LOCKING MECHANISM FOR AN AXIALLY ADJUSTABLE STEERING COLUMN WITH AN ADJUSTING LEVER AND AXIALLY ADJUSTABLE STEERING COLUMN ASSEMBLY

Abstract

Locking mechanism (62) for an axially adjustable steering column with an adjusting lever (52), wherein the locking mechanism (62) comprises: a locking cam (66) comprising a hub (85), an upper arm (80) and a leg (82) defining a set of teeth (86), wherein the upper arm (80) and the leg (82) extend from the hub (85) in the same direction to define a space (S) between them, the upper arm (80) comprising an interface surface (81) facing the leg (82) and forming an interface with the adjusting lever (52) to move the locking cam (66) between a locked position and an unlocked position; and a pin (90) extending through the locking cam (66) to allow the locking cam (66) to pivot around the pin (90) between the locked position and the unlocked position, wherein in the locked position the set of teeth (86) of the leg (82) engages with a set of teeth (96) of the axially adjustable steering column, and in the unlocked position the set of teeth (86) of the leg (82) is spaced apart from the set of teeth (96) of the axially adjustable steering column; wherein the locking cam (66) further comprises a lower arm (88) which is positioned adjacent to the leg (82) such that the space (S) is positioned between the upper arm (80) and the lower arm (88), each of the upper arm (80) and the lower arm (88) comprising extensions (91a, 91b) which extend into the space (S).

Description

TECHNICAL FIELD

[0001] The following description concerns locking mechanisms, and more specifically a locking mechanism for a steering column assembly. BACKGROUND

[0002] A vehicle, such as a car, truck, SUV, crossover, minivan, watercraft, aircraft, off-road vehicle, recreational vehicle, or other suitable vehicles, includes various steering system schemes, such as steer-by-wire and driver interface steering. These steering system schemes typically include a steering column for translating a steering input into an output, which interacts with a steering linkage to ultimately cause the vehicle's wheels (or other elements) to turn the vehicle. Some steering columns are axially adjustable between positions to provide flexibility in the location of the handwheel and to enable more comfortable driving positions for drivers of different sizes or autonomous driving capability. Many axially adjustable steering columns further include tilt actuators that allow tilting movement about one or more pivot points.Telescoping steering columns with both tilt and axial movement can require a large amount of space to operate within the underlying structure.

[0003] In addition to providing adjustability, axially adjustable steering column assemblies can also include collapsing functionality for safety benefits during an energy absorption event. A locking mechanism is often required to hold a movable portion of the steering column assembly in a desired position after axial adjustment. One type of locking mechanism commonly used in the automotive industry is called a telescoping locking mechanism. When designing a telescoping locking mechanism, proper locked and unlocked states of the steering column must be ensured. The unlocked state must ensure the ability to achieve a full range of telescoping / axial adjustment.When locked, the steering column assembly must maintain a fixed telescoping / axial position during normal vehicle operating conditions. However, various measures may be implemented to ensure a required collapse condition and / or range of motion during a collapse event while under an area of ​​applied load.

[0004] Accordingly, there is a continuous need to improve the functional framework of locking mechanisms and thus improve installation space, load requirements and reliability.

[0005] US 2016 / 0 144 883 A1 discloses a steering column assembly and a detection assembly for detecting whether the steering column assembly is in a locked or unlocked state. The steering column assembly includes a steering shaft, an upper sleeve disposed therearound, a mounting bracket attached to the vehicle, a lever, and a lever position detection assembly. The mounting bracket selectively applies a clamping force to the upper sleeve. The upper sleeve, in turn, is operatively coupled to a band that absorbs energy by deformation in the event of an accident and has a plurality of teeth. The lever position detection assembly includes a cam assembly pivotable about a pin and having a biasing mechanism that biases the cam assembly into a locked position.The cam assembly further includes a locking tooth portion that engages the teeth of the band in a locked position, and an engagement flange with which the lever engages to rotate the cam assembly to an unlocked position. Further prior art is known from DE 10 2022 104 430 A1. SUMMARY

[0006] The object of the invention is to provide an improved locking mechanism for an axially adjustable steering column with an adjusting lever and an axially adjustable steering column assembly.

