DE102011017014B4 - steering column assembly - Google Patents

Abstract

Steering column arrangement for a motor vehicle with a console (2) on the vehicle, on which a jacket tube (10,11) which supports a steering spindle (3,12) can be releasably fixed by means of a clamping device (40), the clamping bolts (46) of which have two console legs ( 2c) of the bracket (2), which extend on both sides of the casing pipe (10, 11), the clamping device (40) comprising at least one clamping wedge arrangement (43), through which an increased holding force of the casing pipe (10) is achieved when the casing pipe (10) is displaced axially clamping device (40) can be produced, - the jacket pipe (10, 11) has at least one outer jacket pipe part (11) and an inner jacket pipe part (10) which can be accommodated therein and which can be moved relative to one another when a force is applied as a result of an accident and form a jacket pipe sliding seat, - the jacket pipe sliding seat comprises a guide device (2d), - the inner jacket tube part (10) and the outer jacket tube part (11) can be displaced in relation to one another by means of a sliding bush (25), - the steering spindle (3,12) by means of three bearings (14,15,16) in a lower jacket tube (1) and is mounted in the inner jacket tube (10), - the lower jacket tube (1) is pivotably mounted in the vehicle-mounted bracket (2), the lower jacket tube (1) supporting the steering spindle shaft (3) which has a universal joint comprises, wherein the pivotable connection of the lower steering column tube (1) to the console (2) fixed to the vehicle is implemented by means of two riveted connections, - a steering spindle shaft (3) of the steering spindle (3,12) is non-rotatably connected to a steering spindle sleeve (12), with one External toothing (22) of the steering spindle shaft (3) meshes with an internal toothing (17,19) of the steering spindle sleeve (12), - the steering spindle shaft (3), which is connected to the steering spindle sleeve (12) in a rotationally fixed and axially displaceable manner, has a trigger safety device (30), - A receiving device (140) for an electronic steering wheel lock is provided within the vehicle-mounted console (2), the lower jacket tube (1) being constructed in one piece with the receiving device (140) and the console (2) having a recess for the receiving device (140) - at least one of the components of the steering column arrangement, the console (2) fixed to the vehicle, the lower jacket tube (1), the clamping parts of the clamping arrangement (40) are made of a light metal material comprising magnesium alloys, and the steering spindle (3, 12) is a lightweight steering spindle (3 ,12).

Description

The invention relates to a steering column arrangement for a motor vehicle, in particular for a passenger car.

From the DE 10 2005 052 123 B3 a steering column for a motor vehicle is known in which the set position of the steering column can be reliably determined during normal operation, vibrations of the actuating unit relative to the support unit being avoided, and in which the energy absorption in the event of a crash can be specified with sufficient accuracy. For this purpose, the support unit of the steering column has side cheeks on both sides of the actuating unit, through which a clamping bolt passes through openings. At least one locking element passes through the side bolster of the support unit and/or a side leg of an intermediate unit, which is arranged between the side bolsters of the support unit and the actuating unit, through an opening and is held immovably in the opening of the corresponding side bolster of the support unit and/or in the opening of the corresponding side limb of the intermediate unit in the longitudinal direction of the steering column.

However, steering column arrangements in a modular design have too low a rigidity or natural frequency and too high a weight, while an adequate crash function is not guaranteed and too much installation space is required, combined with too high production costs.

Based on this state of the art, it is the object of the present invention to provide an adjustable safety steering column in modular design for a motor vehicle, in particular a passenger car, which meets the high requirements in terms of natural frequency, crash function, theft protection, mechanical comfort adjustment, lightweight construction, installation space and steering safety, and can be produced in a cost-effective manner.

This object is achieved by a steering column arrangement having the features of claim 1. Further developments are set out in the dependent claims.

A first embodiment relates to a steering column arrangement for a motor vehicle with a vehicle-side console on which a casing tube of a steering column, which supports a steering spindle, can be detachably fixed by means of a clamping device. The bracket has two bracket legs, which extend on both sides of the jacket tube, with a clamping bolt of the clamping device passing through the two bracket legs. In order to limit an accident-related axial displacement or forward displacement of the jacket tube in a particularly favorable manner, the clamping device comprises at least one clamping wedge arrangement, which generates an increased holding force of the clamping device in the event of an accident-related axial displacement of the jacket tube. Thus, an increased clamping force or holding force of the clamping device can be generated in that a corresponding clamping wedge arrangement generates an increased holding force between the vehicle-side console and, for example, the steering column jacket tube when the steering column jacket is axially displaced forwards. During the axial displacement of the casing tube, the increased holding force or clamping force of the clamping device is generated in a simple and reliable manner in that corresponding clamping wedges or other means of the clamping wedge arrangement are correspondingly displaced against one another, which leads to the increased holding force acting essentially transversely to the axial displacement or forward displacement of the casing pipe.

Furthermore, the jacket tube of the steering column arrangement according to the invention has at least one outer jacket tube part and an inner jacket tube part which can be accommodated therein and which can be moved relative to one another when a force is applied in an accident and form a jacket tube sliding seat. For this purpose, it includes a guide device. The inner jacket tube part and the outer jacket tube part can be moved relative to one another by means of a sliding bush. The steering spindle is supported by means of three bearings in a lower jacket tube, which is also accommodated in the console, and in the inner jacket tube. This lower jacket tube is pivotably mounted in the console fixed to the vehicle, with the steering spindle shaft having a universal joint in the area that is encompassed by the lower jacket tube. The pivoting connection of the lower jacket tube to the vehicle-mounted console is made using two rivets.

