Positive lock and breakaway device

Abstract

An assembly including a gear plate having an elongated body adapted to be positioned on an exterior surface of a column tube of a steering column assembly. The assembly may include a column tube with one or more openings. The gear plate may be secured to the column tube with one or more shear elements extending from the gear plate into one or more corresponding openings in the column tube. The assembly may include one or more energy absorption features including any combination of energy absorption plates, shear elements, and / or bumps extending from the column tube.

Description

POSITIVE LOCK AND BREAKAWAY DEVICECLAIM OF PRIORITY

[0001] This application claims the benefit of U.S. Provisional Application No. 63 / 567,020, filed on March 19, 2024, the contents of which is incorporated by reference in its entirety for all purposes.FIELD

[0002] In general, the present teachings relate to an improved steering column assembly and methods associated with the same. More particularly, the present teachings are directed to an internally collapsible tilt and / or telescopically adjustable steering column system.BACKGROUND

[0003] During a vehicle collision, there are commonly two impacts. In a primary impact, the vehicle impacts another object. In a secondary impact, a vehicle occupant impacts a component of the vehicle. For example, a vehicle operator sometimes impacts the steering wheel due to inertia. To help try to protect drivers from such secondary impacts, it has become common practice to use an impact-absorbing type steering column. A collapsible steering column system is an example of an impact-absorbing type steering column.

[0004] The structure of an impact-absorbing type steering column apparatus is such that when the driver suffers a secondary impact, the impact energy acts on the steering column in the frontward direction of the vehicle. The steering column or portions thereof may detach from one or more fixation points with the vehicle body and move forward (e g , in a collapse stroke), so that the impact energy is absorbed in the course of the collapse stroke. An external collapsing column assembly is an example of a system in which the entire column will translate relative to its fixation points. An internal collapsing column assembly typically will be fixed at one or more fixation points near one of the ends of the assembly within the vehicle. During a collapse stroke from a secondary impact, components of the assembly will longitudinally collapse (e.g., generally within the volume it occupies within the vehicle in normal operation; that is, generally within its “footprint” in the vehicle), but generally will not collapse beyond a certain distance relative to a predetermined fixation point. An internal collapsing system thus has a stroke but may remain fixed to the vehicle at the one or more fixation points.

[0005] For many applications, steering column assemblies incorporate one or both of a tilt or telescopic function. For these applications, it is common to employ levers for manualperformance of such functions by a vehicle user. By way of example, in what is known as a “manual rake and reach” steering column assembly, the assembly will have both a tilt (“rake”) and a telescopic (“reach”) function, with a lever provided for a vehicle user to manually release for affording rake and reach adjustment to a selected position, and then to re-engage for fixing the steering column in the selected position.

[0006] Some current assemblies have an energy absorption plate or strap in an energy absorption assembly. Some assemblies have a breakaway feature or device that requires the use of attachment features located within the deformation range of the energy absorption plate or strap. Features in this region may affect the collapse load of the column.

[0007] While existing assemblies may operate for their intended purposes, such as to provide tilt and / or telescoping adjustment while also absorbing energy during an impact, there remains a need for alternative assemblies that ease manufacturing and / or assembly, simplify the construction, provide controlled shear to provide predictability, or a combination thereof.SUMMARY

[0008] The present teachings make use of a simple, yet elegant, construction approach by which relatively few components can be employed for achieving a steering column assembly, such as a collapsible steering column assembly. The steering column assembly may be an adjustable (e.g., for rake and / or reach) steering column assembly. For example, though having applicability to externally collapsing assemblies (which are contemplated within the present teachings), the steering column assembly herein may be an internally collapsible assembly. Within the present teachings, there is envisioned a collapsing steering column assembly having any combination of the following features in the following paragraphs.

[0009] The present teachings may include a gear plate having an elongated body adapted to be positioned on an exterior surface of a column tube of a steering column assembly. The gear plate may include one or more shear elements extending from the elongated body.

[0010] The present teachings may include a column tube. The gear plate may be secured or positioned upon the column tube. For example, one or more shear elements may extend from the gear plate into an opening in the column tube. The shear elements may be adapted to shear upon forward translation of the column tube upon an impact exceeding a threshold load (e g., about 500 N or more, about 10,000 N or less, or any range or value therebetween). The one or more shear elements may include a fuse to allow for controlled breakaway of the gear plate from the column tube. The fuse may be a thinned or hollow portion within or around theshear element.

[0011] The present teachings may include a locking cam The locking cam may rotate to engage and disengage with the gear plate. The gear plate may include a surface that engages with a portion of the locking cam. For example, the gear plate may include a first surface having a toothed or textured surface. The locking cam may have a toothed or textured portion having a generally complementary shape to the toothed or textured surface of the gear plate to allow the gear plate and locking cam to become engaged in a locked position.

[0012] A tilt bolt may be received within an opening in the locking cam. The opening may include one or more ridges that engage with the tilt bolt (e.g., at a keyed feature of the tilt bolt, such as a flat surface) to unlock the assembly. The assembly may include a locking cam and a rotational member. A tilt bolt may be received within the rotational member. The rotational member may control rotation of the locking cam into the unlocked position.

[0013] The present teachings may include a spring that assists in locking the assembly. The spring may engage with the locking cam to urge the locking cam into engagement with the gear plate.

[0014] The present teachings include assemblies and / or methods of absorbing energy during an impact exceeding a threshold load. These assemblies and / or methods may include an energy absorption plate. Deformation of the energy absorption plate may be guided by a guide structure. The energy absorption plate may be attached to or extending from a gear plate. The energy absorption plate may be separate from the gear plate (e.g., at a location forward of the gear plate within a steering column assembly). An assembly and / or method of absorbing energy may include a gear plate having one or more shear elements extending from the gear plate into an opening in a column tube. During an impact exceeding a threshold load, the shear elements may shear, causing the gear plate to break away from the column tube. Energy absorption may be achieved or load may be controlled via one or more bumps extending from an outer surface of a column tube of a steering column assembly. The bumps may contact another portion of the steering column assembly, such as the gear plate, especially during an impact exceeding a threshold load. The bumps may be received within and / or contact one or more channels in the gear plate. The column tube may include one or more openings for receiving any debris from the bumps contacting the gear plate.

[0015] As can be seen, it is thus possible to realize a unique assembly (and associated methods) that enable a steering column assembly to adjust (e.g., tilt, telescope, or both), that ease assembly, reduce the number and / or size of necessary parts, that provide for energy absorptionand / or breakaway during an impact exceeding a threshold load, or a combination thereof.BRIEF DESCRIPTION OF THE DRAWINGS

[0016] FIG. 1 is a perspective view of an illustrative steering column assembly in accordance with the present teachings.

[0017] FIG. 2 illustrates portions of an exemplary adjustment subassembly in accordance with the present teachings.

[0018] FIG. 3 illustrates portions of an exemplary adjustment subassembly in accordance with the present teachings.

[0019] FIG. 4 illustrates an exemplary locking cam in accordance with the present teachings.

[0020] FIGs. 5A and 5B illustrate an exemplary gear plate in accordance with the present teachings.

[0021] FIG. 6 illustrates locking and unlocking of the energy absorption subassembly in accordance with the present teachings.

[0022] FIG. 7 illustrates a tilt bolt within a locking cam in accordance with the present teachings.

[0023] FIGs. 8A and 8B illustrate an exemplary adjustment subassembly in accordance with the present teachings.

[0024] FIG. 9 is a side partial cutaway view of an exemplary steering column assembly in accordance with the present teachings.

[0025] FIG. 10 is an exemplary adjustment subassembly with an energy absorption plate in accordance with the present teachings.

[0026] FIGs. 11 A and 11 B illustrate energy absorption through features formed in a column tube.DETAILED DESCRIPTION

[0027] As required, details of the present teachings are disclosed herein; however, it is to be understood that the disclosed teachings are merely examples that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Some features may be omitted for clarity. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present teachings.