[0007] To achieve this object, a locking mechanism having the features of claim 1 and a steering column assembly having the features of claim 9 are provided. Advantageous embodiments of the invention can be found in the subclaims, the description, and the drawings.

[0008] One aspect of the disclosure includes a locking mechanism for an axially adjustable steering column having an adjustment lever, the locking mechanism comprising: a locking cam including a hub, an upper arm, and a leg defining a set of teeth, the upper arm and leg extending from the hub in a same direction to define a space therebetween, the upper arm including an interface surface facing the leg and interfacing with the adjustment lever to move the locking cam between a locked position and an unlocked position; and a pin extending through the locking cam to allow the locking cam to pivot about the pin between the locked position and the unlocked position.In the locked position, the set of teeth of the arm engages a set of teeth of the axially adjustable steering column. In the unlocked position, the set of teeth of the arm is spaced apart from the set of teeth of the axially adjustable steering column. The locking cam further includes a lower arm positioned adjacent to the arm such that the space is positioned between the upper arm and the lower arm, each of the upper arm and the lower arm including extensions extending into the space.

[0009] According to another aspect of the disclosure, an axially adjustable steering column assembly comprises: a first shell and a second shell, the second shell being axially movable relative to the first shell; a first set of teeth coupled to one of the first shell and the second shell; an adjustment lever pivotable between a locked position and an unlocked position, the adjustable lever including a tab;and a locking mechanism comprising: a locking cam including a hub, an upper arm, and a leg defining a second set of teeth, the upper arm and the leg extending from the hub in a same direction to define a space therebetween, the upper arm including an interface surface facing the leg and interfacing with the tab of the adjustment lever to move the locking cam between a locked position and an unlocked position;and a pin extending through the locking cam to allow the locking cam to pivot about the pin between the locked position and the unlocked position. In the locked position, the second set of teeth engages the first set of teeth. In the unlocked position, the second set of teeth is spaced from the first set of teeth. The tab of the adjustment lever extends into the space between the upper arm and the leg of the locking mechanism to contact the interface surface and move the locking mechanism from the locked position to the unlocked position. The locking cam further includes a lower arm positioned adjacent to the leg to define the space between the upper arm and the lower arm, each of the upper arm and the lower arm including extensions extending into the space.

[0010] The aspects of the present disclosure are disclosed in the following detailed description of the embodiments, the appended claims, and the accompanying figures. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The disclosure will best be understood from the following detailed description when read in conjunction with the accompanying drawings. It should be noted that, in accordance with common practice, the various features of the drawings are not to scale. On the contrary, the dimensions of the various features have been arbitrarily exaggerated or reduced for clarity. Fig. 1 schematically illustrates a steering system having an adjustable steering column assembly according to the principles of the present disclosure. Fig. 2 schematically illustrates a side view of the adjustable steering column assembly in a retracted position with an adjustment lever and a locking mechanism in a locked position. Fig. Figure 3 schematically illustrates a side view of the adjustable steering column assembly in an extended position with the adjustment lever and locking mechanism in an unlocked position. Fig. Figure 4 schematically illustrates an enlarged perspective view of the adjustment lever and the locking mechanism in the locked position. Fig. Figure 5 schematically illustrates an enlarged perspective view of the adjustment lever and the locking mechanism in the unlocked position. Fig. Figure 6 schematically illustrates a cross-sectional side view of the adjustment lever and the locking mechanism in the locked position. Fig. Figure 7 schematically illustrates a cross-sectional side view of the adjustment lever and the locking mechanism in the unlocked position. DETAILED DESCRIPTION

[0012] The following discussion is directed to various embodiments of the disclosure. Although one or more of these embodiments may be preferred, the disclosed embodiments should not be interpreted or otherwise used to limit the scope of the disclosure, including the claims. In addition, one skilled in the art will understand that the following description has broad application, and the disclosure of each embodiment is intended to be exemplary of that embodiment only and should not be construed to limit the scope of the disclosure, including the claims, to that embodiment.