The steering spindle shaft and the steering spindle sleeve of the steering spindle are connected to one another in a rotationally fixed manner, with an external toothing of the steering spindle shaft being in engagement with an internal toothing of the steering spindle sleeve. The steering spindle shaft, which is connected to the steering spindle sleeve in a rotationally fixed yet axially displaceable manner, has a safety device to prevent the sleeve from being accidentally pulled off the shaft. Finally, it is provided that the steering column arrangement according to the invention has a receiving device for an electronic steering wheel lock within the vehicle-mounted console, the lower jacket tube being formed in one piece with the receiving device and the console having a recess for the receiving device. At least one of the components of the steering column assembly is moving Tool-fixed console, lower jacket tube, clamping parts of the clamping arrangement is made of a light metal material, in particular magnesium or a magnesium alloy, and the steering shaft is a lightweight steering shaft.

Another embodiment relates to a steering column assembly in which an accidental force upon accidental relative movement of the steering column jackets can be absorbed with energy absorbing means disposed between an outer periphery of the inner steering columnar member and an inner periphery of the outer steering column jacket. The energy absorption means are designed as elevations protruding from the outer circumference of the inner tubular casing part and/or from the inner circumference of the outer tubular casing part, which cooperate with at least one depression provided in the outer circumference of the inner tubular casing part and/or the inner circumference of the outer tubular casing part. Such a jacket tube made up of an outer and inner jacket tube part is particularly easy to produce and also allows for a particularly favorable course of force when a force is applied as a result of an accident. In other words, energy absorption means that interact with one another are provided on the side of the outer circumference of the inner pipe part or on the side of the inner circumference of the outer pipe part, which communicate with one another accordingly. The advantage of such energy absorption means is that they can be integrated directly into the respective tubular part, so that no additional components such as cages and rolling elements or the like are required. Rather, the energy absorption means that correspond to one another—the elevations and the depressions—can be introduced in a simple manner on the outer circumference of the inner tubular part and/or on the inner circumference of the outer tubular part.

The guide device of the sliding steering column seat consists of a guiding area and at least one guide rail, the guiding area being shaped as a steering column tube and passed through by the steering spindle, which is adjustable in length. In the installed position, the inner jacket tube part through which the steering spindle passes is connected to the guide device by means of a coupling component which has the outer jacket tube part for receiving, fixing and braking the inner jacket tube part, the coupling component being equipped with a guide hollow profile designed as a guide carriage for accommodating the guide rail and at least for adjusting the length of the steering spindle by moving the guide carriage on the guide rail Steering spindle is designed so that other additional components, especially crash systems, can be accommodated. Due to this spatial and structural separation of the crash path and the adjustment path of the comfort adjustment and due to the design of the crash system as a tube-in-tube system, the space around the steering spindle is e.g. B. usable for other crash systems. Furthermore, with regard to the guide rail and the guide carriage of the coupling component, the design freedom is increased by different profiles or guides.

A secure, vibration-free connection between the sliding bushing and the outer casing tube part is achieved without manufacturing tolerances affecting the later functioning, in that the sliding bushing is captively connected to the outer casing tube part, the sliding bushing having at least two depressions lying radially on the outside, which are injected with plastic through the outer casing tube part to form a firm connection between the outer casing tube part and the sliding bushing. At least two indentations are provided, which are attached to opposite ends of the sliding bush, so that they have a maximum possible distance from one another, which excludes axial tilting. It goes without saying that a plurality of indentations, for example three, with one indentation in the middle between the two outer indentations, can also be provided.

In one embodiment, the clamping device has a simple structure with improved haptics when adjusting a clamping lever between a clamping position and a release position. For this purpose, a first clamping element of the clamping device, which can be rotated about the clamping bolt by means of a clamping lever relative to a second clamping element between the clamping position and the release position, is formed in one piece with the clamping lever. This not only reduces the number of parts in the clamping device, but also makes it possible to create a particularly space-saving arrangement on the side of the steering column or the associated steering console due to the one-piece design of the clamping lever and the associated clamping element. This is particularly the case when the clamping lever with the first clamping element is made from sheet metal. Such a metal sheet not only enables the clamping lever with the associated clamping element to be reshaped in a cost-effective manner, but also, for example, associated control contour elements can also be introduced into the first clamping element in a simple manner. This can involve clamping devices, in which between the clamping elements Rolling elements are provided, or also to clamping devices, in which the clamping elements slidably interact with each other.

In order to create a steering column arrangement, by means of which, on the one hand, a high rigidity or natural frequency of the steering column can be realized and, on the other hand, a high clamping force can be transmitted, the clamping device can have at least one clamping part according to the invention, which is designed to be flexible in the transverse direction (y-direction) of the steering column arrangement. The flexible clamping part transmits the clamping force of the clamping device, as a result of which a particularly favorable degree of efficiency in the transmission of the clamping force can be achieved. Furthermore, the at least one clamping part can be designed to be shear-resistant in the longitudinal direction of the steering column arrangement or can be arranged on the steering column arrangement. In particular, the high rigidity and natural frequency of the steering column is achieved through this shear-resistant arrangement.

In a further embodiment of the invention, it has proven to be advantageous if the bracket has a leg arrangement with leg parts between which clamping wedges of the clamping device are accommodated. The clamping wedges and also the clamping part itself can thus be connected in a simple manner in a shear-resistant manner in the longitudinal direction of the steering column arrangement in order to ensure overall high rigidity and natural frequency of the steering column. In addition, a correspondingly flexible arrangement of the clamping wedges in the transverse direction of the steering column can be ensured in a simple manner by the arm arrangement in order to thereby enable a high transmission of the clamping force.

The at least one clamping part can be fixed to the leg arrangement either in a clamping manner or in some other way. This results in particularly simple assembly and favorable fixing of the clamping part on the leg arrangement.

An outer clamping wedge on a side facing away from the steering wheel can be formed with a fork and can be supported with the resulting feet on an opposite wall of a clamping part, the clamping wedge having a passage opening on the opposite side, in which a clamping spring device is fastened with tabs.