[0028] The present teachings may include features of the steering column assembly (e.g., a positive lock assembly) of U.S. Publication No. 2021 / 0394816, the contents of which areexpressly incorporated by reference in its entirety for all purposes herein.

[0029] In general, and as will be appreciated from the description that follows, the present teachings pertain to a steering column assembly. The steering column assembly may include a mounting portion for securing the steering column assembly in a vehicle in a fixed operational position. The assembly may have a collapsing and / or telescoping portion, at least a portion of which is adapted to travel forward relative to the mounting portion, while the mounting portion stays generally in its fixed operational position (e.g., any travel of the mounting portion may be controlled and / or limited to an amount of about 50 mm or less, about 20 mm or less, or about 10 mm or less). Among its basic concepts the teachings are directed to a steering column assembly that, in the event of an impact such as a secondary impact that results in a load of a certain threshold amount (e.g., a load of about 0.5 kN or more or about 2 kN or more; a load of about 10 kN or less or about 6 kN or less, or any range or value therebetween), may be adapted so that at least a portion of the collapsing portion travels forward within the vehicle. The forward travel may be in a telescopic manner (e.g., at least one first structure that is operatively connected to a steering wheel (such as a column tube) may advance forward (e.g., along an axis that is generally parallel with (such as within about 10° of being parallel with) a vehicle longitudinal axis) in a vehicle relative to at least one second structure that may at least partially surround the at least one first structure (e.g., a column housing)).

[0030] During an impact (such as a secondary impact), the structures of the present teaching may be configured to include a suitable combination of elements arranged in a manner so that a column tube, steering shaft, or both, is able to translate forward longitudinally relative to the column housing.

[0031] The teachings, in general, also envision the possible use of one or more energy absorption devices or assemblies. The energy absorption devices or assemblies may be a suitable device adapted to deform elastically, plastically, and / or elastically and plastically. In the course of deforming, the energy absorption devices are thus adapted to absorb energy by way of the deformation. The energy absorption device may be operatively connected or located between or among two or more components. It may be configured so that it limits relative movement between or among two or more components.

[0032] The teachings envision that the steering column assembly may include a tilt or rake adjustment that is adapted to allow a user to select an angle of inclination of a steering wheel, a reach adjustment that is adapted to allow a user to select an appropriate fore-aft position of the steering wheel, or both. In general, any such adjustment may be controlled by a suitable useroperating device (e.g., a lever, an electromechanical actuator, motor, or otherwise). For a manually operated system, a lever or other user operating device may be adapted to control a force applied to maintain the collapsing portion in a user selected position. For example, a lever or other user operating device may be in operative engagement with one, two, or more mechanisms to releasably (and possibly adjustably as well) secure two or more components of the collapsing portion together. In particular, with respect to adjustment of the tilt of the assembly, securing may be realized by a suitable securing member (e.g., an elongated force applying member), such as a bolt (e.g., a tilt bolt), rod, strap, bar, band, wedge, cam, or other suitable member, or a combination thereof. For instance, the securing member may be adapted, upon actuation of the user operating device to cause a cam or rotational member to rotate and engage with another feature of the assembly, such as a gear plate, to secure the steering wheel in a desired position. Upon actuation of the user operating device, a surface (e.g., a toothed portion) of the cam or rotational member may be brought out of or pushed into engagement with one or more engagement features (e.g., another toothed portion) located on or attached to a column tube (e.g., a gear plate attached to a column tube), selectively allowing for telescoping adjustment and / or locking.

[0033] In examples illustrated, teachings describe aspects useful for an internally collapsing steering column assembly for an automotive vehicle. In general, an assembly of the teachings herein may include a steering shaft (e.g , one that can be coupled with a steering wheel or other steering device) and / or a column tube that supports the steering shaft (e.g., via one or more bearings). A column housing may be employed. It may be adapted to telescopically couple with the column tube (e.g., each may have a longitudinal axis that is generally parallel or even coaxial with each other). One or more brackets may be employed for at least partially securing either or both of the column tube or the column housing to the vehicle (e.g., to a cross-vehicle structure). The bracket or one or more tilt plates may include a suitable portion (e.g., a slot such as a generally vertically oriented slot) adapted to provide a guide structure for a tilt function. A user operating device, such as a lever, may be employed for allowing a user to manually operate and / or adjust the assembly. An electromechanical device that applies or releases a force in response to a signal from an operation switch may be employed. The steering column assembly may be configured so that in the event of a threshold load realized during an impact such as a secondary impact, at least a portion the assembly (e g., the column tube, steering shaft, steering wheel, or a combination thereof) is able to translate forward from its typical operational position. Therefore, the column tube may thus be rendered able to translate forward relative to the columnhousing, carrying with it the steering wheel attached. As a result, it can be seen that it is possible that the steering wheel is rendered able to translate forward, e g , away from the user

[0034] The teachings address an assembly that may typically include a column tube, a steering shaft, a bracket, a column housing, and a steering wheel adjustment subassembly (e.g., a manually operated steering wheel adjustment subassembly). The steering wheel adjustment subassembly may include a lever (as discussed, or some other user operating device) adapted for actuating (e.g., manually actuating) the subassembly via tilt, telescoping, or both. One or more motors may be used instead of or in addition to manual actuation via a lever. For example, one or more motors or other electromechanical actuators may cause tilt, telescoping, or both. It is contemplated that a lever may be used to cause a tilt or telescoping function, while a motor or other electromechanical actuator may be used to cause the other of the tilt or telescoping function. At least one engagement member (e.g., a locking cam) may be brought into and out of engagement with the column tube or a structure secured thereto (e.g., a gear plate) for selectively locking the steering shaft into a position (e.g., telescoped position) desired by a user (e.g., via the lever). One or more rotational members may be brought into and out of engagement (e.g., via interference) with a wall of a tilt plate defining a vertical slot for adjustment of the tilt position desired by a user (e.g., via the lever). During an impact such as a secondary impact, the column housing remains in a generally fixed position relative to a forward pivot mounting location (e.g., any forward translation is limited to a relatively small amount (e.g., about 20 mm or less or about 10 mm or less)).

[0035] One or more suitable brackets may be employed within the steering column assembly. Any such bracket may include a portion for mounting the steering column assembly within a vehicle (e.g., it can be secured to a vehicle structure, such as a cross vehicle beam, instrument panel, or otherwise). The bracket may have a portion that at least partially adjoins the steering shaft support structure (e.g., the column tube, the column housing or both). For example, a bracket may include or be joined to one or a plurality of downward depending (downwardly oriented) walls (e.g., tilt plates) that define a tilt portion of the bracket. One or more of the downward depending walls (e.g., tilt plates) may be adapted to provide a structure that has an elongated slot that provides guidance for the tilt function (e.g., it provides a guide path for a securing member such as a tilt bolt as it travels during adjustment; it may thus limit upward and downward travel). The bracket may be an integrated structure so that the tilt portion and the mounting portion are a single structure (e.g., a casting, a stamping, or a combination thereof). The bracket may be made of separate structures that are assembled together to define themounting and tilt portions in a single structure. The mounting portion may be omitted and / or may be located elsewhere within the steering column assembly The tilt portion may be omitted A mounting bracket may be employed separately from a structure defining a tilt portion. Examples of brackets that may be employed, in addition to the examples described herein, include those of U.S. Publication No. 2010 / 0300238 (the entirety of which is incorporated by reference for all purposes; see, e.g., description of bracket 20); U.S. Patent No 6,467,807, the entirety of which is incorporated by reference in its entirety for all purposes (see, e.g., description of brackets 6 and 7 and associated structure).

