CLAMPING DEVICE OF AN ADJUSTABLE STEERING COLUMN FOR MOTOR VEHICLES

Abstract

A clamping device may include clamping jaws that selectively clamp a steering column tube that is adjustable. A clamping pin may connect the clamping jaws. Rotation of the clamping pin in a closure direction causes the steering column tube to be clamped between the clamping jaws, and rotation of the clamping pin in an opening direction releases the clamping jaws for adjustment of the steering column tube. A damping member may be disposed on the clamping pin and connected to the clamping pin in a frictionally engaging or resilient manner. The damping member may comprise a stop tongue that protrudes radially from the clamping pin. When the clamping pin rotates in the opening direction, the stop tongue moves into abutment with the steering column tube and prevents rotation of the damping member so that the rotation of the clamping pin in the opening direction occurs counter to the friction force or resilient force and is damped.

Claims

1.-8. (canceled)

9. A clamping device of an adjustable steering column for a motor vehicle, the clamping device comprising: a carrier that is connected to a vehicle chassis and to two clamping jaws that surround the adjustable steering column, wherein the two clamping jaws are configured to clamp a steering column tube that rotatably supports a steering spindle and is at least one of longitudinally adjustable or vertically adjustable; a clamping pin that connects the two clamping jaws and cooperates with a clamping retention device that is disposed on at least one of the two clamping jaws such that rotation of the clamping pin about a pin axis in a closure direction causes the clamping retention device to clamp the steering column tube between the two clamping jaws, and rotation of the clamping pin in an opening direction releases the two clamping jaws and permits adjustment of the steering column tube; and a damping member that is disposed on the clamping pin and is connected to the clamping pin in a frictionally engaging or resilient manner, wherein the damping member comprises a stop tongue that protrudes radially from the clamping pin, wherein rotation of the clamping pin in the opening direction moves the stop tongue into abutment with the steering column tube or another part of the adjustable steering column and prevents rotation of the damping member so that rotation of the clamping pin in the opening direction occurs counter to a friction force or a resilient force and is damped.

10. The clamping device of claim 9 wherein a connection between the damping member and the clamping pin is a resilient connection formed by a resilient deformation of the damping member.

11. The clamping device of claim 10 wherein the resilient deformation of the damping member is a deformation of the stop tongue.

12. The clamping device of claim 10 wherein the resilient deformation is an expanded region of the damping member partially surrounding the clamping pin.

13. The clamping device of claim 10 wherein the resilient deformation is achieved by expanding a region of the damping member partially surrounding the clamping pin by way of a cam of the clamping pin.

14. The clamping device of claim 9 wherein the steering column tube includes a fixed longitudinal stop, wherein an end of the stop tongue of the damping member comprises a stop face, wherein the stop face is opposite the fixed longitudinal stop when the clamping retention device is open so that a longitudinal displacement of the steering column tube toward a front of the motor vehicle is limited by the stop face stopping against the fixed longitudinal stop, wherein the stop face is disposed above the fixed longitudinal stop when the clamping retention device is closed so that in a crash event the steering column tube overcomes a friction force of the two clamping jaws and is displaceable toward the front of the motor vehicle beyond the fixed longitudinal stop.

15. The clamping device of claim 14 wherein the damping member comprises a resilient element that protrudes radially from the clamping pin in a direction counter to the stop tongue and lies against the steering column tube or another part of the adjustable steering column so that in an event of rotation of the clamping pin in the closure direction, a rotational movement of the damping member is limited so that the stop face of the stop tongue is disposed outside an effective region of the fixed longitudinal stop.

16. The clamping device of claim 14 wherein a connection between the damping member and the clamping pin is a resilient connection formed by a resilient deformation of the damping member, wherein the resilient deformation increases an amount of space between the pin axis and the stop face of the stop tongue.

17. The clamping device of claim 16 wherein the stop tongue is bent from a region of the clamping pin toward the steering column tube, wherein when the stop tongue abuts the steering column tube or the another part of the adjustable steering column and the clamping pin is rotated further in the opening direction, the stop tongue is bent up so that an amount of space of the stop face from the pin axis increases.

18. The clamping device of claim 14 wherein deformation of the damping member increases an amount of space between the pin axis and the stop face of the stop tongue.

19. The clamping device of claim 18 wherein the stop tongue is bent from a region of the clamping pin toward the steering column tube, wherein when the stop tongue abuts the steering column tube or the another part of the adjustable steering column and the clamping pin is rotated further in the opening direction, the stop tongue is bent up so that an amount of space of the stop face from the pin axis increases.

