Steering column with locking device

Abstract

Steering column (1) for a motor vehicle, comprising a steering shaft rotatably mounted in an upper sleeve (8), wherein a coupling element (6) is rotationally fixed to the steering shaft, which has at least one positive locking element (7), wherein the upper sleeve (8) is slidably received in a lower sleeve (9) and is slidable between a first position and a second position, wherein a locking element (10) is movably arranged on the lower sleeve (9), which engages with the positive locking element (7) in the first position and is disengaged in the second position, characterized in that the locking element (10) has at least one control surface (37) which interacts with a counter-control surface (38) of the upper sleeve (8) such that the locking element (10) is brought into or out of engagement with the positive locking element (7) by a displacement of the upper sleeve (8) relative to the lower sleeve (9).

Description

[0001] The present invention relates to a steering column with a locking device which in particular allows both autonomous and manual steering.

[0002] For autonomously controlled vehicles, the possibility of switching between automatic and manual control of the vehicle must be provided, especially with regard to acceleration, braking and steering of the vehicle.

[0003] In manual steering mode, the driver gives steering commands via the steering wheel in the form of a specified steering torque, with the steering commands being transmitted to the wheels via a steering shaft. An electromechanical servo unit assists the driver in manual steering mode by applying auxiliary torque to the steering shaft or auxiliary force to the steering system.

[0004] Autonomous steering control, on the other hand, requires decoupling the steering wheel from other control devices. In autonomous driving mode, where the vehicle drives itself, steering maneuvers are also performed without driver intervention. The electromechanical servo unit is controlled by a control unit in such a way that the steerable wheels are pivoted accordingly, enabling the vehicle to execute the desired steering maneuver. However, the steering wheel should remain stationary with respect to its rotational position, i.e., it should not rotate, to prevent injury to the driver. It is common practice to stow the steering wheel in a retracted position. In particular, it is desirable with this type of control system to lock the steering wheel in a rotational position.

[0005] From US 2017 / 0 369 091 A1, a lockable steering column is known that allows switching between manual and autonomous steering.

[0006] The steering column's steering shaft has an inner and an outer shaft, which are torque-locked in manual steering mode and decoupled in autonomous steering mode. To prevent the outer shaft from rotating when locked, two rings surrounding the shafts are provided. When these rings are positively engaged, they lock the outer shaft relative to a sleeve that at least partially surrounds the shafts.

[0007] A disadvantage of this solution is the comparatively large space requirement, due to the necessarily larger cross-section of the mantle caused by the two nested rings.

[0008] In the prior art, a steering column is known from JP 2006 - 224 867 A in which a locking element is movably arranged on the lower sleeve. This locking element engages with the positive locking element in the first position and is disengaged in the second position. A disadvantage is that the locking element rubs against the steering shaft in every adjustment state, and the engagement for locking is unreliable and unpleasant in terms of feel. The locking device known from DE 10 2017 104 510 A1 requires an active locking unit and is relatively complex.

[0009] The object of the invention is therefore to propose an improved steering column that can be operated manually and autonomously.

[0010] The problem is solved by the features of claim 1. Advantageous further developments result from the dependent claims.

[0011] This problem is solved according to the invention by a steering column comprising a steering shaft rotatably mounted in an upper sleeve with a coupling element non-rotatably connected to it, which has at least one positive locking element, further comprising a lower sleeve into which the upper sleeve is slidably received, wherein the upper sleeve is slidably displaceable between a first position and a second position, and wherein a locking element is movably arranged on the lower sleeve, which engages with the positive locking element in the first position and is disengaged in the second position, wherein it is provided according to the invention that the locking element has at least one control surface which interacts with a counter-control surface of the upper sleeve in such a way that the locking element is brought into or out of engagement with the positive locking element by a displacement of the upper sleeve relative to the lower sleeve.