[0013] As described, a vehicle such as a car, truck, SUV, crossover, minivan, watercraft, aircraft, off-road vehicle, recreational vehicle, or other suitable vehicles includes various steering system schemes, such as steer-by-wire and driver interface steering. These steering system schemes typically include a steering column for translating a steering input into an output, which interacts with a steering linkage to ultimately cause the vehicle's wheels (or other elements) to turn the vehicle. Some steering columns are axially adjustable between positions to provide flexibility in the location of the handwheel, to enable more comfortable driving positions for drivers of different sizes or to enable autonomous driving capability. Many axially adjustable steering columns also include tilt actuators that allow tilting movement about one or more pivot points.Telescoping steering columns with both tilt and axial movement can require a large amount of space to operate within the underlying structure.

[0014] In addition to providing adjustability, axially adjustable steering column assemblies can also include collapsing functionality, providing safety benefits during an energy absorption event. A locking mechanism is often required to hold a movable portion of the steering column assembly in a desired position after axial adjustment. One type of locking mechanism commonly used in the automotive industry is a so-called telescoping locking mechanism. When designing a telescoping locking mechanism, proper locking and unlocking of the steering column must be ensured. The unlocked state must ensure a full telescoping / axial adjustment range.When locked, the steering column assembly must maintain a fixed telescoping / axial position during normal vehicle operating conditions. However, during a collapse event, various measures may be implemented to ensure a required collapse condition and / or range of motion while under an applied load.

[0015] Now referring to the drawings in which the various embodiments are shown and described without limiting the same, the Fig. 1-7 illustrate embodiments of an axially adjustable steering column assembly including a locking mechanism with improved reliability and other operational advantages. The axial adjustability may result from relative movement between two or more sleeves that permit axial movement therebetween. For example, a first sleeve and a second sleeve move in a relative telescoping, sliding, or translational configuration.

[0016] Now at the beginning with reference to Fig. 1 generally illustrates a steering system 40 for a vehicle according to the principles of the present disclosure. The vehicle may include any suitable vehicle, such as a car, a truck, an SUV, a minivan, a crossover, any other passenger vehicle, any suitable commercial vehicle, or any other suitable vehicle. Furthermore, principles of the present disclosure may apply to other vehicles, such as aircraft, boats, trains, drones, or other suitable vehicles.

[0017] The steering system 40 may be configured as a driver interface steering system, an autonomous driving system, or a system enabling both driver interface and autonomous steering. The steering system may include an input device 42, such as a steering wheel, wherein a driver mechanically provides a steering input by turning the steering wheel. An airbag device 43 may be disposed at or near the input device 42. A steering column assembly 44 extends along an axis from the input device 42 to an output assembly 46. The output assembly 46 may include a pinion shaft assembly, an I-shaft, a universal joint, steer-by-wire components, or any other features conventionally disposed opposite the input device 42. The steering column assembly 44 may include at least two axially adjustable parts, e.g., a first shell 48 and a second shell 50, which are axially adjustable relative to each other.The first shell 48 and the second shell 50 may alternatively be configured as brackets, rails, or other members that permit axial movement therebetween. The axial movement may include sliding, telescoping, translational, and other axial movements. The steering column assembly 44 may include a bracket 51 that at least partially connects the steering column to the vehicle 10. An adjustable lever 52 may be operatively connected to one of the first shell 48, the second shell 50, or the bracket 51 to permit axial or tilt adjustment of the steering column assembly 44. In some embodiments, the behavior of the adjustable lever 52 may be controlled via a control system 300 that includes a CPU unit. In some embodiments, the behavior of the adjustable lever 52 may be manually controlled.

[0018] The steering column assembly 44 is movable between a range of positions from an extended position to a retracted position. In the extended position, the first shell 48 and the second shell 50 are moved axially away from each other such that the input device 42 is located closer to an operator of the vehicle. In the retracted position, the first shell 48 and the second shell 50 are moved axially toward each other such that the input device 42 is located farther from an operator of the vehicle. In some embodiments, the retracted position may correspond to the stowage of the input device 42. For example, it may be advantageous to place the input device 42 in a stowed position during autonomous driving.In some embodiments, the retracted position may be on the order of about 150 mm from the extended position, such as at least 100 mm or at least about 125 mm from the extended position. In some embodiments, the adjustable lever 52 causes axial movement between the first sleeve 48 and the second sleeve 50 for adjustment between the extended position and the retracted position. In some embodiments, the adjustable lever 52 causes a tilting or tilting movement of the steering column assembly 44.