A further embodiment of the telescoping steering column arrangement of a motor vehicle according to the invention relates to the fact that the outer jacket tube is arranged on a section of the console close to the steering wheel. The steering spindle sleeve is mounted in the inner jacket tube at its end near the steering wheel by means of a first bearing. With a second bearing, the steering spindle is mounted at its end remote from the steering wheel in the lower casing tube, which is partially surrounded by the console. According to the invention, a third bearing is now provided, which sits on the steering spindle sleeve in the inner jacket tube. In cooperation with the bearing, which is arranged in the inner jacket tube at its end near the steering wheel, this clamps the steering spindle sleeve axially. In this way, a particularly high degree of rigidity of the steering column is advantageously obtained and stresses in the components of the steering column arrangement are avoided. The steering spindle sleeve is supported by the arrangement of the two bearings within the inner jacket tube near the steering wheel. These bearings, which act in an axially tensioning manner, are in particular angular contact ball bearings.

Furthermore, the pivotable connection of the outer jacket tube to the vehicle-fixed bracket can be carried out by means of two riveted connections which are present diametrically on the circumference of the jacket tube and advantageously form an axis of rotation which corresponds to the universal joint axis of the steering spindle. This prevents a kinematic offset from occurring in the steering shaft.

For each of the connections formed by two rivets, the bracket fixed to the vehicle has a through-opening which opens into a corresponding through-opening in the outer jacket tube. The rivet head comes to rest on the jacket pipe side. The axis of rotation created by the riveted connections is advantageously designed in such a way that assembly tolerances that exist between the console fixed to the vehicle and the outer jacket tube can be compensated for.

The arrangement of the rivet, which has a rivet setting head and a rivet shank, is such that the rivet closing head produced when the rivet connection is closed is produced or closed on the jacket pipe side, which is favorable in terms of assembly technology.

In order to realize a motor vehicle steering column arrangement according to the invention, a steering spindle sleeve blank can first be presented, which makes it possible to provide a steering spindle sleeve for a steering spindle shaft of a motor vehicle steering spindle arrangement. The blank has a cylindrical shape and has at its one end a section which comprises a circumferential collar and wing webs extending radially away from the collar to the end of the sleeve.

The steering spindle sleeve blank is now a cold extruded component, which has received an internal toothing directly during production, which extends over part of the length of the aforementioned Section extends. This section is precisely the one not amenable to pounding editing.

Thus, the steering spindle sleeve blank now provides a component which, during further processing by means of hammering, can be formed in a known manner into a steering spindle sleeve which has additional, hammered teeth.

The steering spindle sleeve shown from the steering spindle sleeve blank therefore now has two internal teeth: A first, which extends from one section of the steering spindle sleeve to the section having the collar, with this internal toothing being produced by hammering, and a second, so-called preliminary toothing, which is present in the section that adjoins the second end. A steering spindle sleeve has thus been created which has internal teeth over almost its entire length and which in this respect makes it possible to provide a longer guided sliding path for a steering spindle shaft.

The steering spindle arrangement thus comprises a steering spindle shaft with external teeth and the steering spindle sleeve, in which the steering spindle shaft can be accommodated in an axially displaceable manner. The steering spindle sleeve is made from the steering spindle sleeve blank and therefore has the well-known hammered internal toothing, which extends from the one, first end of the steering spindle sleeve in the direction of a portion close to the second end of the present section, which has the collar and the radially extending wing webs. In an installed position of the steering spindle arrangement, the hammered internal toothing is in sliding engagement with the external toothing of the steering spindle shaft.

Furthermore, over part of the length of said section, the steering spindle shaft has a preliminary toothing according to the invention, which is toothed with the external toothing in a mounting position of the steering spindle shaft. A rotational angle position that the steering spindle shaft has assumed in the installation position due to the toothing, or with which the steering spindle shaft was positioned, can be maintained by transferring the steering spindle shaft from the hammered internal toothing to the pre-toothing.

The length of the external toothing of the steering spindle shaft can advantageously be chosen so that the steering spindle shaft is guided uninterruptedly through the hammered internal toothing and through the preliminary toothing of the steering spindle sleeve when transferring from the installation position to the assembly position.

The steering spindle also has a locking device as a safety catch, with a movement of the steering spindle shaft lengthening the steering spindle being positively limited in the axial direction by the locking device. This ensures that the steering spindle shaft cannot be pulled out of the steering spindle sleeve. If built-in parts fail, the steering spindle is prevented from separating. This type of securing also makes assembly easier, since the steering spindle shaft cannot slip out of the steering spindle hub, regardless of how it is handled during installation.

This steering column arrangement combines a high natural frequency or rigidity with lightweight construction, compact modular construction and a modularly adaptable crash function with very high holding forces and a smooth comfort adjustment, and is also inexpensive to produce.

These and other advantages are explained by the following description with reference to the accompanying figures. The reference to the figures in the description serves to support the description and to facilitate understanding of the object. Items or parts of items that are essentially the same or similar can be provided with the same reference numbers. The figures are only a schematic representation of an embodiment of the invention.