[0012] According to the invention, the locking element has at least one control surface which interacts with a counter-control surface of the upper sleeve such that the locking element is engaged or disengaged from the positive locking element by a displacement of the upper sleeve relative to the lower sleeve. In particular, the control surface has an angle between 10° and 75° to the counter-control surface. By enabling the formation of a radial force component that lifts the locking element, this embodiment facilitates the disengagement of the locking element and the positive locking element.

[0013] The two-part design of the locking device, formed by a locking element and a coupling element, in which one part – the locking element – ​​is arranged on the lower sleeve, allows for a space-saving design of the sleeve cross-section. Preferably, the locking element is arranged to be radially movable on the lower sleeve. This enables a particularly space-saving design of the upper and lower sleeves, since no space is required for azimuthal or axial movement of the locking element – ​​the locking element only moves along a surface normal of the upper sleeve. With the steering column according to the invention, the driver can easily lock the steering wheel by moving the upper sleeve and steering wheel from an extended, second position, also called the operating position, to a retracted, first position, also called the stowed position.

[0014] It is further provided that the steering shaft comprises an outer shaft and an inner shaft, which are rotatable relative to each other in the first position and are torque-locked together in the second position.

[0015] This design allows for both autonomous control, when the two shafts are decoupled in the first position, and manual control, when the inner and outer shafts are coupled, in the second position. Furthermore, it facilitates precise positioning of the positive locking element relative to the locking element, whereby the engagement of the locking element with the positive locking element should correspond exactly to a straight-ahead position of the wheels.

[0016] According to a further embodiment of the invention, the upper sleeve has a recess through which the locking element projects in the first position. This allows the positive locking element and the locking element to engage by merely an axial displacement of the upper sleeve.

[0017] Preferably, the locking element is designed with a polyhedral, in particular truncated pyramidal, or frustoconical geometry, in particular with a control surface formed on the lateral surface of the locking element, which further improves the interaction of the counter-control surface and the control surface, especially when disengaging the positive locking element and the locking element.

[0018] In a further embodiment of the invention, it is provided that the locking element is pre-tensioned by a spring.

[0019] The spring tension is released precisely during the locking movement of the locking element, i.e., when it engages with the positive locking element. The spring preload must therefore be reapplied to disengage the locking element and positive locking element, thus ensuring a rotationally secure engagement of the locking element with the positive locking element, which allows for the compensation of torques greater than 300 Nm in the locked state.

[0020] It is also planned that profile sleeves or an overmolding will be arranged between the inner and outer shafts of the steering shaft. These allow for a stable connection between the inner and outer shafts when manually steering in the second position, while requiring relatively simple manufacturing. Since the shafts only contact the profile sleeves, only the profile sleeves need to be replaced in case of wear.

[0021] Furthermore, the coupling element is designed as a star-shaped locking mechanism. The design with detents defines an azimuthal detent angle of the outer shaft corresponding to the detent. This allows for a reliable, rotationally fixed coupling of the coupling element and the outer shaft, and, when the locking element engages the coupling element, ensures secure axial guidance of the locking element.

[0022] According to a further embodiment, the positive locking element extends over an axial length of the coupling element. This allows the upper sleeve to be inserted deeper into the lower sleeve after engagement of the locking element and the positive locking element. This advantageously enables the decoupling of the inner and outer shafts to occur while the outer shaft is already locked. This, in turn, ensures the azimuthal positioning of the steering wheel in the locked position, which should correspond to the wheels being straight ahead.

[0023] Furthermore, the form-locking element is designed as a rectangular groove. This allows for a comparatively simple design of the locking element, while ensuring stable engagement and reliable guidance.