[0019] A steering gear assembly 54 may be connected to the output assembly 46 via a steering gear input shaft 56. The steering gear assembly 54 may be configured as a rack and pinion steering gear, a recirculating ball-and-screw steering gear, or any other type of steering gear associated with autonomous and driver interface steering systems. The steering gear assembly 54 may then be connected to a drive axle 58 via an output shaft 60. The output shaft 60 may include a pitman arm and a sector gear or other conventional components. The output shaft 60 is operatively connected to the steering gear assembly 54 such that rotation of the steering gear input shaft 56 causes a responsive movement of the output shaft 60, thus causing the drive axle to turn the wheels 22.

[0020] The Fig. 2 and Fig. 3 generally illustrate the adjustable steering column assembly 44 with the adjustment lever 52 and a locking mechanism 62 in a locked position. The locking mechanism 62 includes an energy-absorbing strap 64 and a locking cam 66 that are engaged in the locked position and spaced apart in an unlocked position ( Fig. 5). The adjustable lever 52 includes a handle 68, which may comprise a U-shape and extends from a pivot end to a connecting end that is connected to one of the shells 48, 50 (e.g., the second shell 50) with a pin 70. The pin 70 may connect the adjustable lever 52 to the bracket 51. The adjustable lever 52 includes a tab 72 disposed between the pivot end and the connecting end and spaced adjacent to the locking cam 66. In operation, the adjustable lever 52 is moved from the locked position ( Fig. 2), in which the steering column assembly 44 cannot be adjusted, into an unlocked position ( Fig. 5) in which the steering column assembly 44 can be adjusted, with the tab 72 coming into contact with the locking cam 66 and forcing the locking cam 66 out of engagement with the energy absorbing belt 64. As such, the adjustable lever 52 does not directly interface with the energy absorbing belt 64, but instead locks and unlocks the steering column assembly 44 with the locking cam 66, which is a separate component. In the unlocked position, movement of the steering column assembly 44 is permitted, with the upper shell 48 being movable relative to the lower shell 50 along an axis A to move between the retracted position ( Fig. 2) and the extended position ( Fig. 3) to move. As it is in Fig. 2, for example, the upper shell 48 is shown in the retracted position, with a pin 90 extending through the locking cam 66 spaced a distance d1 from an end 65 of the strap 64. Once in the unlocked position, the upper shell 48 can be moved to the extended position before the locking cam 66 locks the upper shell 48 in place. As shown in Fig. 3, the upper shell 48 is in the extended position in which the pin 90 is spaced a second distance d2 from the end 65 of the strap 64, the second distance d2 being less than the first distance d1.

[0021] The Fig. 4 and Fig. 5 generally illustrate the adjustment lever 52 and the locking mechanism 62 in more detail. The locking cam 66 includes a hub portion 74 and a cam portion 76. It should be understood that the hub portion 74 and the cam portion 76 are each independent, separately formed components that are coupled together. However, it is contemplated and possible that the hub portion 74 and the cam portion 76 are formed together.

[0022] The hub portion 74 may include an upper arm 80 and a lower arm 88, the upper arm 80 having an interface surface 81 facing a first leg 82 of the cam portion 76, the interface surface 81 interfacing with the adjustment lever 52 to move the locking cam 66 between the locked position and the unlocked position. For example, the interface surface 81 is geometrically shaped and positioned such that it can be urged into and out of engagement with the tab 72. The hub portion 74 may define a channel 83 and include a tab 84 extending partially across the channel 83 to couple the hub portion 74 to the cam portion 76. In operation, the tab 72 may be in the locked position ( Fig. 2) be spaced from the interface surface 81 and can pivot in contact with the interface surface 81 when the adjustable lever 52 is actuated ( Fig. 3). When the tab 72 comes into contact with the interface surface 81, the locking cam 66 is pivoted into the unlocked position.