20. A clamping device for a steering column comprising: clamping jaws that are configured to selectively clamp a steering column tube that is at least one of longitudinally adjustable or vertically adjustable; a clamping pin that connects the clamping jaws, wherein rotation of the clamping pin in a first direction causes the clamping jaws to clamp the steering column tube and rotation of the clamping pin in a second direction releases the clamping jaws and permits adjustment of the steering column tube; and a damping member that is disposed on the clamping pin and is connected to the clamping pin in a frictionally engaging or resilient manner, wherein the damping member comprises a stop tongue that protrudes radially from the clamping pin, wherein rotation of the clamping pin in the second direction moves the stop tongue into abutment with a part of the steering column and prevents rotation of the damping member so that rotation of the clamping pin in the second direction is damped and occurs counter to a friction force or a resilient force.

21. The clamping device of claim 20 wherein a connection between the damping member and the clamping pin is a resilient connection formed by a resilient deformation of the damping member.

22. The clamping device of claim 21 wherein the resilient deformation of the damping member is a deformation of the stop tongue.

23. The clamping device of claim 21 wherein the resilient deformation is an expanded region of the damping member partially surrounding the clamping pin.

24. The clamping device of claim 21 wherein the resilient deformation is achieved by expanding a region of the damping member partially surrounding the clamping pin by way of a cam of the clamping pin.

25. The clamping device of claim 20 wherein the steering column tube includes a fixed longitudinal stop, wherein an end of the stop tongue of the damping member comprises a stop face, wherein the stop face is opposite the fixed longitudinal stop when a clamping retention device is open so that a longitudinal displacement of the steering column tube toward a front of a motor vehicle is limited by the stop face stopping against the fixed longitudinal stop, wherein the stop face is disposed above the fixed longitudinal stop when the clamping retention device is closed so that in a crash event the steering column tube overcomes a friction force of the two clamping jaws and is displaceable toward the front of the motor vehicle beyond the fixed longitudinal stop.

26. The clamping device of claim 25 wherein the damping member comprises a resilient element that protrudes radially from the clamping pin in a direction counter to the stop tongue and lies against the steering column tube so that in an event of rotation of the clamping pin in the first direction, a rotational movement of the damping member is limited so that the stop face of the stop tongue is disposed outside an effective region of the fixed longitudinal stop.

27. The clamping device of claim 25 wherein deformation of the damping member increases an amount of space between an axis of the clamping pin and the stop face of the stop tongue.

28. The clamping device of claim 27 wherein the stop tongue is bent from a region of the clamping pin toward the steering column tube, wherein when the stop tongue abuts the steering column tube and the clamping pin is rotated further in the second direction, the stop tongue is bent up so that an amount of space of the stop face from the axis of the clamping pin increases.

Description

[0018] Embodiments of the invention are explained in greater detail below with reference to the drawings. In the detailed Figures:

[0019] FIG. 1: shows an adjustable steering column for motor vehicles with a clamping device according to the invention in the closed state;

[0020] FIG. 2: shows the same steering column with a clamping device in the open state;

[0021] FIG. 3: is a longitudinal section of a steering column as in FIGS. 1 and 2;

[0022] FIG. 4: is a detailed view with a damping member according to the invention of a clamping device in the open state;

[0023] FIG. 5: is a view similar to FIG. 4 in the closed state;

[0024] FIG. 6: shows another embodiment of a damping member according to the invention of a clamping device in the open state;

[0025] FIG. 7: is a view similar to FIG. 6 in the closed state;

[0026] FIG. 8: shows a damping member according to the invention of a clamping device with a longitudinal stop in the open state;

[0027] FIG. 9: is a view similar to FIG. 8 but in the transition stage between the open and closed state;

[0028] FIG. 10: is a view similar to FIG. 8, but in the closed state.

[0029] As can be seen in FIGS. 1 and 2, the steering column shown is secured to the vehicle chassis which is not shown by means of a carrier 4, which also carries two clamping jaws 2, 3 which can be clamped together by means of the clamping device according to the invention. There is securely clamped in this instance a steering column tube 1 which rotatably supports a multi-component steering spindle 5 which can be moved apart and together in the longitudinal direction 8 in the manner of a telescope. The steering column tube 1 itself can when the clamping device is open also be pushed forward and backward in the longitudinal direction 8. Furthermore, the steering column tube 1 with the clamping device open can be moved upward and downward in a vertical direction 9. When the steering column tube 1 is securely clamped between the clamping jaws 2, 3 by means of the clamping device according to the invention, it can be moved neither in the longitudinal direction 8 nor in the vertical direction 9.

