of the preceding claims, characterized by that the control element (28) is mounted force-free in the closed position. [9] Locking device (20) according to one of the preceding claims, characterized by that a spring (60) is provided which pretensions the at least one eccentric part (34) in the closed position, wherein the spring (60) is designed as a torsion and compression spring. [10] Locking device (20) according to one of the preceding claims, characterized by that an adjusting part (52) is provided which cooperates with the control element (28) and is coupled to the control element (28) in a rotationally fixed manner. [11] Locking device (20) according to claim 10, characterized bythat the adjusting part (52) has a driving section (56) which cooperates with the spring (60). [12] Steering column assembly (10) for a motor vehicle, comprising an inner tube (12), an outer tube (14) and an adjustment mechanism (16) by means of which the relative position of the inner tube (12) to the outer tube (14) can be adjusted, wherein the adjustment mechanism (16) comprises a control element (28) which cooperates with at least one pivotable eccentric part (34) by means of which the adjustment mechanism (16) is locked in a closed position, wherein the eccentric part (34) in a closed position directly engages an engagement section (46) and bears against an opposite bearing surface (50) via a force transmission section (48), characterized bythat the locking section (42) and the engagement section (46) together do not form a positive connection, but merely a frictional connection, whereby the eccentric part (34) can be moved further relative to the holding part (40) in a predefined direction which corresponds to the direction of movement from the open position to the closed position, even if the eccentric part (34) is already in the closed position. [13] Steering column assembly (10) according to claim 12, characterized by that a clamping mechanism (16) is provided which has a clamping function with adaptive load absorption. [14] Steering column assembly (10) according to claim 12 or 13, characterized by that a locking device (20) according to one of claims 1 to 11 is provided.

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