[0023] The cam portion 76 may include a hub 85, a first leg 82, and a second leg 87. Each of the first leg 82 and the second leg 87 extends from the hub 85 in separate directions. The first leg 82 may extend from the hub 85 in the same direction as the upper arm 80 of the hub portion 74 to define a space S therebetween. The first leg 82 may define a set of teeth 86 for engaging teeth 76 on the strap 64. The second leg 87 of the cam portion 76 is positioned in the channel 83 with the tab 84 extending thereover to couple the hub portion 74 to the cam portion 76. The lower arm 88 may be positioned adjacent to the first leg 82 such that the space S is further positioned between the upper arm 80 and the lower arm 88.Each of the upper arm 80 and the lower arm 88 may include extensions 91a, 91b extending toward each other into the space S.

[0024] The cam portion 76 is operatively connected to the second shell 50 by a pin 90 extending through the locking cam 66 to allow the locking cam 66 to pivot about the pin 90 between the locked position and the unlocked position. Each of the cam portion 76 and the hub portion 74 can engage apertures through which the pin 90 extends to allow each of the cam portion 76 and the hub portion 74 to pivot. Therefore, the hub portion 74 and the cam portion 76 are each pivotable about the pin 90, i.e., the same axis.

[0025] The locking mechanism 62 may further include a biasing member 92 in contact with the locking cam 66 to rotatably bias the locking cam 66 toward the locked position. The biasing member 92 may be a torsion spring extending around and surrounding the pin 90. The biasing member 92 may include an arm 93 extending away from the pin 90 so that it is positioned adjacent to the extension and thus abuts the extension of the lower arm 88 when the biasing member 92 is compressed. The biasing member 92 is compressed by the lower arm 88 of the cam portion 76 when the locking cam 66 is pivoted to the unlocked position, thereby biasing the locking cam 66 toward the locked position.The biasing force from the biasing member 92 urges the first leg 82 of the cam portion 76 downward, thereby urging the teeth 86 of the first leg 82 toward the axis A and into engagement with the teeth 96 on the energy absorbing belt 64.

[0026] The energy absorbing belt 64 defines a series of teeth 96 that mesh with the toothed portion 86 in the locked position. During an impact event, the energy absorbing belt 64 dissipates at least some of the kinetic energy of the collapsing first shell 48 and second shell 50 ( Fig. 2). For example, the energy-absorbing belt 64 may include a first straight portion 94, a curved portion (not shown) at one end of the first straight portion 94 that enters an opening of the second shell 50, to a second straight portion (not shown) connected to the first shell 48. In this example, the belt 64 absorbs energy via relative tension of the first straight portion 94 and the second straight portion and subsequent unwinding of the curved portion. However, in embodiments, the first straight portion 94 of the belt 64 may be directly coupled to the first shell 48. Alternatively, in some embodiments, the teeth 96 may be disposed directly on the first shell 48 or other components connected thereto.In each of the embodiments, the set of teeth 96 is coupled to the first shell 48 for axial movement with the first shell 48 and is prevented from movement in the locked position by the locking mechanism 62.

[0027] The adjustment lever 52 pivots about an axis defined by the pin 70 to move the locking mechanism 62 from the locked position to the unlocked position. The pin 70 can be pivotally coupled to the bracket 51 to pivotally couple the adjustment lever 52 to the bracket 51. The adjustment lever 52 moves along the axis to move the tab 72 toward the set of teeth 96. The tab 72 of the adjustment lever 52 extends into the space S between the upper arm and the leg of the locking mechanism 62 to contact the interface surface 81 and move the locking mechanism 66 from the locked position to the unlocked position.The tab 72 may include a tip 100, an edge 102 extending from the tip 100 to the handle 68 of the adjustment lever 52, a top surface 104, an angled surface 106 extending obliquely from the top surface 104 to the tip 100 and the edge 102, and may define a groove 108 in a bottom surface 110 opposite the top surface 104. The groove 108 spaces the bottom surface 110 from the lower arm 88 of the cam portion 76 to prevent the lower arm 88 from becoming wedged between the pin 90 and the tab 72, thereby preventing the tab 72 from binding to the cam portion 76. The edge 102 may extend from the tip 100 to the handle 68 so that it extends curved around the upper surface 104.The angled surface 106 extends from the tip 100 and the edge 102 so that it is inclined to the upper surface 104 and thus the tip 100 and the edge 102 are positioned closer to the set of teeth 96 of the belt 64 than the upper surface 104.