• 1 eine perspektivische Ansicht einer erfindungsgemäßen Lenksäulenanordnung,
• 2 eine Seitenschnittansicht durch die erfindungsgemäße teleskopierbare Lenksäulenanordnung,
• 3 eine Längsschnittansicht eines Lenkspindelhülsenrohlings,
• 4 eine Längsschnittansicht einer erfindungsgemäßen Ausführungsform einer Lenkspindelhülse,
• 5 eine Längsansicht der Lenkspindelhülse aus 4,
• 6 eine Längsschnittansicht der Lenkspindelhülse aus 4, in die eine Lenkspindelwelle eingeführt ist,
• 7 eine schematische Schnittansicht durch eine Lenksäulenanordnung gemäß der Erfindung,
• 8 eine schematische perspektivische Ansicht einer Gleitbuchse, die in einer Lenksäulenanordnung gemäß der Erfindung zum Einsatz kommt,
• 9 eine Schnittansicht einer Lenkspindel mit einer Verjüngung als Sperrvorrichtung,
• 10 einen Ausschnitt einer Lenkspindel mit einer Rollierung als Sperrvorrichtung,
• 11 einen Ausschnitt einer Lenkspindel mit einer Einprägung als Sperrvorrichtung,
• 12 einen Ausschnitt einer Lenkspindel mit einer Hülse mit Innengewinde als Sperrvorrichtung,
• 13 einen Ausschnitt einer Lenkspindel mit einer zweiteiligen Hülse mit Verrastelement als Sperrvorrichtung,
• 14 eine schematische perspektivische Darstellung eines inneren und äußeren Mantelrohrs,
• 15 eine schematische perspektivische Darstellung des inneren und äußeren Mantelrohrs analog zu 14,
• 16 eine schematische perspektivische Darstellung des inneren und äußeren Mantelrohrs analog zu den Ausführungsformen gemäß den 14 und 15,
• 17 eine ausschnittsweise Draufsicht auf eine Lenksäulenanordnung mit einer Klemmeinrichtung,
• 18 eine ausschnittsweise Draufsicht auf die Lenksäulenanordnung gemäß 17 bei einer unfallbedingten Axialverschiebung des Mantelrohres,
• 19 eine ausschnittsweise Draufsicht auf die Lenksäulenanordnung gemäß den
• 17 und 18, nach der unfallbedingten Axialverschiebung des Mantelrohres, 20 eine ausschnittsweise und vergrößerte Draufsicht auf die Klemmeinrichtung mit Klemmkeilanordnung der Lenksäulenanordnung gemäß den 17 bis 19,
• 21 eine ausschnittsweise Perspektivansicht auf die Lenksäulenanordnung mit einem Klemmteil, welches in Querrichtung biegeweich ausgebildet ist,
• 22 eine ausschnittsweise Unteransicht auf die Lenksäulenanordnung gemäß 21 im Bereich der Klemmeinrichtung,
• 23 eine ausschnittsweise und vergrößerte Draufsicht auf die beiden Klemmkeile der Klemmeinrichtung mit dem in Querrichtung biegeweich ausgebildeten Klemmteil,
• 24 eine alternative Ausgestaltung der Klemmanordnung der Klemmeinrichtung in einer ausschnittsweisen Perspektivansicht,
• 25 eine ausschnittsweise Perspektivansicht auf die Klemmanordnung gemäß 24,
• 26 in einem Längsschnitt einer erfindungsgemäßen Lenksäulenanordnung eine weitere Ausführungsform der Klemmanordnung mit einem Klemmteil und mit einer Klemmfedervorrichtung für einen äußeren und inneren Klemmkeil der Klemmanordnung,
• 27 die Lenksäulenanordnung aus 26 in einer Seitenansicht,
• 28 eine perspektivische Explosionsdarstellung sowie
• 29 eine Perspektivdarstellung einer Klemmeinrichtung mit einem ersten
• Klemmelement, das einstückig mit dem Klemmhebel ausgebildet ist, 30 eine Perspektivansicht und
• 31 eine ausschnittsweise vergrößerte Perspektivansicht des Klemmhebels
• 32 eine ausschnittsweise Perspektivansicht auf die Klemmeinrichtung in zusammengebautem Zustand analog zu 29,
• 33 eine weitere Perspektivansicht auf das lenkkonsolenseitige erste Klemmelement mit dem daran befestigten Halteelement der Klemmeinrichtung,
• 34 eine ausschnittsweise Seitenansicht auf die Lenkkonsole und die Lenksäule, mit der Klemmeinrichtung in Schnittdarstellung,
• 35 eine weitere Schnittansicht durch die Lenkkonsole und die Lenksäule im Bereich der Klemmeinrichtung in einer im Vergleich zu 34 entgegen gesetzten Blickrichtung,
• 36 eine Perspektivansicht auf ein Halteelement gemäß einer modifizierten Variante,
• 37 eine Lenksäulenanordnung mit ausgefahrener Lenkspindel,
• 38 die Lenksäulenanordnung mit versenkter Lenkspindel nach einem Crashfall, 39 eine Draufsicht auf einen senkrecht zur Lenkspindel ausgeführten Querschnitt,
• 40 eine andere Ausführungsform für Führungsschlitten und Führungsschiene, 41 eine Lenksäulenanordnung mit einer Längenverstellvorrichtung,
• 42 die Lenksäulenanordnung ohne Längenverstellvorrichtung,
• 43 eine perspektivische Seitenansicht auf einen Ausschnitt einer erfindungsgemäßen höhenverstellbaren Sicherheits-Lenksäulenanordnung,
• 44 eine Seitenschnittansicht der erfindungsgemäßen Nietverbindung,
• 45 eine Seitenschnittansicht einer noch weiteren Nietverbindung,
• 46 eine Seitenschnittansicht einer noch weiteren Nietverbindung,
• 47 eine Seitenschnittansicht einer noch weiteren Nietverbindung,
• 48 eine Seitenschnittansicht einer noch weiteren Nietverbindung.

show:

• 1 a perspective view of a steering column assembly according to the invention,
• 2 a side sectional view through the telescoping steering column assembly according to the invention,
• 3 a longitudinal sectional view of a steering spindle sleeve blank,
• 4 a longitudinal sectional view of an embodiment of a steering spindle sleeve according to the invention,
• 5 a longitudinal view of the steering spindle sleeve 4 ,
• 6 Figure 12 shows a longitudinal sectional view of the steering stem sleeve 4 , into which a steering shaft is inserted,
• 7 a schematic sectional view through a steering column arrangement according to the invention,
• 8th a schematic perspective view of a sliding bush used in a steering column arrangement according to the invention,
• 9 a sectional view of a steering shaft with a taper as a locking device,
• 10 a section of a steering spindle with a roll as a locking device,
• 11 a section of a steering spindle with an imprint as a locking device,
• 12 a section of a steering spindle with a sleeve with an internal thread as a locking device,
• 13 a section of a steering spindle with a two-part sleeve with a locking element as a locking device,
• 14 a schematic perspective view of an inner and outer jacket tube,
• 15 a schematic perspective view of the inner and outer jacket tube analogous to 14 ,
• 16 a schematic perspective view of the inner and outer jacket tube analogous to the embodiments according to the 14 and 15 ,
• 17 a sectional plan view of a steering column assembly with a clamping device,
• 18 a sectional top view of the steering column assembly according to FIG 17 in the event of an accident-related axial displacement of the jacket pipe,
• 19 a sectional plan view of the steering column assembly according to the
• 17 and 18 , after the accidental axial displacement of the jacket pipe, 20 a sectional and enlarged plan view of the clamping device with clamping wedge assembly of the steering column assembly according to the 17 until 19 ,
• 21 a fragmentary perspective view of the steering column arrangement with a clamping part which is designed to be flexible in the transverse direction,
• 22 a sectional view from below of the steering column arrangement according to FIG 21 in the area of the clamping device,
• 23 a detail and enlarged top view of the two clamping wedges of the clamping device with the clamping part designed to be flexible in the transverse direction,
• 24 an alternative embodiment of the clamping arrangement of the clamping device in a partial perspective view,
• 25 a fragmentary perspective view of the clamping arrangement according to FIG 24 ,
• 26 in a longitudinal section of a steering column arrangement according to the invention, a further embodiment of the clamping arrangement with a clamping part and with a clamping spring device for an outer and inner clamping wedge of the clamping arrangement,
• 27 the steering column assembly 26 in a side view,
• 28 a perspective exploded view as well as
• 29 a perspective view of a clamping device with a first
• clamping element, which is designed in one piece with the clamping lever, 30 a perspective view and
• 31 a partially enlarged perspective view of the clamping lever
• 32 a fragmentary perspective view of the clamping device in the assembled state analogous to 29 ,
• 33 a further perspective view of the first clamping element on the steering console side with the holding element of the clamping device attached to it,
• 34 a partial side view of the steering console and the steering column, with the clamping device in a sectional view,
• 35 a further sectional view through the steering console and the steering column in the area of the clamping device in a comparison to 34 opposite viewing direction,
• 36 a perspective view of a holding element according to a modified variant,
• 37 a steering column assembly with the steering shaft extended,
• 38 the steering column arrangement with sunken steering spindle after a crash, 39 a plan view of a cross section perpendicular to the steering shaft,
• 40 another embodiment for guide carriage and guide rail, 41 a steering column assembly with a length adjustment device,
• 42 the steering column arrangement without length adjustment device,
• 43 a perspective side view of a section of a height-adjustable safety steering column arrangement according to the invention,
• 44 a side sectional view of the rivet connection according to the invention,
• 45 a side sectional view of yet another rivet joint,
• 46 a side sectional view of yet another rivet joint,
• 47 a side sectional view of yet another rivet joint,
• 48 a side sectional view of still another riveted joint.

The device according to the invention relates to a steering column arrangement, as in 1 shown, which is designed in a consistent lightweight construction. For this purpose, the steering spindle, consisting of the steering spindle shaft 3 (not visible here) and the steering spindle sleeve 12, is designed as a lightweight steering spindle and various components of the steering column arrangement such as the vehicle-mounted console 2, the lower jacket tube 1 and clamping parts of the clamping device 40 consist of a light metal material, preferably magnesium or a magnesium alloy. A compact design is supported by a crash system, which is designed as a “tube in tube” with the inner casing tube part 10 that can be accommodated by the outer casing tube part 11 . This steering column seat can be equipped in a version with a "terminal box" and with a plastic injection to compensate for tolerances, as described below with reference to 37 until 42 (terminal box) and 7 , 8th (Plastic injection) described. The steering column arrangement is given a high level of security against theft by the receiving device 140 for an electronic immobilizer, which can be designed in one piece with the lower jacket tube 1 and extends through the console 2 fixed to the vehicle. With a clamping device 40, which has a wedge clamping system, high crash retention forces can be achieved with easy comfort adjustment. This in 2 The 3-bearing concept shown enables a high natural frequency, and the design of the console 2 with the console legs 2c, as will be explained later, contributes to the improved properties with regard to crash function, comfort adjustment, installation space, etc. The rivet connection 4 in the axis of rotation DD, which corresponds to the universal joint axis of the steering spindle, prevents a kinematic offset from occurring in the steering spindle.

In the 2 The telescoping steering column arrangement shown comprises the lower jacket tube 1, which is partially surrounded by the console 2 and into which a section of the steering shaft 3 close to the motor extends. This is mounted with its end remote from the steering wheel by means of a fixed bearing 16, which can be a grooved or four-point bearing, for example, in the lower jacket tube 1. The steering spindle 3 can be surrounded in the lower jacket tube 1 on the side of the fixed bearing 16 facing away from the engine by a locking ring 13 which belongs to the steering wheel lock which is arranged in the receptacle 140 .

A fixed bearing is understood to be a bearing that fixes the steering spindle 3 in two translational degrees of freedom, so that the steering spindle 3 cannot be displaced vertically or tangentially. However, rotations of the steering shaft 3 are permitted.