[0024] Additionally or alternatively, a steering shaft is provided in the steering column according to the invention, comprising an inner shaft and an outer shaft, wherein the inner shaft has a sliding element with an outer profile section, the inner shaft is at least partially arranged in the outer shaft, and the outer shaft is arranged to be axially displaceable relative to the inner shaft in the direction of a longitudinal axis between a stowed position and an operating position, wherein the outer shaft has a bearing means with an inner profile section, wherein the inner profile section corresponds to the outer profile section, and wherein, in the stowed position, the outer profile section is at least partially received in the bearing means. Thus, in the steering shaft according to the invention, in the stowed position, the outer profile section is at least partially, preferably completely, received in the bearing means.This protects the material of the sliding element because it is in a loaded state in both the stowed and operating positions due to contact with the bearing. Unwanted deformation and wear of the material caused by the unloaded state are thus prevented, resulting in a backlash-free connection between the outer and inner shafts in the operating position, after which the outer and inner shafts are torque-locked.

[0025] The stowed position, which corresponds to the first position, means in particular that the outer shaft, and thus preferably a steering wheel connected to the outer shaft, has been moved towards the inner shaft in such a way, especially telescopically, i.e., collapsibly, that the outer shaft projects into the passenger compartment of the motor vehicle to a lesser extent than in the operating position. Thus, the length of the steering shaft in the stowed position is shorter than in the operating position, since it is collapsed.

[0026] The operating position, which corresponds to the second position, means in particular that the outer shaft and thus preferably a steering wheel connected to the outer shaft has been moved away from the inner shaft, in particular telescopically, such that the outer shaft projects into a passenger compartment of the motor vehicle to a greater extent than in the stowed position, in order to make manual steering easier or possible for the driver.

[0027] According to a further advantageous embodiment of the steering shaft according to the invention, the bearing element is rotatably mounted in the outer shaft about the longitudinal axis. Due to the rotatable mounting of the bearing element in the outer shaft, the inner and outer shafts are decoupled with respect to torque transmission when the sliding element and the inner shaft are inserted into the bearing element, i.e., when the steering shaft is in the stowed position. Thus, the inner and outer shafts cannot rotate together. Preferably, the bearing element is fixed in the outer shaft in the direction of the longitudinal axis.

[0028] According to a further advantageous embodiment of the steering column according to the invention, the bearing means is designed as a sleeve.

[0029] This is advantageous because the bearing means can then be arranged in the shaft in a gap-free manner relative to the outer shaft.

[0030] According to a further advantageous embodiment of the steering shaft according to the invention, the outer shaft and the inner shaft are positively connected or coupled to each other in the operating position for the transmission of torque. The torque transmission from the outer shaft to the inner shaft, or vice versa, occurs via the sliding element; in other words, the torque flows through the sliding element. The positive connection with the sliding element of the inner shaft in the operating position is preferably achieved via a positive-locking section of the outer shaft. This contributes to both material protection and noise optimization. The positive-locking section is formed into the outer shaft by deformation, preferably after the bearing element has been inserted into the outer shaft.

[0031] According to a further advantageous embodiment of the steering shaft according to the invention, the outer shaft has a positive-locking section for positive connection with the sliding element of the inner shaft in the operating position. This contributes to both material protection and noise optimization. The positive-locking section is preferably formed into the outer shaft by forming the outer shaft, with the forming of the positive-locking sections taking place after the bearing element has been inserted into the outer shaft. The positive-locking sections are preferably designed as groove-like recesses.

[0032] According to a further advantageous embodiment of the steering shaft according to the invention, the positive-locking section is formed into the outer shaft by forming the outer shaft. Bearing means are preferably introduced into the outer shaft before the positive-locking section is formed. Within the scope of the invention, it is conceivable and also possible for the outer shaft to have several positive-locking sections, which are spaced apart from each other, particularly in the direction of the longitudinal axis.

[0033] According to a further advantageous embodiment of the steering shaft according to the invention, the bearing means comprises a metal or a plastic. Particularly preferably, the bearing means is formed from the metal or the plastic or a mixture thereof.

[0034] According to a further advantageous embodiment of the steering column according to the invention, the sliding element is designed as a profiled sleeve, wherein the profiled sleeve is immovably connected to the inner shaft. This improves the change from the operating position to the stowed position or vice versa. Furthermore, the profiled sleeve offers the advantage of providing a backlash-free coupling between the inner and outer shafts.