[0036] One or more brackets (e.g., tilt brackets), tilt plates, or a combination thereof may be employed and adapted for receiving at least a portion of a steering shaft support structure (e.g., at least a portion of the column tube, the column housing, or both), and / or for mounting the steering column assembly within the automotive vehicle By way of example, a tilt bracket of the present teachings may include an upper portion that is adapted to be secured to a vehicle structure, such as a cross vehicle beam, instrument panel, or otherwise. The bracket (e.g., tilt bracket) may have a pair of generally opposing downwardly oriented or projecting walls (e.g., tilt plates). The bracket (e.g., tilt bracket) may have a structure or may be joined directly or indirectly to one or more plates that at least partially flank at least a portion of the steering shaft support structure (e.g., the column tube). The bracket (e.g., tilt bracket) may include or be joined directly or indirectly to a pair of opposing side walls, an upper wall that is configured to attach to the vehicle (e.g., to a cross vehicle beam, an instrument panel, or other suitable structure), or a combination thereof. The side walls may project outward relative to the upper wall (e.g., they may be generally orthogonally or obliquely disposed relative to the upper wall). The bracket (e.g., tilt bracket) may have a single downwardly projecting or oriented wall. The bracket (e.g., tilt bracket) may be disposed laterally above and outward relative to an opposing portion of the column housing.

[0037] It is possible that the teachings herein can be employed for steering column assemblies that are not adjustable, but which still require the ability to collapse. In such instances, there will be no rake or reach adjustment hardware. However, the concepts herein may still be adapted to achieve collapse. A mounting bracket may secure one or both of a column housing, or a column tube, to a vehicle. An energy absorption device may be employed to limit forward travel of one or more components of the steering column assembly, such as the column tube, steering shaft, or both.

[0038] A column housing may be pivotally mounted at a pivot mounting location (e.g., apermanently fixed mounting) within the automotive vehicle. The pivot mounting location may, for example, be at or within about 20, about 30, about 40, or about 50 mm of a forward end of the column housing. The pivot mounting location may be on an underside of the column housing, on a top side of the column housing, or at some location in between the topside and the underside of the column housing.

[0039] The column housing may at least partially surround a column tube. The column housing may have one or more projections or other structure to receive a biasing device (e.g., a spring) that connects the column housing with the tilt bracket. For example, the column housing may include one or more posts for receiving the end(s) of a biasing member, such as a spring. The column housing may be a cast structure (e.g., including a metal such as aluminum, magnesium, zinc, and / or iron (e.g., steel)).

[0040] During a secondary impact, the column housing may remain in a generally fixed position relative to the pivot mounting location. It may be secured in such a way that it translates forward a relatively small amount (e.g., about 50 mm or less, about 20 mm or less, or about 10 mm or less).

[0041] The column housing may include one or more features that at least partially surround another component of the steering column assembly. Such feature may hold the component in place with the column housing during a secondary impact or impact exceeding a threshold load. For example, the column housing may include a feature such as a slot, groove, channel, flange, partially enclosing feature, overhang, or a combination thereof. This feature may at least partially surround a gear plate. This feature may reduce or prevent radial separation of the gear plate from the column tube.

[0042] The assemblies as described herein generally will include a tube that is operatively connected with a steering wheel (not shown), e.g., via a steering shaft. One such tube, referred to herein as a column tube, typically will have a hollow cavity along at least a portion of (if not the entirety of) the length of the tube and may be sized and configured to receive and support a rotatable shaft, such as a steering shaft and / or possibly one or more bearings. Both the shaft and the tube will have a longitudinal axis. When installed in a vehicle, the longitudinal axis of each the shaft and the tube (as well as the steering column assembly in general) may be generally coaxially aligned, aligned generally parallel with a longitudinal axis of a vehicle, or each. The shaft and the column tube may be made of or otherwise include a suitable metal, such as one or more of iron (e.g., steel), magnesium, zinc, or aluminum.

[0043] The column tube may be generally hollow. The column tube may be generally cylindrical.The column tube may have a generally rounded cross-section. For example, the cross-section may be generally circular The cross-section may have an oval shape The column tube may have a non-circular cross-section. For example, the column tube may have one or more straight portions in its cross-sectional shape. The column tube may have one or more angled portions in its cross-sectional shape. For example, the column tube may have a square or rectangular crosssection. It may have a forward end portion and a rearward end portion, and a longitudinal axis. Either or both of the forward or rearward end portion may include a suitable bearing that supports the steering shaft for rotation.

[0044] The steering shaft may have a rearward end portion adapted to receive a steering wheel (not shown). It may have a forward end portion that penetrates through and may be supported by a bearing, a key lock collar, or both. As noted, the steering shaft may be supported for rotation at least in part by the column tube and have a longitudinal axis that may be generally coaxially aligned with the longitudinal axis of the column tube.

[0045] The column tube may include one or more features that disrupt the continuity of the inner and / or outer surface of the column tube (e.g., thus disrupting a generally smooth surface). The column tube may include one or more projections from the column tube surface (e.g., the column tube outer surface). The column tube may include one or more voids in its surface (e.g., in the column tube outer surface, column tube inner surface, or extending through the thickness from the inner surface to the outer surface). The column tube may include one or more openings for receipt of debris or other portions of the steering column assembly. The column tube may include one or more thinned portions or areas. The column tube may include one or more thicker portions or areas. The column tube may include one or more integrally formed features. The column tube may include one or more features secured thereto (e.g., secured to the outer surface of the column tube or secured via fastener penetrating the column tube).

[0046] The column tube may include one or more extensions, projections, or bumps (for simplicity, referred to as bumps hereafter) extending from the outer surface. The bumps may act to engage with, be received within, shave, bite into, and / or cut into another element within the steering column assembly (e.g., a polymeric material, a plate, such as a gear plate, a channel, or combination thereof). This may occur, for example, during an impact exceeding a threshold load where the column tube translates forward within the steering column assembly.

[0047] The column tube may have one or more bumps, two or more bumps, or three or more bumps. The column tube may have 10 or fewer bumps or five or fewer bumps. The bumps may be formed integrally with the column tube. The bumps may be separately affixed to the columntube. The bumps may be formed of the same material as the column tube. The bumps may be formed of a different material as the column tube The bumps may be secured to or integrally formed in the column tube in such a way that the bumps are not removed or do not disengage from the column tube in the event of an impact exceeding a threshold load.

[0048] One bump may be generally the same shape as another bump. The bumps may be dissimilar shapes. One bump may be generally the same height (as measured from the outer surface of the column tube immediately beneath the peak to the peak of the bump) as another bump. One bump may be generally higher than or lower than the height of another bump. The bumps may have one or more points, corners, peaks, sharp portions, or a combination thereof. The bumps may have a shape that allows it to engage with, be received within, shave, bite into, and / or cut into another portion of the assembly, such as a gear plate.

[0049] The one or more bumps may be located in a rearward direction of the column tube relative to the element of the steering column assembly the bumps are adapted to contact (e.g., during an impact exceeding a threshold load). In such case, as the column tube translates forward (e.g., during this impact exceeding a threshold load), the bumps approach and / or contact the element (e.g., a gear plate) within the assembly.

[0050] The column tube may include one or more openings along its length and / or along its outer surface. Such openings may be adapted for receiving a fastener such as a rivet or a pin extending from another element of the assembly (e.g., a shear element of a gear plate).

[0051] The column tube may include one or more openings for receiving debris or shavings. For example, during an impact exceeding a threshold lead, if a shaving member (e.g., a bump) makes contact with a shaved member (e.g., a portion of a gear plate), any shavings removed may be received within an opening in the column tube. The shavings may pass through the opening to reduce or prevent buildup of shavings between the column tube and the element being shaved (e.g., a gear plate). Reduction or elimination of buildup may allow for forward translation of the column tube in the desired manner, energy absorption, or both. An opening for receiving debris may be located in a forward position on the column tube relative to a bump An opening for receiving debris may be located about 25 mm or less from a bump (e.g., measured from an edge of an opening to an edge of a bump), about 20 mm or less from a bump, about 15 mm or less from a bump, about 10 mm or less from a bump, or about 5 mm or less from a bump. An opening may be about 0 mm or greater from a bump.