On the section 2a of the console 2 close to the steering wheel, an outer jacket tube 11 is arranged which, together with an inner jacket tube 10 positioned therein, forms a jacket tube sliding seat for the steering spindle sleeve 12, in which the section of the steering spindle 3 remote from the engine compartment is accommodated. The steering spindle sleeve 12 is mounted in the inner jacket tube 10 at its end near the steering wheel by means of a first bearing 15 and by means of a third bearing 14 which is arranged on the steering spindle sleeve 12 in the inner jacket tube 10 at its end remote from the steering wheel. The first and third bearings 15, 14, unlike the fixed bearing 16, should be designed for bearings that can absorb combined loads, ie radial and axial loads acting simultaneously.

Angular contact ball bearings are therefore particularly suitable for this purpose, the axial load capacity of which increases with the size of the contact angle α. The contact angle is the angle that the line connecting the two points of contact between the ball and raceways includes with the radial plane and at which the load is transferred from one raceway to the other. The steering spindle sleeve 12 is clamped axially by the angular contact ball bearings 15,14.

3 shows a steering spindle sleeve blank 12', which is suitable for forming a steering spindle sleeve 12, such as that shown in 4 in a side sectional view and in 5 is shown in the side view to be further processed. The steering spindle sleeve blank 12' is a cold extruded component which is designed as a hollow cylinder and has a section at one end in which a collar 19 is provided, from which wing webs 20 extend to the end, as shown in FIG 5 , extending radially away.

By means of the wing webs 20 emerges the finished steering spindle sleeve 12, as in the 4 until 6 is shown in the in 6 indicated torsion damper 150 a. For this purpose, corresponding recesses are provided in the torsion damper 150, which are brought into engagement with the wing-like webs 20, as a result of which the steering spindle sleeve 12 assumes a defined angular position. The federal government 19 forms a stop on the torsion damper 150, as in 6 is also indicated.

As is already known from the prior art, the steering spindle sleeve 12 itself has a hammered internal toothing 17, which is introduced into the steering spindle sleeve blank 12' as follows: The internal toothing 17 can be produced with high precision using the known hammering process by inserting a dome with a toothed contour into the hollow steering spindle sleeve blank 12'. The steering spindle sleeve blank 12' can now be machined radially from the outside with hammers, with the inner contour of the sleeve taking on the toothed contour of the dome. The cross section of the steering spindle sleeve blank 12' decreases and takes on the shape of the finished steering spindle sleeve 12, as shown in FIG 4 , 5 and 6 shown. For design reasons, a transitional area results during hammering, so that the cross section of the steering spindle sleeve 12 , which is now narrowed by the hammering, expands slightly in the shape of a funnel in the direction of the collar 19 .

This area of the transition, over the collar 19 to the end of the steering spindle sleeve 12, which carries the wing-like webs 20, is referred to as section 21 below. In this section 21 no internal toothing can be produced by means of hammering. Therefore, the steering spindle sleeve blank 12 ′ is produced directly as a cold-extruded component, which has a preliminary toothing 18 on the section 21 that extends over most of the length of the section 21 . The term "pre-toothing" expresses the fact that this first toothing 18 was produced before the hammered inner toothing 17 .

A steering spindle sleeve 12 can thus be produced which has internal teeth 17, 18 over almost its entire length, with the result that, in comparison to the internal teeth 17 that have only been hammered up to now, the preliminary teeth 18 result in a longer sliding fit of the steering spindle shaft 3, which has external teeth 22, in the steering spindle sleeve 12. The steering spindle shaft 3 is thus arranged in the steering spindle sleeve 12 in an axially displaceable manner.

The importance of this improved sliding path results from the fact that when the engine is installed in the vehicle, the steering shaft should be pushed back as far as possible to avoid a collision of the steering shaft with the engine. However, the preset, specific rotational angle position of the steering spindle must be retained for unhindered assembly of the spindle on the steering gear. This can only be guaranteed if the steering spindle shaft is guided in the steering spindle sleeve at all times. This requirement is met by this steering spindle arrangement, which provides a steering spindle sleeve 12 with almost continuous internal teeth 17,18. Thus, after insertion into the steering spindle sleeve 12, the steering spindle is no longer freely rotatable at any time. It is conceivable that the internal toothing 18 in a simple design consists of two diametrically opposite teeth, the teeth of each pair being relatively close together, so that one tooth of the external toothing 22 can engage with play in the tooth gap between the two teeth.

This is because the hammered internal teeth 17 mesh with the external teeth 22 of the steering spindle shaft 3 in one installed position of the steering spindle arrangement, and that when the motor is transferred to the assembly position in which the retracted steering spindle shaft 3 is pushed in the steering spindle sleeve 12 in the direction of the torsion damper 150, the steering spindle shaft 3 moves directly away from the hammered internal teeth 17 of the steering spindle sleeve 12 into the forward position toothing 18 is pushed further. It thus has an extended sliding distance, in which a secure guidance is given at the same time. As is known to those skilled in the art, a desired sliding travel limitation can be created, for example, by the arrangement of an assembly stop ring which is arranged circumferentially around the steering column shaft.

Furthermore, not shown in the figures, the hammered internal toothed area of the steering spindle sleeve can have a missing tooth in order to provide a certain amount of play to compensate for manufacturing tolerances. A block tooth can be provided on the steering spindle shaft as a corresponding element to the missing tooth. Insofar as the steering spindle shaft can have a plastic encapsulation, which can also provide the external toothing, the block tooth can be made of plastic. Such a plastic encapsulation is particularly advantageous in order to transmit the steering torque as directly as possible and to produce a connection between the steering spindle and the steering spindle sleeve that is as quiet as possible.

In addition, there may also be a missing tooth in the steering spindle sleeve in the area of the pre-serration. With this and a larger pre-serration in section 21, manufacturing tolerances can be compensated. This may be necessary because the cold forming of the steering spindle sleeve blank as a cold extruded component may result in pre-serration that is less precisely manufactured than the internal serration created by hammering.