[0035] According to a further advantageous embodiment of the steering shaft according to the invention, the sliding element is designed as an overmolding of the inner shaft. In this way, the profile sleeve supports the positive locking connection with the bearing element, particularly in the case of an embodiment of the latter as a sleeve, without requiring further coupling with the inner shaft, thereby preventing material wear and / or instabilities of the steering shaft according to the invention.

[0036] Alternatively, the sliding element can also be provided as an overmolding made of a thermoplastic material.

[0037] According to a further advantageous embodiment of the steering shaft according to the invention, the bearing means has at least one positioning means for flush positioning of the outer profile section with the inner profile section along the longitudinal axis. This is advantageous because it improves the alignment of the bearing means with respect to the sliding medium.

[0038] Preferably, a motorized adjustment drive is arranged between the upper and lower coats, wherein this adjustment drive is designed to move the upper and lower coats back and forth between the first position and the second position.

[0039] In an alternative embodiment, it may be provided that the upper coat is manually adjustable relative to the lower coat, wherein a fixing device is further provided which is switchable between a release position and a fixing position, wherein in the release position the upper coat is adjustable relative to the lower coat and in the fixing position the upper coat is fixed relative to the lower coat.

[0040] An energy absorption device may be provided between the upper and lower mantles, being designed to absorb energy in a controlled manner in the event of a vehicle crash.

[0041] The invention is described below by way of example with reference to drawings, with further advantageous details being shown in the figures of the drawing.

[0042] Functionally identical parts are marked with the same reference symbols.

[0043] The figures in the drawing show, in detail: Fig. 1: A schematic representation of a steering system Fig. 2 a perspective view of a built-in steering column according to the invention Fig. 3: A steering column according to the invention in longitudinal section in the state for manual operation Fig. 4: Steering column off Fig. 3 in cross-section through the upper mantle Fig. 5: Steering column according to Fig. 3 in longitudinal section in the state for autonomous operation. Fig. 6: Excerpt from Fig. 5 with locked locking element Fig. 7: Component representation of inner and outer shaft.

[0044] Fig. Figure 1 shows a schematic representation of a steering system for a motor vehicle. This system comprises a steering column 1, which is connected to a steering gear 23 via an intermediate steering shaft 17. The steering column 1 has a steering shaft 26, at the rear end of which, relative to the direction of travel, a steering wheel 3 is attached. The steering shaft 26, comprising an outer shaft 4 and an inner shaft 5, is torque-coupled to an intermediate steering shaft 17, which is further coupled to a steering gear 23. The steering drive 16, 19, designed as an electromechanical servo unit, comprises an actuator motor and can be arranged at various points in the steering system, for example, on the steering column 1 or on the steering gear 23, although usually only one steering drive in the form of an electromechanical servo unit is provided.A steering torque is converted via a pinion 25 and a rack 24 into a translational movement of tie rods 22, thereby causing a steering angle of the steered wheels 21.

[0045] Fig. Figure 2 shows a perspective view of an installed embodiment of a steering column 1 according to the invention. An upper sleeve 8, designed as an inner sleeve, can be inserted into a lower sleeve 9, designed as an outer sleeve, thereby enabling the storage of a steering wheel 3 (not shown) in a retracted first position. In the stored state, the upper sleeve 8 is largely inserted into the lower sleeve 9. A longitudinal adjustment drive 28 is provided for axial displacement of the upper sleeve 8, which drives a threaded rod 29. The longitudinal adjustment drive 28 comprises an electric motor 281 and a gear unit 282. The steering wheel 3 can be coupled to an outer shaft 4 of a steering shaft, which is rotatably mounted within the upper sleeve 8 and can rotate about an axis of rotation 27.In the stowed position of the steering column, its rotation is blocked by a locking device 2 comprising a locking element 10. The locking element 10 is arranged on the lower casing 9 via a spring 12 and is guided within it to be slidable in a direction orthogonal to the axis of rotation 27.