[0052] The assembly may include one or more gear plates. The gear plate may be adapted to be operatively secured to another portion of the steering column assembly, such as the column tube,column housing, or both. The gear plate may function to provide an engagement area to allow for locking the telescope adjustment assembly The gear plate may include one or more features for securing the gear plate to another portion of the steering column assembly.

[0053] A gear plate may have a generally elongated body. The gear plate may have a forward end and a rearward end. The gear plate may be adapted to be positioned on and / or secured to an outer surface of the column tube. The elongated body may have a longitudinal axis generally parallel to the longitudinal axis of the column tube. The forward end of the gear plate may be positioned in a forward orientation on the column tube relative to the rearward end. The gear plate may have a first surface adapted to face away from a column tube and a generally opposing second surface that is adapted to face and / or contact the column tube.

[0054] The gear plate may include a spring. The spring may act to pre-load the gear plate against a feature in the column housing (e.g., a slot, groove, channel, flange, partially enclosing feature, overhang, or a combination thereof) to reduce or prevent rattle during normal operation. The spring may be integrally formed with the gear plate. The spring may be separately formed from the gear plate. The gear plate itself may act as a spring (e.g., having at least a portion that is bowed).

[0055] The gear plate may be formed of a polymeric material. A polymeric material may be a high-performance thermoplastic polymer, such as polyoxymethylene (POM). A polymeric material may include a synthetic polymer, such as nylon. The polymeric material may include glass. For example, the polymeric material may be a glass-filled nylon. The gear plate may be formed of a metallic material. The gear plate may be formed of any suitable metal or metal alloy. Suitable materials may include aluminum, magnesium, zinc, and / or iron (e.g., steel). The gear plate may be formed by any suitable method or combination of methods, such as by casting and / or injection molding. The gear plate may include polymeric materials and metallic materials. The gear plate may be formed of one or more materials, two or more materials, or three or more materials.

[0056] The forward end of the gear plate may act as a stop. The forward end of the gear plate may include one or more features that act as a stop. The forward end may, for example, include a portion that extends at an angle from the first surface of the gear plate (e.g., extends generally perpendicularly to the first surface of the gear plate, extends at any angle between 45 degrees and 135 degrees from the first surface of the gear plate and / or the longitudinal axis of the gear plate, or combination thereof). The stop at the forward end may act to contact another portion of the steering column assembly, such as a column housing, during forward translation of the column tube during adjustment, during an impact exceeding a threshold load, or both. For example, thestop at the forward end may prohibit the column tube from telescoping forward any further during a telescopic adjustment The stop at the forward end may act to absorb energy during an impact exceeding a threshold load. The stop at the forward end may act to hold the gear plate in place during an impact exceeding a threshold load, where the column tube continues to translate forward (e.g., upon shearing of the shear elements of the gear plate).

[0057] The forward end of the gear plate may include an energy absorption plate instead of or in addition to the stop. The energy absorption plate may be an elongated plate or strap having a first end that contacts the forward end of the gear plate. The first end may be integrally formed with the forward end of the gear plate. The first end may be secured to, captured by, or received within the forward end of the gear plate. The gear plate may be formed of a different material from the energy absorption plate. The first end of the energy absorption plate may have a shape that is received within and held by the gear plate. For example, the first end of the energy absorption plate may have a T shape that is received within the forward end of the gear plate.

[0058] The energy absorption plate may extend in a forward direction from the first end (e.g., as it approaches a curved portion). The energy absorption plate may have a curved portion, such that a portion of the energy absorption plate extends into the rearward direction as it terminates at a second end. Portions of the energy absorption plate may be generally parallel to each other. The curved portion may be positioned at the forward end of the column tube. The second end may be received within the column tube. A guide or spacer may be positioned within the inner portion of the curved end to contact the column tube, guide deformation of the energy absorption plate, secure the energy absorption plate within the assembly, or a combination thereof. During an impact exceeding a threshold load, the column tube may translate in a generally forward direction, contacting the guide structure and / or the curved portion of the energy absorption plate The energy absorption plate may unwind, or the location of the curved portion may change (e.g., may become closer to the second end of the energy absorption plate) as the second end of the energy absorption plate travels toward the forward direction.

[0059] The gear plate may include a first surface. The first surface may be positioned to face away from the column tube when installed within the assembly. The first surface may be generally planar. The first surface may have a surface adapted to engage with another portion of the assembly, such as a toothed portion of a locking cam. The first surface may have a texture or toothed portion along at least a portion of its length. The first surface may include a stepped surface. The first surface may include a surface that is generally complementary in shape to the portion of the locking cam with which it engages to allow for a locking engagement between thestructures. The first surface may have a texture or toothed portion along about 75% of its length or greater, about 85% of its length or greater, about 90% of its length or greater, about 95% of its length or greater, or about 99% of its length or greater, or about 100% of its length or less.

[0060] The first surface may have side walls along its length (e.g., with the toothed or textured portion therebetween). The side walls may extend between the first surface and the second surface. The side walls may extend beyond the first surface, the second surface, or both. The peaks of the teeth on the first surface may extend beyond the side wall. The peaks of the teeth may be generally even with the side wall. The side walls may be configured to contact and / or interact with a feature of the column housing (e g., a slot, groove, channel, flange, partially enclosing feature, overhang, or a combination thereof). The side walls and the feature of the column housing may reduce or prevent radial separation of the gear plate from the column tube during normal operation, after a shear element has sheared, or both.

[0061] The gear plate may include a second surface. The second surface may be generally opposite the first surface. The second surface may be positioned to face the column tube when installed within the assembly. The second surface may be positioned on the column tube when installed within the assembly, such that at least a portion of the second surface is in contact with the outer surface of the column tube. The second surface may have a shape that reduces or prevents rocking of the gear plate on the column tube. The second surface may be shaped to generally match the shape of the column tube upon which it will be positioned. The second surface may be generally flat, planar, or both. The second surface may have one or more curved portions. The curved portion may generally match the curvature of the column tube (e.g., if the column tube is generally cylindrical).

[0062] The second surface may have one or more features extending therefrom. A feature may extend from the second surface to secure or position the gear plate on the column tube. For example, the second surface may include one or more projections extending from the second surface. The projections may be adapted to be received within an opening in the column tube. The projection may include one or more features for retaining the gear plate in the column tube. The projection may include one or more snap-fit features for securing the gear plate to the column tube. For example, the projection may include a barb, bulb, or other feature to provide engagement between the column tube and the projection. The projections may extend generally orthogonally relative to the second surface. The projection may be integrally formed with the gear plate. The projection may be affixed to the gear plate. The projection may be a fastener extending through an opening in the gear plate. The projection may be a shear element.

[0063] The second surface may include one or more shear elements. The shear element may act to join the gear plate to the column tube during normal operation The shear element may be adapted to shear upon an impact exceeding a threshold load. The shear element may allow the gear plate to break away from the column tube as the column tube translates forward during an impact exceeding a threshold load. The shear element may extend from the second surface into an opening in the column tube. The shear element may be any shape or have any geometry, depending on the desired shear force and location. The shear element may have a shape that can be received within an opening in the column tube. The dimensions of the shear element may be selected based on desired energy absorption, desired shear force, desired location, and the like.

[0064] The shear element may include a fuse. The fuse may be a thinned section. The fuse may be formed by providing a hollow portion within the shear element. The fuse may be formed by a portion cut out from the interior of the shear element. For example, the shear element may have a donut-shaped cross section, where the shear element has a void in the center, extending through the shear element. The fuse may allow for control of the shear force and / or location during an impact exceeding a threshold load. The thickness of the fuse may be tuned depending on the desired shear force and / or location.

[0065] The gear plate may break away from the column tube during an impact exceeding a threshold load. As the column tube translates forward, the gear plate may remain stationary or generally stationary, as the shear elements shear.