[0030] The clamping device comprises a clamping pin 6 which cooperates with a clamping retention device 7 in order to move the two clamping jaws 2, 3 toward each other so that they clamp the steering column tube 1 securely between them. Between the steering column tube 1 and the carrier 4 there is provided an energy absorption device 26 which cooperates with the clamping retention device 7 in such a manner that in the open clamping device a force flow through the energy absorption device 26 is interrupted so that an adjustment of the steering column tube 1 can be carried out and with the closed clamping device a force flow is produced so that, in the event of a vehicle front-end collision, the steering column tube 1 can be displaced relative to the carrier 4 with energy absorption, for example, by means of deformation of a bending wire.

[0031] The clamping pin 6 connects the two clamping jaws 2, 3 and is connected at one end 13 thereof to an actuation lever 10 which can be rotated about the pin axis 19. Another end of the clamping pin 6 is screwed to the clamping jaw 2 by means of a nut 12. The actuation lever 10 acts together with the clamping pin 6 on a clamping retention device 7 in such a manner that, when the actuation lever 10 is rotated in the closure direction 14 about the pin axis 19, the two clamping jaws 2, 3 securely clamp the steering column tube 1 and, when the actuation lever 10 is rotated in the opening direction 15 (counter to the clamping or closure direction), the clamping jaws 2, 3 release the steering column tube 1 for the steering column adjustment in the longitudinal direction 8 and in the vertical direction 9.

[0032] FIGS. 4 and 5 show a damping member 11 according to the invention in a first embodiment. The damping member 11 comprises a through-hole 25 through which the clamping pin 6 extends. In this instance, the diameter of the hole 25 and the outer diameter of the clamping pin 6 are adapted to each other in such a manner that a clamping connection is produced and the clamping pin 6 is connected to the damping member 11 in a frictionally engaging manner. The damping member 11 comprises a stop tongue 16 which protrudes radially from the clamping pin 6 and which, when the clamping pin 6 is rotated in an opening direction 15, moves into abutment with the steering column tube 1, wherein the rotation movement of the damping member 11 is stopped. If the clamping pin 6 now rotates further in the opening direction 15, the peripheral face thereof rubs on the inner face of the hole 25 of the damping member 11. The rotational movement of the clamping pin 6 therefore has to overcome the friction force, wherein the movement energy of the clamping pin 6 and the actuation lever 10 which is connected thereto is absorbed. This leads to a damping of the rotational movement.

[0033] A resilient element 22 is secured to the damping member 11 and furthermore also to the modified damping member 24 according to an embodiment of the invention which is described below. The resilient element 22 protrudes radially from the clamping pin 6 in the opposite direction to the stop tongue 16 of the damping member 11. The resilient element 22 is also in abutment against the steering column tube 1 and in this manner prevents a larger rotational movement of the damping member 11, 24 if the clamping pin 6 rotates in the closure direction 14. As can be seen in FIGS. 5, 7 and 10, the free end of the stop tongue 16 is lifted only a few millimeters from the steering column tube 1 in this case.

[0034] As can be seen in FIGS. 6 and 7, a modified damping member 24 also comprises a stop tongue 16 but one which is constructed with a relatively small material thickness so that it can be resiliently bent. The stop tongue 16 starting from the clamping pin 6 is bent in the direction toward the steering column tube 1. If the clamping pin 6 is rotated in the opening direction 15, the end of the stop tongue 16 moves into abutment with the steering column tube 1 (FIG. 6). If the clamping pin 6 now rotates even further in the opening direction 15, the stop tongue 16 is resiliently deformed. A portion of the rotation and movement energy of the clamping pin 6 and the actuation lever 10 which in turn originates from the resilient return deformation of the clamping jaws 2, 3 is thereby used to deform the stop tongue 16, whereby the movement of the clamping pin 6 and the actuation lever 10 is damped.

[0035] In an alternative embodiment, which is not illustrated in detail here, a region 17 of the damping member 24 which surrounds the clamping pin 6 and which of course must not be completely closed can be resiliently deformed by means of expansion, for example, by means of a cam (not shown) of the clamping pin 6. In this instance, a portion of the movement energy of the clamping pin 6 and the actuation lever 10 would also be used by the resilient deformation of the region 17 and the movement would be damped.