By appropriately selected tooth sizes of external gearing and pre-gearing and the resulting tolerance compensation gap, despite the reliable guidance that is still provided, there is a certain amount of play in order to buffer the manufacturing tolerances mentioned. In this way, when the steering spindle is transferred from the installation position to the assembly position, it is possible to ensure that the desired rotational angle position is maintained at all times.

7 shows a sectional view of a vehicle steering column according to the invention.

The inner casing tube part 10 accommodates the steering spindle, not shown here, like a telescope. The outer tubular casing part 11 is provided radially on the outside in an overlapping area. In the present case, the respective components are rotationally symmetrical in shape.

Between the outer jacket tube part 11 and the inner jacket tube part 10, a sliding bushing 25 made of a plastic material is arranged. The inner jacket tube part 10 is axially slidable in the sliding bush 25 .

The sliding bush 25 itself is firmly connected to the outer jacket tube part 11 . For this purpose, the sliding bushing 25 has two depressions 26 on its radially outer circumferential surface, which are provided at both ends of the sliding bushing 25 at a distance from one another.

The indentations 26 form cavities or pockets 27 in relation to the outer casing tube part 11 lying on the outside. These pockets 27 or indentations 26 of the slide bushing 25 are filled or sprayed with plastic compound from the outside through the outer casing tube part 11, so that a firm connection can be formed between these components.

8th shows a perspective view of the sliding bush 25 according to the invention.

The slide bushing 25 has a slot 28 along its entire length. The indentations 26, which then form the pockets 27 with the outer casing tube part 11, are provided at both ends and extend on both sides of the slot 28 up to the latter. When filling in the plastic in the assembled state of the vehicle steering column, the depressions 26 are completely filled, so that manufacturing tolerances between the sliding bush 25 and the outer jacket tube part 11 are eliminated. In the process, the slot 28 is pushed together. A firm connection is thus created between the sliding bushing 25 and the outer tubular casing part 11 and a connection is created between the sliding bushing 25 and the inner tubular casing part 10 which allows the inner tubular casing part 10 to slide in the bushing 25 . For this purpose, the slide bushing 25 can be made of a material that allows sliding (e.g. plastic). All tolerances between the outer jacket tube part 11 and the sliding bush 25 are eliminated by the solution according to the invention. The inner jacket tube part 10 can be adjusted in the sliding bush 25 with minimal play and low forces.

Reinforcing ribs 29 are provided between the indentations 26 to increase the rigidity of the sliding bush 25 . The solution according to the invention brings with it the advantage that the two tubular casing parts 10, 11 do not have to be machined and no fit has to be produced. The injection pockets are as far apart as possible to maximize the support levers.

In 9 is a steering shaft 3.12 with a taper 31 as a locking device 30 is shown. The steering spindle essentially consists of a steering spindle sleeve 12 and a steering spindle shaft 3 accommodated by the steering spindle sleeve 12. Both the steering spindle sleeve 12 and the steering spindle shaft 3 are designed as hollow shafts.

The steering spindle shaft 3 can be displaced in the axial direction a and is mounted in the steering spindle sleeve 12 in the radial direction r. The steering spindle sleeve 12 and the steering spindle shaft 3 are non-rotatably connected to one another via the toothing. The toothing is formed by the internal toothing 17 , 18 of the steering spindle sleeve 12 and by the external toothing 22 of the steering spindle shaft 3 .

In order to positively secure the steering spindle shaft 3 against being pulled out of the steering spindle sleeve 12, the steering spindle sleeve 12 has a locking device 30 on an open side of the steering spindle sleeve 12 opposite the base 3b. In addition, the steering spindle shaft 3 has a stop 32 which moves or strikes against the locking device 30 when the steering spindle shaft 3 is pulled out of the steering spindle sleeve 12 . For this purpose, an inner diameter I ₃₀ of the locking device 30 is smaller than an outer diameter A ₃₂ of the stop 32 of the steering spindle shaft 3 .

The stop 32 is in accordance with 9 formed by the external teeth 22. The external toothing 22 is divided into several toothed rings 22a, 22b. In this exemplary embodiment, the outermost toothed section 22a forms the stop 32 according to the invention.

The locking device 30 can be formed by the steering spindle sleeve 12 itself or by a component attached to the steering spindle sleeve 12 . So the locking device 30 accordingly 1 be designed as a taper 9, wherein the locking device 30 does not have to consist of a separate component, but can be formed, for example, by cold forming of the steering spindle sleeve 12. An inventive selection of further locking devices 30 is in the 10 until 13 shown and described below.

10 shows a locking device 30 which is formed by rolling 30 of the steering spindle sleeve 12 . The rolling 30 is produced in a cold forming process and has two grooves 31a, 31b running around the steering spindle sleeve 12. The inner diameter I ₃₀ of the locking device 30 or the steering spindle sleeve 12 is reduced by the grooves 31a, 31b, so that the external toothing 22 first strikes the groove 31b when the steering spindle shaft 3 is pulled out. The second groove 31a is for safety and only serves as a stop 32 in exceptional cases.

In addition to the function of the stop 32, the locking device 30 serves to guide the steering spindle shaft 3 in the radial direction r. In the embodiment according to 10 a corresponding play between the grooves 31a, 31b and the steering spindle shaft 3 is set by the rolling 30.

In principle, it is intended to seal the steering spindle sleeve 12 . For this purpose, depending on the design, a sealing ring is provided between the locking device 30 or the steering spindle sleeve 12 and the steering spindle shaft 3 . The sealing ring is to be adapted to the design of the locking device 30 accordingly.

In 11 the locking device 30 is formed by impressions 31c, two of which are shown. According to the embodiments according to 9 and 10 The impressions 31c can be cold-pressed and can be used to support the steering spindle shaft 3 in the radial direction r. The steering spindle shaft 3 hits the indentations 31c when it is pulled out.