[0066] Where an energy absorption plate is attached to the gear plate, during or after a breakaway of the gear plate from the column tube, the energy absorption plate may become engaged. As the column tube continues to translate forward, the energy absorption plate may remain attached to or in contact with the column tube and the gear plate. The gear plate may remain stationary. Upon engagement of the energy absorption plate, the plate may be unwrapped or unraveled. During unwrapping or unraveling, the location of the curved portion of the energy absorption plate may change, the length of the second segment may shorten, or both.

[0067] The second surface may include one or more channels formed therein. The second surface may be free of any channels. The number of channels may be equal to the number of bumps on the column tube. The number of channels may be less than the number of bumps on the column tube. The channel may be an open channel or groove. The channel may be a notch formed in the gear plate. The channel may be a cutout in the gear plate. The channel may extend only partially through the thickness of the gear plate. The channel may extend through the entirethickness of the gear plate. The channel may have a length. The length of the channel may be less than the length of the body of the gear plate The length of the channel may be about 50% or less of the length of the body of the bear plate, about 40% or less, about 25% or less, about 15% or less, or about 10% or less. The channel may extend in a direction generally parallel to the longitudinal axis of the gear plate. The channel may be generally linear. The channel may have one or more curves. The channel may be located toward the rearward end of the of the gear plate. The channel may be visible when viewing the gear plate from the rearward end. A channel may be defined at least partially by a side wall of the gear plate. A channel may be located in an area between the side walls of the gear plate. The channel may be positioned on the gear plate to allow the channel to receive a bump on the column tube. The channel may be generally aligned with a bump on the column tube in a generally longitudinal direction, such that as the column tube translates forward, the bump approaches and / or is received within the channel. The gear plate may, for example, have two channels, with a curved portion located therebetween.

[0068] The channel may have a width that is generally constant. The channel may have a width that is variable (e.g., a width that increases as it approaches the rearward end of the gear plate, a width that decreases as it approaches the rearward end of the gear plate, a width that increases in one portion and decreases on both sides of the increased portion, or a combination thereof). The channel may have a width that is greater than the width of a bump on the column tube. The channel may have a width that is less than the width of a bump on the column tube. The channel may have a width that is generally equal to the width of a bump on the column tube.

[0069] The channel may have a depth that is generally constant, where depth is measured from the second surface of the gear plate to the deepest point of the channel. The channel may have a depth that is variable (e.g., where one or more portions are deeper than other portions). For example, the depth may be greater toward the rearward end of the gear plate. The channel may have a depth that is greater than the height of a bump on the column tube. The channel may have a depth that is less than the height of a bump on the column tube. The channel may have a depth that is generally equal to the height of a bump on the column tube.

[0070] During an impact exceeding a threshold load, the column tube may translate in a forward direction. The bumps on the column tube may contact the gear plate. The bumps may contact the rearward end of the gear plate. The bumps may contact one or more boundaries defining the channels in the gear plate. The bumps may be received within the channels of the gear plate. The bumps may contact the forward boundary of the channel of the gear plate. The bumps may cut into or bite into the gear plate. The bumps may act to shave the gear plate. The bumps, acting asa shaving member, working against the gear plate and / or channels of the gear plate, acting as the shaved member, may generate energy absorption The shaving member may plastically deform the shaved member, remove material from the shaved member, or both. Shavings may be received within one or more openings in the column tube.

[0071] The channels may prevent the bumps from generating load at the same time as shearing of the shear elements from the gear plate. In such case, the channels may have a greater width and / or depth than the width and / or height of the bump so there is no load from the bumps or delayed load upon reaching a forward boundary of a channel. The channels may be adjusted in position, length, depth, or width to create a desired interaction between the shearing of the shear elements from the gear plate and energy absorption within the steering column assembly upon an impact exceeding a threshold load. It is also contemplated that the gear plate is free of channels so the energy absorption and the shear is additive. It is contemplated that the channels may have a smaller width than the width of the bumps to provide a partial energy absorption effect.

[0072] The steering column assembly may include a manually operated steering wheel adjustment subassembly adapted for selectively adjusting the steering shaft in a fore or aft direction generally along the longitudinal axis (e.g., a telescoping adjustment assembly), selectively raising or lowering the steering shaft (e.g., a tilt adjustment assembly), or both. The steering wheel adjustment subassembly may include a lever or other feature adapted for manually actuating the subassembly. For example, by actuating a user operating device, such as a lever, this may lock and / or unlock a telescoping adjustment assembly and / or a tilt adjustment assembly.The subassembly may include at least one engagement member (e.g., a locking cam) that is brought into and out of engagement with the column tube or a structure secured there to (e.g., a gear plate) for selectively locking the steering shaft into a position desired by a user (e.g., a fore or aft position). Other suitable hardware may be employed in the subassembly, such as one or more thrust bearings, one or more nuts, one or more cam fix elements, and / or one or more cam move elements (e.g., where the cam fix and the cam move elements are in opposing operative relationship with each other, such as by contacting each other). The subassembly may also include one or more spacers or dampers for softening impact between elements, allowing for a smoother adjustment, guiding deformation of one or more features in the assembly, or a combination thereof.

[0073] For adjusting tilt of the steering column assembly, the assembly may include two or more tilt plates extending downwardly on opposing sides of the column tube, column housing, or both.The tilt plates may be part of a bracket structure. The tilt plates may include one or more slots. The slots may be generally straight The slots may have a curve The slots may be generally vertical. The slots may be at an angle relative to the longitudinal axis of the steering column assembly. A tilt bolt or other elongated fastener may extend between the two tilt plates, and the tilt bolt may be received within the slots. The height adjustment of the assembly may be possible by the tilt bolt moving upwardly or downwardly in the slots when the user operating device, such as a lever, is in an unlocked position. The assembly may be held at the desired angle or height when the user operating device, such as a lever, is moved into the locked position.

[0074] To lock the assembly at a desired height or angle relative to the driver, the user operating device, such as a lever, may operate a locking system, such as a cam locking system. A rotational member may be located within either or both of the slots of the opposing tilt plates in the tilt adjustment assembly. The rotational member may be generally oblong or tear shaped, for example. The rotational member may engage (e.g., via teeth) with a wall defining the slot of the tilt plate when the lever or other user operating device is in a locked position. A spring may be keyed to the tilt bolt and attached to the rotational member so that when the lever is in a locked position, the spring pushes or rotates the rotational member so the teeth contact the tilt plate (e.g., at a wall defining the slot). Due to the shape of the rotational member, when the lever is in an unlocked position, the rotational member may disengage from the wall defining the slot of the tilt plate (and the teeth may be clear of the surface), and the rotational member and tilt bolt may be permitted to move freely upwardly or downwardly within the slot to adjust the height and angle of the steering wheel for the driver or user.

[0075] To lock the assembly at a desired position fore or aft relative to the driver, the user operating device, such as a lever, may operate a locking system, such as a cam locking system. The cam locking system may include a spring, a rotational member (e.g., a locking cam), and a tilt bolt.

[0076] The tilt bolt may be an elongated member. The tilt bolt may be actuated by a user operating device, such as a lever. The tilt bolt may be adapted for rotation within the adjustment subassembly (e.g., upon actuation of the lever). The tilt bolt may have a head. The tilt bolt may have a body. The head of the tilt bolt may have a greater width or diameter than the width or body of the body. The body of the tilt bolt may have one or more curved surfaces. The body of the tilt bolt may have one or more generally flat surfaces. The body of the tilt bolt may have generally opposing generally flat surfaces. The generally flat surfaces, the junction between a generally flat surface and a generally curved surface, or both, may be adapted to contact and / or engagewith a locking cam (e.g., with one or more features of the opening receiving the tilt bolt in the locking cam)

[0077] The adjustment subassembly may include a locking cam or other member adapted to engage with the gear plate to provide a locking engagement (e.g., locking following telescoping adjustment). The locking cam may be rotated into and out of engagement with the gear plate, depending on whether the assembly is in a locking or unlocking position. For example, the locking cam may be pushed or biased toward the gear plate upon locking of the lever. The locking cam may be lifted away from the gear plate upon unlocking of the lever to allow for smooth telescope adjustment.