[0036] A preferred embodiment which is illustrated in FIGS. 8 to 10 of the invention provides for a longitudinal stop 18 which is secured to the steering column tube 1. The stop tongue 16 of the damping member 24 comprises at the free end thereof a stop face 20 which is intended to stop against the longitudinal stop 18 of the steering column tube 1. When the clamping retention device 7 is open as shown in FIG. 8, the stop face 20 of the stop tongue 16 is generally located with greater spacing from the longitudinal stop 18 of the steering column tube 1. If the driver now adjusts the steering column in the direction 21 toward the front of the vehicle, the longitudinal stop 18 is displaced together with the steering column tube 1 in the direction 21 until it strikes the stop face 20 of the stop tongue 16 and prevents further displacement of the steering column tube 1 in the direction 21 toward the vehicle front.

[0037] If, in contrast, as shown in FIG. 10, the clamping retention device 7 is closed and locked, the stop tongue 16 is a few millimeters away from the steering column tube 1 above the longitudinal stop 18 and consequently outside the effective region of the longitudinal stop 18. If a vehicle accident arises in this situation, the steering column tube 1 can move further in the direction 21 toward the vehicle front without the longitudinal stop 18 thereof coming into contact with the stop face 20 of the stop tongue 16. The casing sleeve 1 can thus after overcoming the friction force of the clamping jaws 2, 3 be displaced in the direction 21 beyond the longitudinal stop 18, wherein the energy absorption device 26 can be used to convert the impact energy which is introduced by the driver into the steering wheel in a selective manner into deformation work by means of the deformation of the energy absorption element in a controlled manner. This is an important safety aspect since it prevents the steering column and the steering wheel from being displaced in the direction of the driver as a result of the crash.

[0038] The spring 22 in this embodiment ensures that the damping member 24 can rotate in the closure direction 14 until the end of the stop tongue 16 thereof is lifted from the effective region of the longitudinal stop 18 of the steering column tube 1.

[0039] In FIG. 9, an intermediate position between the completely open state of the clamping retention device 7 shown in FIG. 8 and the completely closed state shown in FIG. 10 is illustrated. In this instance, it can be seen that, as a result of the above-described resilience of the stop tongue 16, the stop face 20 in the partially closed state of the clamping retention device 7 comprises a small spacing (gap) with respect to the longitudinal stop 18 of the steering column tube 1. If the clamping pin 6 is rotated from the intermediate position shown in FIG. 9 into the completely open position of FIG. 8, the stop tongue 16 becomes deformed by being bent. In this instance, the spacing 23 between the pin axis 19 and the longitudinal stop 18 increases so that the gap between the stop face 20 of the stop tongue 16 and the longitudinal stop 18 of the steering column tube 1 closes.

[0040] The gap is important when, in the open state of the clamping retention device 7 according to FIG. 8, the steering column and consequently the steering column tube 1 is adjusted until the longitudinal stop 1 is in abutment with the stop face 20. If the stop tongue 16 were now not resiliently deformed back when the clamping retention device 7 is closed, the gap mentioned could not be produced. Instead, the stop tongue 16 under some circumstances would move counter to a friction force which occurs between the stop face 20 and the longitudinal stop 18 in the closure direction 14, that is to say, in an upward direction. If the clamping retention device 7 is subsequently opened again, the end of the stop tongue 16 could come to rest on the upper side of the longitudinal stop 18 and the stop face 20 could be unable to strike the longitudinal stop 18. However, there would then, even in the open state of the clamping retention device 7, not be produced any limitation of the longitudinal movement of the steering column tube 1 in the direction 21 toward the vehicle front and the steering column would be able to be adjusted into an inadmissible region.

[0041] In order to prevent this, the stop tongue 16 of the damping member 24 is constructed in a resilient manner.

LIST OF REFERENCE NUMERALS

[0042] 1 Steering column tube [0043] 2 Clamping jaws [0044] 3 Clamping jaws [0045] 4 Carrier [0046] 5 Steering spindle [0047] 6 Clamping pin [0048] 7 Clamping retention device [0049] 8 Longitudinal direction [0050] 9 Vertical direction [0051] 10 Actuation lever [0052] 11 Damping member [0053] 12 Nut [0054] 13 End [0055] 14 Closure direction [0056] 15 Opening direction [0057] 16 Stop tongue [0058] 17 Region [0059] 18 Longitudinal stop [0060] 19 Pin axis [0061] 20 Stop face [0062] 21 Direction/Longitudinal displacement [0063] 22 Resilient element [0064] 23 Spacing [0065] 24 Damping member [0066] 25 Hole