[0046] The lower shell 9 is preferably supported by a console 100, the console being connectable to the motor vehicle. A motorized height adjustment drive 101 is provided between the console 100 and the lower shell 9, which is configured to pivot the shell 9 relative to the console 100 about a pivot axis and thus achieve height adjustment.

[0047] In the Fig. Figure 3 shows an embodiment of a steering column 1 according to the invention in longitudinal section in the state for manual operation in an operating position, corresponding to the second position of the upper sleeve 8. In this state, the steering column, or more precisely the upper sleeve 8, is in an unfurled position, with the upper sleeve 8 extended relative to the lower sleeve 9. The outer shaft 4 of the steering shaft is rotatably mounted within the upper sleeve 8 via a bearing 30, the bearing 30 being designed as a rolling bearing. An inner shaft 5 is also arranged within the upper sleeve 8. This inner shaft 5 is located at an axial end 34 in a first section 31 of the outer shaft 4 and is detachably connected to it. In the illustrated manual operating state of the steering column 1, the outer shaft 4 and inner shaft 5 are torque-locked, so that both rotate about a common axis of rotation 27 when the steering wheel 3 is turned.Within a second part 32 of the outer shaft 4, a sleeve 15 is arranged coaxially, being received in the outer shaft 4. As a further part of the locking device 2, a coupling element 6 is arranged on the outer shaft 4, which radially surrounds the outer shaft 4. The locking element 10 is pre-tensioned by a spring 12 and is in the unlocked state, that is, when the locking element 10 and the coupling element 6 are not engaged. The locking element 10 is slidably guided in an opening 900 of the outer shell 9.

[0048] Fig. 4: shows the steering column 1 from Fig. 3 in cross-section along line A - A, which is in the Fig. Figure 3 shows the radially partially nested outer and inner shafts 4 and 5, as well as the surrounding upper sleeve 8 and the axially partially surrounding lower sleeve 9. Also shown is the sleeve 15, which is manufactured such that it can receive the inner shaft 5 in a rotationally fixed manner when the inner shaft 5 is inserted into the outer shaft 4. In the illustrated embodiment, the coupling element 6 is designed as a locking star and radially surrounds the outer shaft 4. A positive locking element 7 is designed in the form of a rectangular groove 35 on the coupling element 6. The locking star can preferably be designed as an extruded or formed component.

[0049] In the Fig. 5: is the steering column of the Fig. Figure 3 shows a longitudinal section in the state for autonomous operation. In this illustration, the upper sleeve 8 is in a stowed position and the steering shaft is in a locked and decoupled position. The upper sleeve 8 is inserted into the lower sleeve 9. Thus, the axial end 34 of the inner shaft 5 is now arranged in a second section 32 of the outer shaft and is inserted into the sleeve 15 and connected to it in a rotationally fixed manner. A rotation of the inner shaft 5 now causes a rotation of the sleeve 15, which in turn is rotatable relative to the outer shaft 4 due to the acting torque. A rotation of the outer and inner shafts 4, 5 is therefore decoupled from each other in the illustrated position, so that the outer shaft 4 is rotatable relative to the inner shaft 5. The inner shaft 5 is rotated by the servo unit in the form of a steering drive during a steering maneuver. Thanks to the solution according to the invention, however, the outer shaft does not rotate with it. It remains stationary.The inner shaft 5 rotates together with the sleeve 15, which twists relative to the outer shaft 4. Due to the axial displacement of the upper sleeve 8 and the outer shaft 4 relative to the lower sleeve 9 and the inner shaft 5, the coupling element 6 is brought to the axial height of the locking element 10. The upper sleeve 8 accordingly has a recess in the form of an opening 800 at the axial position of the coupling element 6. This allows the locking element 10 to engage with the coupling element 6. The locking element 10 thus protrudes in the locked state, as shown in [reference]. Fig. 5 and Fig. The locking element 10 is shown in Figure 6, through the opening 900 of the lower sleeve 9 and through the opening 800 of the lower sleeve 8. In this illustration, the locking element 10 is designed as a locking bolt with a pyramidal or frustoconical geometry and engages in the positive locking element 7, thereby locking the coupling element 6 and preventing the outer shaft 4 from rotating. The steering wheel is thus locked, but the inner shaft 5 remains rotatable, allowing the transmission of a steering command, now automatically generated, by the servo unit to the wheels. The engagement of the locking element 10 in the positive locking element 7, and thus the locking of the steering wheel, occurs before the decoupling of the inner and outer shafts 5 and 4. This allows the azimuthal position of the locked components, particularly the steering wheel, to be fixed in a position that, with manual steering, corresponds to the wheels being straight ahead.