[0078] The locking cam may have one or more features that allow it to engage with and / or contact one or more other elements of the assembly. The locking cam may include a plurality of teeth or other engagement features for engaging with the gear plate. Other engagement features may include a textured surface, a stepped surface, a complementary surface to the surface of the gear plate to which it contacts, an extension for being received within an opening, the like, or a combination thereof.

[0079] The locking cam may include an opening for receiving the tilt bolt. The opening may be generally off-center in the locking cam. The opening may be off-set from a toothed portion of the locking cam. The opening may be generally circular. The opening may have one or more ridges extending into the opening. The ridges may be generally opposing ridges. For example, the opening may have two ridges that are generally opposite each other.

[0080] The locking cam may include a surface adapted for engagement with the gear plate (e.g., engagement with a toothed surface of the gear plate). The locking cam may include toothed portion or frictional surface. The locking cam may include a stepped surface. The locking cam may include a surface that is generally complementary in shape to the portion of the gear plate with which it engages to allow for a locking engagement between the structures. The locking cam may rotate, such that when the toothed portion engages with the gear plate, the adjustment subassembly or telescope assembly is in a locked position. The locking cam may rotate such that when the toothed portion is not engaged with the gear plate, the adjustment subassembly or telescope assembly is in an unlocked position.

[0081] The locking cam may include an area adapted for receipt of or engagement with a spring. The area may include a notched portion, cutout, opening, or the like, for receiving or engaging with a spring.

[0082] The adjustment subassembly may include a spring. The spring may include two springends, one at each end of the spring. The spring ends may be secured to one or more posts within the assembly (e.g., posts of the column housing) A spring end may wrap around a post The spring ends may otherwise engage with a post or other member to secure the spring end in position within the assembly. The spring may include one or more coiled portions. The spring may include one or more non-coiled portions. The spring may include an engagement portion for engaging with a locking cam. The engagement portion may be a non-coiled portion. The engagement portion may be generally centrally located on the spring. The engagement portion may be generally evenly spaced from both spring ends. The engagement portion may be off- center. The engagement portion may be located between two coiled portions. For example, the spring may include a spring end, a coiled portion, an engagement portion, another coiled portion, and the opposing spring end. The spring may be generally symmetrical. The spring may be generally asymmetrical. The spring, when engaged with the locking cam, may act to urge the cam into engagement with the gear plate into a locking direction. When the adjustment subassembly is in an unlocked position, the coiled portions may be stretched.

[0083] Features of the tilt bolt and locking cam may interact to aid in unlocking of the adjustment subassembly (e.g., telescoping assembly). The tilt bolt may include a keyed feature, such as a flat surface, that lifts the locking cam into the unlock direction. The tilt bolt rotates within the opening of the locking cam. Upon the keyed feature (e.g., a flat surface or junction between the curved portion and the flat surface) contacting a ridge within the opening of the locking cam, this may cause the locking cam to rotate with the tilt bolt to unlock the assembly.

[0084] To lock the assembly, the lever may be put into the lock position and the spring may urge the locking cam into the lock direction. The gear plate may stop the cam rotation in the lock direction. The teeth of the locking cam may engage with the teeth of the gear plate to prevent further adjustment.

[0085] The adjustment subassembly may include two or more rotational members for locking and / or unlocking the assembly For example, the adjustment subassembly may include a rotational member that receives a tilt bolt as previously described. The rotational member may include an opening with ridges as previously described. The locking cam may be separate from the rotational member. The locking cam may include an opening that receives an elongated member such as a pin or another bolt.

[0086] The rotational member may rotate, contacting the locking cam and causing the locking cam to rotate, bringing the toothed portion of the locking cam out of engagement with the toothed surface of the gear plate. The spring may urge the locking cam (e.g., the toothed portion) intoengagement with the toothed surface of the gear plate in a locking position. This may cause or occur as the rotational member moves in the opposing direction as during the unlocking

[0087] The steering column assembly may include one or more energy absorption devices or assemblies in a forward location relative to the gear plate. This energy absorption device may be separate from the gear plate.

[0088] The assembly herein may employ an energy absorption structure of the type or operating in a fashion described in U.S. Publication No. 2013 / 0233117 or U.S. Publication No. 2017 / 0247047, which are incorporated by reference in their entireties herein for all purposes, including the shapes and / or configurations of the energy absorption plates or straps. For instance, the assembly herein may include at least one plastically deformable energy absorption device (e.g., a bend plate, a wire, a strap, or some other structure), wherein the energy absorption device, when employed, absorbs energy by plastic deformation during the secondary impact after the steering shaft support structure (e.g., column tube and steering shaft) starts to translate along the column housing. Any plastically deformable energy absorption device may thus limit the extent of longitudinal travel of the column tube, steering shaft, or both.

[0089] The energy absorption devices may be or may include wires, plates, strips, or the like. For convenience, the component will be referred to as an energy absorption plate. They may have a constant profile or a varying profile along their length. They may be employed to have one or more fixedly constrained portions (e.g., an end). They may have one or more free ends. The energy absorption assembly may include a guide structure for guiding deformation of the energy absorption plate. The energy absorption plate may be capable of deforming upon an impact exceeding a threshold load. The energy absorption plate may have sufficient strength that it deforms without breaking. The energy absorption plate may, for example, be formed of plastic, metal, metal alloy, or a combination thereof. Suitable materials may include aluminum, magnesium, zinc, and / or iron (e.g., steel).

[0090] The energy absorption plate may have a first end and an opposing second end. The energy absorption plate may be situated such that the plate is bent, curved, or otherwise formed so the plate is in a non-linear and / or non-planar configuration (e.g., wherein the first end and the second end are not located in the same plane). A curved portion may be located between the first end and the second end Two curved portions may be located between the first end and the second end (e.g, creating an S shape). Between the first end and the first curved portion may be a segment (e.g., a first segment) of the energy absorption plate. Between the first and second curved portions may be another segment. The segment may be generally planar. Between thesecond end and the second curved portion may be another segment of the energy absorption plate

[0091] The energy absorption plate may be adapted to be secured to a portion of the column hosing and / or column tube. A first end may be secured to the column housing. The first curved portion may be wrapped around a guide structure. The guide structure may hold the energy absorption plate in place, may guide deformation of the energy absorption plate, or both. The second end and / or the second curved portion of the energy absorption plate may be positioned in a location adapted to contact a forward end of the column tube. As the column tube translates forward, the column tube approaches the energy absorption plate, catching the energy absorption plate and causing it to deform.

[0092] Turning now to the figures, Figure 1 illustrates a steering column assembly 10 having a forward end 12 and a rearward end 14. A column housing 18 is pivotally attached to the vehicle via one or more bracket structures 16, though other configurations and brackets for mounting are also contemplated. The steering column assembly 10 includes a steering shaft 22 at the rearward end 14, which is adapted for supporting a steering wheel (not shown). The steering shaft 22 is supported by a column tube 20, which are both supported by the column housing 18. The steering column assembly includes an adjustment subassembly 30 that enables movement of the column tube, column housing, or both, relative to each other and / or relative to the driver of the vehicle The adjustment subassembly 30 includes a lever 32, which actuates locking and unlocking functions of the assembly.

[0093] The steering column assembly 10 may include an optional energy absorption subassembly 40 separate from the adjustment subassembly 30. As shown, the energy absorption subassembly includes an energy absorption plate 42 and an energy absorption guide 44 However, other configurations are contemplated where an energy absorption plate is incorporated into the adjustment subassembly (see, e.g., Fig. 10). It is also contemplated that the optional energy absorption subassembly 40 is free of or has a different guide 44 than illustrated.

[0094] Figures 2 and 3 illustrate a portion of an exemplary adjustment subassembly 30, which includes a gear plate 50 that engages with a locking cam 80. As the lever 32 (not shown) is actuated, a tilt bolt 70 is rotated, causing engagement and / or disengagement between the gear plate 50 and locking cam 80.