[0028] When moved between the locked position and the unlocked position, the adjustment lever 52 moves along the axis defined by the pin 70 to move the tab 72 closer to or farther from the teeth 96. In other words, the upper surface 104 of the tab 72 in the unlocked position is spaced a first distance from the set of teeth 96 that is greater than a second distance of the upper surface 104 from the second set of teeth 96 in the locked position.A thickness of the tab 72, defined by a distance between the upper surface 104 and the lower surface 110 of the tab 72, is greater than a difference between the first distance and the second distance discussed above, such that as the adjustment lever 52 moves closer to the teeth 96 when actuated, the change in thickness of the tab 72 along the angled surface 106 causes the tab 72 to contact the locking mechanism 66 and move the upper arm 80 of the cam portion 74 away from the teeth 96, moving the locking mechanism 66 to the unlocked position.Upon movement from the locked position to the unlocked position, the interface surface 81 of the upper arm 80 contacts the angled surface 106 and moves along the angled surface 106 toward the upper surface 104 of the tab 72, pivoting the locking mechanism 66 toward the unlocked position, as shown in FIGS. Fig. 5 and Fig. 7. The shape and rotational and axial movement of the tab 72 result in force vectors that efficiently transmit movement of the tab 72 to the locking mechanism 66. In particular, the shape and movement of the tab 72 contact and move the locking mechanism 66 on the upper arm 80 of the cam portion 74 to utilize the cam portion 74 as a lever arm, rotating the locking mechanism 66 to the unlocked position with minimal resistance.

[0029] The above-described embodiments, implementations, and aspects have been described to facilitate an easy understanding of the present disclosure and do not limit the present disclosure. Rather, the disclosure is intended to cover various modifications and equivalent arrangements that fall within the scope of the appended claims, which scope is to be given the broadest interpretation to encompass all such modifications and equivalent structures as permitted by law.