[0050] Fig. Figure 6 shows an excerpt from Fig. 5 with locked locking and coupling element 10, 6. Due to the preload of the spring 12 and its pressing against a counter surface 13 arranged on the upper sleeve 8 in the second, unloaded position, a spring force component acts radially inwards, i.e., in the direction of the steering shaft or inner shaft 5. The upper sleeve 8 has a first control surface 801 on its end face, which is the end face that is received in the lower sleeve 9. When the upper sleeve 8 is inserted into the lower sleeve 9, the recess 800 is brought to the axial height of the locking element 10. The preloaded spring 12 is thus enabled to relax into the recess 800 of the upper sleeve 8 by a radial movement of the locking element 10 in the direction orthogonal to the axis of rotation 27.The radially inward movement of the locking element 10 causes it to engage with the positive locking element 7, which in the illustrated embodiment is designed as a groove 37. This holds the locking element 10 in the locked position even when a torque is applied to the coupling element 6 – the coupling element 6 is no longer rotatable, and thus the outer shaft is also not rotatable. The angled design of the control surface 37, formed by the cylindrical surface of the locking element 10, relative to a surface 36 of the coupling element 6, facilitates the release of the locking mechanism when the upper sleeve 8 is moved into the second, extended position. A counter-control surface 38 of the upper sleeve 8, against which the locking element 10 presses when the upper sleeve 8 is extended, is not parallel to the contacted control surface 37 of the locking element 10.An advantageous embodiment is shown in which the control surface 37 and the counter-control surface 38 are arranged at an obtuse angle α to each other, particularly at an angle α between 10° and 75°. This facilitates the radial outward dissipation of a force, which causes the locking element 10 to be lifted by the application of the preload tension of the spring 12, thereby disengaging the locking element 10 and the positive locking element 7. When the upper sleeve 8 is inserted into the lower sleeve 9, a second control surface 37a of the locking element 10 interacts with the control surface 801 of the upper sleeve 8, so that when the upper sleeve 8 is inserted, the locking element 10 is pressed against the control surface 801 of the sleeve 8 by the second control surface 37a, thus moving the locking element 10 in a direction orthogonal to the axis of rotation 27.The control surface 37a and the control surface 801 of the shell 8 are arranged at an angle to each other, the angle preferably having a value between 10° and 75°.