[0095] In Figure 2, a spring 60 is secured to the column housing 18 at two spring posts 38. As shown, the spring posts include a notched portion for receiving a spring end 62 and preventing the spring from slipping off of the post, though other configurations are possible. The spring 60includes coiled portions 66 on opposing sides of an engagement portion 64. The engagement portion 64 is adapted to engage with the locking cam 80

[0096] In Figure 3, the column housing and spring posts and other elements of the steering column assembly are omitted for clarity. A tilt bolt 70 is received within an opening 82 of the locking cam 80. The tilt bolt 70 includes one or more flat surfaces 72 that are adapted to engage with ridges 84 (see Fig. 4) within the opening 82 of the locking cam.

[0097] Figure 4 is a side view of an exemplary locking cam 80. The locking cam includes an opening 82 for receiving an elongated member, such as a tilt bolt or pin. The opening 82 includes one or more ridges 84 (shown as two generally opposing ridges) that extend inwardly into the opening 82 for engaging with one or more features of an elongated member (e.g., one or more flat surfaces 72 of the tilt bolt 70 of Fig. 3). However, it is contemplated that the ridges may be omitted from the opening (see Figs. 8A and 8B) and / or incorporated into another portion of the adjustment subassembly.

[0098] The locking cam 80 includes a toothed portion 86 that is adapted to engage with a toothed surface of a gear plate, for example. The locking cam 80 includes a notch 88 for engaging with a portion of a spring (e.g., an engagement portion 64 of a spring 60 like that illustrated in Fig. 2).

[0099] Figures 5A and 5B illustrate an exemplary gear plate. Figure 5A shows a toothed surface 52, which is adapted to engage with a toothed portion 86 of a locking cam 80 (see Fig. 4). The toothed surface 52 may extend over a portion of the length of the gear plate 50 or over the entire length of the gear plate. While illustrated as teeth, other frictional surfaces or complementary surfaces with an engagement surface of a locking cam are also within the scope of the teachings.

[0100] At one end of the gear plate 50 in Figure 5A is a stopper end 59. The stopper end may act to contact another portion of a steering column assembly, such as during a telescoping insertion or upon an impact exceeding a threshold load. The stopper end may be positioned in a forward location within the steering column assembly such that as a column tube travels forward, the stopper is adapted to contact another portion of the assembly, such as a column housing, energy absorption guide, or both

[0101] At an opposing end of the gear plate 50 in Figure 5A, a curved portion 58 can be seen. This may allow for the gear plate to be situated upon a column tube having a curved outer surface without rocking. The curvature of the curved portion may allow the curved portion to contact the column tube upon which the gear plate is to be situated. The radius of curvature may generally match the shape of the outer portion of the column tube to prevent rocking of the gear plate on the column tube when installed. Side walls of the gear plate on opposing sides of thecurved portion may be employed to reduce or prevent rocking and / or contact another portion of the column tube

[0102] Figure 5B illustrates the opposing surface of the gear plate 50 of Fig. 5A. The surface is adapted to face a column tube within a steering column assembly.

[0103] The gear plate 50 includes one or more shear elements 54, which extend from the surface of the gear plate. The shear elements are adapted to be received within an opening or other feature within a column tube, column housing, or both, during assembly and normal operation of the vehicle. Upon an impact exceeding a threshold load, the shear elements are adapted to shear, thus separating the gear plate from the element of the assembly within which the shear elements were previously positioned.

[0104] While illustrated as a projection from the surface of the gear plate 50, the shear element 50 may optionally include a fuse. The fuse may be a thinner section that assists in controlling the shear force and / or location.

[0105] The curved portion 58 is located between optional channels 56. While shown as two channels 56, other configurations or number of channels may be selected based on the number and configuration of elements extending from the column tube. The channels may be adapted to at least partially receive one or more projections, extensions, or other energy absorption features (e.g., from the column tube). The channels 56 as shown are positioned to be generally aligned with bumps 100 extending from the column tube (see Fig. 11 A).

[0106] While shown as a curved portion 58, the shape of the surface adapted to contact the column tube may have any shape that generally matches the outer surface of the column tube. For example, if the column tube has a generally square cross-section, a curved portion may be omitted and may instead be generally flat.

[0107] Figure 6 illustrates the rotation of a locking cam 80 upon actuation of a lever 32. When the lever is moved to put the assembly in a locked position, the spring 60 urges the locking cam 80 into engagement in the lock direction. When the assembly is in its locked position, the toothed portion 86 of the locking cam 80 engages with the toothed surface 52 of the gear plate 50.

[0108] When the lever 32 is actuated to put the assembly in an unlocked state, this causes rotation of the tilt bolt 70, which engages with the opening 82 of the locking cam 80, causing the toothed portion 86 of the locking cam to disengage from the toothed surface 52 of the gear plate. As the locking cam 80 rotates into an unlocked position, the spring 60 remains secured on the notch of the locking cam, and the coiled portions 66 are stretched.

[0109] Figure 7 is an enlarged view of a locking cam 80 with a tilt bolt 70 located within the opening 82 The tilt bolt includes a bolt keyed feature (e g , illustrated as flat surfaces 72 on the tilt bolt). The locking cam includes a locking cam keyed feature (e.g., illustrated as ridges 84). The bolt keyed feature lifts the locking cam in the unlock direction. The bolt keyed feature and the locking cam keyed feature move together with the locking lever motion, as shown in Fig. 6. In the event of tooth-on-tooth position of the locking cam on the gear plate, the keyed features allow for some rotation to prevent binding.

[0110] Figures 8A and 8B illustrate a portion of an exemplary adjustment subassembly 30, which includes a gear plate 50 that engages with a locking cam 80. The gear plate 50 has a toothed surface 52 that engages with a toothed portion 86 of the locking cam 80 when in a locked position.

[0111] During adjustment of the assembly, as a lever 32 (not shown) is actuated, a tilt bolt 70 is rotated, causing rotation of a rotational member 90. The rotational member 90 has an engagement end 92 that contacts the locking cam 80. As the engagement end 92 pushes against the locking cam 80, the toothed portion 86 disengages from the toothed surface 52 of the gear plate 50. The rotational member 90 has an opening 82 with ridges 84 that engage with flat surfaces 72 of the tilt bolt 70. The locking cam 80 has an opening 82 that receives a pin 94 that extends between side walls 36 of the column housing 18.

[0112] Including the rotational member 90 may be advantageous in situations where it is desired to have a locking cam 80 packaged away from the tilt bolt 70.

[0113] Figure 9 illustrates a partial cutaway side view of a steering column assembly 10. During an impact exceeding a threshold load, the column tube 20 begins to collapse in the direction of the arrow. During the impact, the gear plate 50 remains engaged with the locking cam 80, preventing movement of the column tube within the column housing. Upon exceeding a threshold load, the shear elements 54 of the gear plate 50 shear and the column tube 20 travels in the direction of the arrow within the column housing.

[0114] As the column tube 20 continues to travel in a forward direction, the end of the column tube may contact and engage with an optional energy absorption plate 42, causing the energy absorption plate to wrap around the energy absorption guide 44, providing additional energy absorption (e.g., delayed activation of the energy absorption).

[0115] Figure 10 illustrates a gear plate 50 with an energy absorption plate 42 installed therein or secured thereto. The energy absorption plate 42 may, for example, include a T-shaped end that engages with a portion of the gear plate 50. As a column tube 20 translates forwardduring an impact exceeding a threshold load, the column tube may contact the energy absorption plate, causing the energy absorption plate to unwind or push a curved portion 46 along the energy absorption plate. This may provide energy absorption with no delay or less delay than an energy absorption plate as shown in Figure 9, for example.

[0116] Figures 11A and 11B illustrate an alternative or additional method of energy absorption upon an impact exceeding a threshold load. Bumps 100 are formed in a column tube 20. In Figure 11A, the bumps are at a distance from a gear plate 50. During an impact exceeding a threshold load, the column tube 20 translates forward and the bumps 100 approach the gear plate 50, as shown in Figure 11 B.