Claims

[1] Locking mechanism (62) for an axially adjustable steering column with an adjusting lever (52), the locking mechanism (62) comprising: a locking cam (66) comprising a hub (85), an upper arm (80), and a leg (82) defining a set of teeth (86), the upper arm (80) and the leg (82) extending from the hub (85) in the same direction to define a space (S) therebetween, the upper arm (80) including an interface surface (81) facing the leg (82) and interfacing with the adjustment lever (52) to move the locking cam (66) between a locked position and an unlocked position; and a pin (90) extending through the locking cam (66) to allow the locking cam (66) to pivot about the pin (90) between the locked position and the unlocked position, wherein in the locked position the set of teeth (86) of the leg (82) engages with a set of teeth (96) of the axially adjustable steering column, and in the unlocked position, the set of teeth (86) of the leg (82) is spaced from the set of teeth (96) of the axially adjustable steering column; wherein the locking cam (66) further comprises a lower arm (88) positioned adjacent to the leg (82) such that the space (S) is positioned between the upper arm (80) and the lower arm (88), each of the upper arm (80) and the lower arm (88) comprising extensions (91a, 91b) extending into the space (S). [2] The locking mechanism (62) of claim 1, wherein the locking cam (66) includes a hub portion (74) encompassing the leg (82) and a cam portion (76) encompassing the upper arm (80), each of the hub portion (74) and the cam portion (76) being an independent, separately formed component. [3] The locking mechanism (62) of claim 2, wherein the hub portion (74) further comprises the hub (85) and a second leg (87) extending from the hub (85) in a separate direction from the leg (82), and the cam portion (76) defines a channel (83) and includes a tab (84) extending partially across the channel (83), the second leg (87) of the hub portion (74) being positioned in the channel (83) with the tab (84) extending thereover to couple the cam portion (76) to the hub portion (74). [4] The locking mechanism (62) of claim 2, wherein the pin (90) extends through the cam portion (76) to allow the cam portion (76) to pivot. [5] The locking mechanism (62) of claim 1, further comprising a biasing member (92) in contact with the locking cam (66) to rotatably bias the locking cam (66) into the locked position. [6] The locking mechanism (62) of claim 5, wherein the biasing member (92) comprises an arm (93) positioned adjacent the extension (91b) of the lower arm (88) so as to abut the extension (91b) when the biasing member (92) is compressed. [7] The locking mechanism (62) of claim 5, wherein the biasing member (92) comprises a torsion spring. [8] The locking mechanism (62) of claim 7, wherein the torsion spring at least partially surrounds the pin (90). [9] Axially adjustable steering column assembly (44) comprising: a first shell (48) and a second shell (50), the second shell (50) being axially movable relative to the first shell (48); a first set of teeth (96) coupled to one of the first shell (48) and the second shell (50); an adjustment lever (52) adjustable between a locked position and an unlocked position, the adjustment lever (52) comprising a tab (72); and a locking mechanism (62) comprising: a locking cam (66) comprising a hub (85), an upper arm (80), and a leg (82) defining a set of teeth (86), the upper arm (80) and the leg (82) extending from the hub (85) in the same direction to define a space (S) therebetween, the upper arm (80) including an interface surface (81) facing the leg (82) and interfacing with the adjustment lever (52) to move the locking cam (66) between a locked position and an unlocked position; and a pin (90) extending through the locking cam (66) to allow the locking cam (66) to pivot about the pin (90) between the locked position and the unlocked position, wherein in the locked position the second set of teeth (86) engages the first set of teeth (96), and in the unlocked position, the second set of teeth (86) is spaced from the first set of teeth (96); and wherein the tab (72) of the adjustment lever (52) extends into the space (S) between the upper arm (80) and the leg (82) of the locking mechanism (62) to contact the interface surface (81) and move the locking mechanism (62) from the locked position to the unlocked position; and wherein the locking cam (66) further comprises a lower arm (88) positioned adjacent to the leg (82) such that the space (S) is positioned between the upper arm (80) and the lower arm (88), each of the upper arm (80) and the lower arm (88) comprising extensions (91a, 91b) extending into the space (S). [10] The steering column assembly (44) of claim 9, wherein the adjustment lever (52) further comprises a handle (68) coupled to the tab (72), and the tab (72) comprises a tip (100), an edge (102) extending from the tip (100) to the handle (68) of the adjustment lever (52), and a top surface (104), wherein an angled surface (106) extends obliquely from the top surface (104) to the tip (100) and the edge (102). [11] The steering column assembly (44) of claim 10, wherein upon movement from the locked position to the unlocked position, the interface surface (81) of the upper arm (80) contacts the angled surface (106) and moves along the angled surface (106) toward the upper surface (104) of the tab (72), pivoting the locking cam (66) toward the unlocked position. [12] The steering column assembly (44) of claim 10, wherein the tab (72) defines a groove (108) in a lower surface (108) opposite the upper surface (104). [13] The steering column assembly (44) of claim 10, wherein when the adjustment lever (52) pivots about an axis to move the locking mechanism (62) from the locked position to the unlocked position, the adjustment lever (52) moves along the axis to move the tab (72) toward the first set of teeth (96). [14] The steering column assembly (44) of claim 13, wherein the upper surface (104) of the tab (72) in the unlocked position is spaced a first distance from the first set of teeth (96) that is greater than a second distance of the upper surface (104) from the first set of teeth (96) in the locked position. [15] The steering column assembly (44) of claim 9, wherein the locking cam (66) includes a hub portion (74) encompassing the leg (82) and a cam portion (76) encompassing the upper arm (80), each of the hub portion (74) and the cam portion (76) being an independent, separately formed component. [16] The steering column assembly (44) of claim 15, wherein the hub portion (74) further comprises the hub (85) and a second leg (87) extending from the hub (85) in a separate direction from the leg (82), and the cam portion (76) defines a channel (83) and includes a tab (84) extending partially across the channel (83), the second leg (87) of the hub portion (74) being positioned within the channel (83), the tab (84) extending thereover to couple the cam portion (76) to the hub portion (74). [17] The steering column assembly (44) of claim 9, further comprising a biasing member (92) in contact with the locking cam (66) to rotatably bias the locking cam (66) to the locked position. [18] The steering column assembly (44) of claim 17, wherein the biasing member (92) comprises a torsion spring. [19] Steering column assembly (44) according to claim 18, wherein the torsion spring at least partially surrounds the pin (90).

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