[0051] Fig. Figure 7 shows a partially disassembled view of the steering shaft 26, which comprises the inner shaft 5 and outer shaft 4 with the coupling element 6 designed as a star-shaped locking mechanism. The illustrated embodiment clearly shows the coupling of the inner and outer shafts 5 and 4 during manual operation, as well as their decoupling when the inner shaft is coupled to the sleeve 15. The two sections 31 and 32 of the outer shaft 4 each have different profiles and inner radii; the second section 32 is circular and the first section 31 is polygonal. The inner shaft 5 is also polygonal. Two profiled sleeves 14 are arranged radially surrounding the inner shaft 5, the outer surface of which replicates the polygonal shape of the inner shaft 5. However, it is also possible to use only a single profiled sleeve, which is fixed to the inner shaft. The profiled sleeve, orProfile sleeves are preferably made of a plastic. In manual operation, the axial end 34 of the inner shaft 5 is located in the first section 31 of the outer shaft 4. The areas where the inner shaft 5 is surrounded by the profile sleeves 14 have enlarged circumferences corresponding to the width of the profile sleeves 14. Since the outer radius of the profile sleeve 14 is larger than the inner radius of the first section 31 of the outer shaft 4, the inner shaft 5 with the profile sleeves 14 cannot rotate relative to the outer shaft 4. Both are rotationally fixed, which is a prerequisite for manual operation of the steering column. The sleeve 15 is mounted within the second section 32 of the outer shaft 4. The sleeve 15 has an inner sleeve profile 33, which corresponds to an inner profile of the first section 31 of the outer shaft 4.When the steering wheel is stowed, the inner shaft 5 is inserted deeper into the outer shaft 4, and the axial end 34 is located in the second section 32 of the outer shaft 4 – the inner shaft 5 is inserted into the sleeve 15. The profiled sleeves 14 now form a positive fit with the inner sleeve profile 33, and the inner shaft 5 and sleeve 15 are rotationally fixed. Since the sleeve 15 is only slidably supported in the outer shaft 4, the sleeve can rotate relative to the outer shaft 4 when the inner shaft 5 rotates, and the rotation of the inner and outer shafts 5 and 4 is decoupled. In other words, the sleeve 15 is slidably supported in the outer shaft. Due to the now profile-sleeve-free section of the inner shaft 5 within the first section 31 of the outer shaft 4, there is no longer a positive fit between the two, and relative rotation is possible.In the preferred embodiment shown, the coupling element 6 radially surrounds the outer shaft 4 and is rotationally fixed to it. Furthermore, the rectangular groove 35 of the positive locking element 7 extends over an axial length of the coupling element 6. This allows the inner shaft 5 to be inserted deeper into the outer shaft 4 even when the locking element 10 and coupling element 6 are already locked. This enables the inner and outer shafts 5 and 4 to be decoupled only after locking. The... Fig. Figure 7 shows the outer shaft 4 after the first section 31 with the positive-locking profile has been formed into the outer shaft 4, with the sleeve 15 shown outside the outer shaft 4 only for clarity. The sleeve 15 is inserted into the outer shaft before the positive-locking profile of section 31 is formed into the outer shaft.

Claims

[1] Steering column (1) for a motor vehicle, comprising a steering shaft rotatably mounted in an upper sleeve (8), wherein a coupling element (6) is rotationally fixed to the steering shaft, which has at least one positive locking element (7), wherein the upper sleeve (8) is slidably received in a lower sleeve (9) and is slidable between a first position and a second position, wherein a locking element (10) is movably arranged on the lower sleeve (9), which engages with the positive locking element (7) in the first position and is disengaged in the second position, characterized by , that the locking element (10) has at least one control surface (37) which interacts with a counter-control surface (38) of the upper shell (8) in such a way that the locking element (10) is brought into or out of engagement with the positive locking element (7) by a displacement of the upper shell (8) relative to the lower shell (9). [2] Steering column (1) according to claim 1, characterized by , that the steering shaft comprises an outer shaft (4) and an inner shaft (5), wherein these are rotatable relative to each other in the first position and are torque-locked in the second position. [3] Steering column (1) according to claim 1 or 2, characterized by , that the upper mantle (8) has a recess through which the locking element (10) protrudes in the first position. [4] Steering column (1) according to one of the preceding claims, characterized by , that the locking element (10) is pre-tensioned by a spring (12). [5] Steering column (1) according to claim 2, characterized by , that profile sleeves (14) or an overmolding are arranged between the inner shaft (5) and the outer shaft (4) of the steering shaft. [6] Steering column (1) according to one of the preceding claims, characterized by , that the coupling element (6) is designed as a grid star. [7] Steering column (1) according to one of the preceding claims, characterized by , that the positive locking element (7) extends over an axial length (11) of the coupling element (6). [8] Steering column (1) according to one of the preceding claims, characterized by , that the positive locking element (7) is designed as a rectangular groove (35).

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