[0117] Upon the bumps 100 making contact with the gear plate 50, the bumps may deform a portion of the gear plate 50 as the column tube 20 translates forward. During the collapse, the bumps 100 begin to bite into the fixed gear plate, generating an energy absorption load. The bumps 100 may shave and / or cut grooves into the gear plate, thereby generating an energy absorption load. The bumps may shave off a portion of the gear plate during the impact. The column tube includes optional openings 102 adjacent the bumps 100 to receive shavings from the gear plate so the shavings do not build up and / or interfere with the force generated. The size and shape of the bumps may be selected and / or tuned based on the desired load.

[0118] The bumps 100 may interact with, contact, and / or be received within the channels 56 of the gear plate 50 (see Fig. 5B). The length and / or width of the channels 56 of the gear plate 50 may impact the energy absorption within the assembly. For example, the width of the channels may be selected to prevent the bumps from generating load at the same time as the shearing of the shear elements 54. As shown, the channels have a width that is greater than the width of the bumps 100 so there is no load from the bumps. However, it is also contemplated that the channels may have a width that is less than the width of the bumps 100 to achieve a partial energy absorption effect. The channels may have a width that is approximately equal to the width of the bumps 100. The gear plate 50 may be free of channels. In such case, the energy absorption and the shear may be additive.

[0119] The column housing 18 includes a feature 19, illustrated as a partially enclosing feature or overhang. The gear plate 50 may interact with the feature 19 such that radial separation from the gear plate and the column tube 20 is reduced or prevented during normal operation and / or after a shear element of the gear plate has sheared. The feature 19 (or interaction between the feature 19 and the gear plate 50) may reduce or eliminate rattling of the gear plate 50 during normal operation. While illustrated in Figures 11A and 11 B, it is contemplated that the feature 19of the column housing 18 may be present in assemblies with a gear plate 50 but without the bumps 100

[0120] While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention.

[0121] Any numerical values recited herein include all values from the lower value to the upper value in increments of one unit provided that there is a separation of at least 2 units between any lower value and any higher value. As an example, if it is stated that the amount of a component or a value of a process variable such as, for example, temperature, pressure, time and the like is, for example, from 1 to 90, preferably from 20 to 80, more preferably from 30 to 70, it is intended that values such as 15 to 85, 22 to 68, 43 to 51 , 30 to 32 etc. are expressly enumerated in this specification. For values which are less than one, one unit is considered to be 0.0001 , 0.001 , 0.01 or 0.1 as appropriate. These are only examples of what is specifically intended and all possible combinations of numerical values between the lowest value and the highest value enumerated are to be considered to be expressly stated in this application in a similar manner.

[0122] Unless otherwise stated, all ranges include both endpoints and all numbers between the endpoints. The use of “about” or “approximately” in connection with a range applies to both ends of the range. Thus, “about 20 to 30” is intended to cover “about 20 to about 30”, inclusive of at least the specified endpoints.

[0123] The disclosures of all articles and references, including patent applications and publications, are incorporated by reference in their entireties for all purposes. The term “consisting essentially of” to describe a combination shall include the elements, ingredients, components or steps identified, and such other elements ingredients, components or steps that do not materially affect the basic and novel characteristics of the combination. The use of the terms “comprising” or “including” to describe combinations of elements, ingredients, components or steps herein also contemplates embodiments that consist essentially of, or even consisting of, the elements, ingredients, components or steps.

[0124] Plural elements, ingredients, components or steps can be provided by a single integrated element, ingredient, component or step. Alternatively, a single integrated element, ingredient, component or step might be divided into separate plural elements, ingredients,components or steps. The disclosure of “a” or “one” to describe an element, ingredient, component or step is not intended to foreclose additional elements, ingredients, components or steps.

[0125] Relative positional relationships of elements depicted in the drawings are part of the teachings herein, even if not verbally described. Further, geometries shown in the drawings (though not intended to be limiting) are also within the scope of the teachings, even if not verbally described.ELEMENT LIST

Claims

CLAIMSWhat is claimed is:1 . An assembly comprising: a. a column tube; b. a gear plate secured to and / or positioned on the column tube, wherein the assembly includes one or more energy absorption features selected from any of or any combination of: i. an energy absorption plate; ii. one or more shear elements extending from the gear plate into a corresponding opening in the column tube; iii. one or more bumps extending from an outer surface of the column tube that engages with the gear plate upon an impact exceeding a threshold load.

2. An assembly comprising: a gear plate having an elongated body adapted to be positioned on an exterior surface of a column tube of a steering column assembly; wherein the gear plate comprises one or more shear elements extending from the elongated body.

3. The assembly of claim 2, wherein the assembly includes the column tube.

4. The assembly of claim 3, wherein the one or more shear elements extend from the elongated body into an opening in the column tube.

5. The assembly of any of the preceding claims, wherein the one or more shear elements are adapted to shear upon forward translation of the column tube upon an impact exceeding a threshold load.

6. The assembly of any of the preceding claims, wherein the one or more shear elements includes a fuse to allow for controlled breakaway of the gear plate from the column tube.

7. The assembly of claim 6, wherein the fuse is a thinned or hollow portion within or around the one or more shear elements.

8. The assembly of any of the preceding claims, wherein the assembly includes a locking cam adapted to engage with the gear plate.

9. The assembly of any of the preceding claims, wherein the gear plate includes a first surface having a toothed or textured surface.

10. The assembly of claim 9, wherein the locking cam includes a toothed portion adapted to engage with the toothed or textured surface of the gear plate to lock the assembly11. The assembly of any of the preceding claims, wherein the assembly includes a spring that assists in locking the assembly.

12. The assembly of claim 11, wherein the spring engages with the locking cam to urge the locking cam into engagement with the gear plate13. The assembly of any of the preceding claims, wherein the assembly includes a tilt bolt received within an opening of the locking cam.

14. The assembly of claim 13, wherein the opening of the locking cam includes one or more ridges that engage with the tilt bolt to unlock the assembly.

15. The assembly of any of the preceding claims, wherein the column tube includes one or more bumps.

16. The assembly of claim 15, wherein the one or more bumps are adapted to contact the gear plate upon an impact exceeding a threshold load.

17. The assembly of claim 15, wherein the gear plate includes one or more channels, and wherein the one or more bumps of the column tube are adapted to be received within the one or more channels during an impact exceeding a threshold load.

18. The assembly of any of claims 15 to 17, wherein the column tube includes one or more openings for receiving any debris from the bumps contacting the gear plate.

19. The assembly of any of the preceding claims, wherein an energy absorption plate is secured at a forward end of the gear plate to provide energy absorption during an impact exceeding a threshold load during or after the gear plate breaking away from the column tube.

20. The assembly of any of the preceding claims, wherein the gear plate is constrained from lifting away from the column tube by a feature of the column housing (e.g., a partially enclosing feature).

21. The assembly of any of the preceding claims, wherein the assembly comprises a locking cam and a rotational member, wherein a tilt bolt is received within the rotational member, and the rotational member controls rotation of the locking cam into an unlocked position.

22. The assembly of any of the preceding claims, wherein the assembly includes a spring adapted to pre-load the gear plate against a feature of the column housing to prevent rattle during normal operation.

23. The assembly of claim 22, wherein the spring is integrally formed with the gear plate, separately formed from the gear plate, or at least a portion of the gear plate itself24. The assembly of any of the preceding claims, wherein the assembly comprises: a. the column tube, b. the gear plate secured to the column tube; c. the tilt bolt; d. the locking cam having a portion adapted for engaging with the gear plate when the assembly is in a locked position; wherein upon an impact exceeding a threshold load, the gear plate is adapted to break away from the column tube.

25. The assembly of claim 24, wherein the threshold load is about 500 N or more, about 10 kN or less, or both, or any number therebetween

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