Furthermore, the locking device 30 can be designed as a separate component. Such a component can consist of a plurality of pins which are introduced into the steering spindle sleeve 12 in the radial direction r in the edge region of the steering spindle sleeve 12 . In the simplest exemplary embodiment, the pins can be designed as pull rivets against which the stop 32 of the steering spindle shaft 3 moves.

Another locking device 30 designed as a separate component consists of a sleeve 33, as in 12 shown. The sleeve 33 has an internal thread 33a, is screwed to the steering spindle sleeve 12 and forms the locking device 30.

Alternatively, the sleeve can have an external thread and be screwed to the steering spindle sleeve 12 . The sleeve forms the safeguard for the stop 32 or for the external toothing 22 of the steering spindle shaft 3.

Also in 13 the locking device 30 is designed as a sleeve 33 and is connected as a separate component to the steering spindle sleeve 12 via latching elements 33b. The sleeve 33 according to 13 is designed in two parts and placed on the steering spindle sleeve 12 from the outside. The sleeve 33 has a latching element 33b in the form of a circumferential web, the web engaging in a likewise circumferential groove on the outside of the steering spindle sleeve 12 when the sleeve 33 is in the installed state. The two-part sleeve 33 is connected in one piece via self-locking snap locks. The sleeve 33 according to 13 forms the locking device 30 in the assembled state and at the same time guides the steering spindle shaft 3 in the radial direction r.

Furthermore, the sleeve can be slotted and thus be flexible in the radial direction r or in diameter. The sleeve can be arranged inside the steering spindle sleeve 12 in the assembled state. The latching elements engage in the steering spindle sleeve 12 outwards in the radial direction r. For assembly, the sleeve is inserted into the steering spindle sleeve 12 in the axial direction a. In the installed state, the sleeve forms the locking device 30 and at the same time guides the steering spindle shaft 3 in the radial direction r. The latching elements are designed in such a way that they engage in corresponding recesses in the steering spindle sleeve 12 in a self-locking manner.

In the 14 until 16 the jacket tube for the longitudinally adjustable steering column is shown in a schematic perspective view, which comprises two jacket tube parts arranged telescopically relative to one another, an outer jacket tube part 11 and an inner jacket tube part 10 . In 14 until 16 not shown.

In the present case, it is common to all of the embodiments that a plurality of elevations 34 are provided on the inner circumference I ₁₁ of the outer jacket tube part 11 , which protrude in the direction of the inner jacket tube part 10 . In the present case, the elevations 34 are in the form of local plastic deformations, in particular in the form of embossing, stamping, indentation or the like. Accordingly, the elevations 34 in the 14 until 16 also from the outside or from the outside circumference of the outer jacket tube part 11 can be seen.

In contrast to the outer tubular casing part 11, the inner tubular casing parts 10 in the embodiments according to FIGS 14 until 16 each designed differently. As a basic idea, however, it is common to all inner jacket tube parts 10 in the present case that they each have at least one depression, which will be explained in more detail below, which is made in the outer circumference A ₁₀ of the respective inner jacket tube part 10 .

In the embodiment according to 14 the indentation made in the outer circumference A ₁₀ of the inner casing tube part 10 is formed by a groove 35 which is formed radially circumferentially. On the side facing away from the outer tubular casing part 11 , this groove 35 is adjoined by a region 36 of the inner tubular casing part 10 , which has a larger radius or cross-section than the groove 35 .

According to the embodiment 14 the inner tubular casing part 10 differs according to 15 characterized in that a further groove 37 is introduced on the outer circumference A ₁₀ of the inner casing tube part 10 , which, however, has a slightly larger radius or cross-section than the groove 35 . Then, in turn, the groove 35 and the area 36 follow the groove 37, which has already been mentioned in connection with FIG 14 have been explained. However, the groove 35 and the area 36 have a slightly different width.

The elevations 34 protruding from the inner circumference I ₁₁ of the outer casing pipe part 11 thus form, together with the respective grooves 35 or 37 introduced into the outer circumference A ₁₀ of the inner casing pipe part 10, corresponding energy absorption means which can be used in order to absorb a corresponding accident force when a force is applied to the casing pipe as a result of an accident and there is a relative movement of the two casing pipe parts 10, 11 associated therewith. In particular, it is possible through the interaction of the elevations 34 and depressions (grooves 35, 37) to achieve a correspondingly desired graded or graded course of force. How out 14 and 15 As can be seen, this force curve, which also determines the energy absorption capacity of accident forces, is essentially influenced by the radius or cross section of the successive grooves 35 or 37 and of the area 36 . In other words, the grooves 35,37 can represent a stepped path-dependent course of force when the two tubular casing parts 10,11 move relative to one another. Depending on the manner in which the grooves 35, 37 and the area 36 are arranged, the course of the force can increase or decrease in the course of the relative movement of the two tubular casing parts 10, 11. A graded energy absorption that can be adapted to the vehicle requirements is therefore possible in the present case. A further advantage is that the crash and breakaway forces can be adjusted via the corresponding material parameters of the jacket tube parts 10, 11 and their geometry. Geometrically, the course of the force is determined in particular by the geometry of the elevations 34 or the grooves 35 and 37 .

The embodiment according to 16 differs from those according to the 14 and 15 in particular in that a plurality of grooves 38 are made as depressions in the outer circumference A ₁₀ of the inner tubular casing part 10 and extend in the axial direction of the inner tubular casing part 10 or of the tubular casing as a whole. Then in turn, the area 36 connects to the grooves 38, which is already in connection with the 14 and 15 has been described and which indicates the diameter of the inner tubular casing part 10 . Out of 16 it can also be seen that the elevations 34 are introduced into the outer jacket tube part 11 in such a way that they overlap with the grooves 38 when the jacket tube parts 10, 11 are displaced in relation to one another. If necessary, the grooves 38 can then also serve as guides for the elevations 34 or the outer tubular casing part 11 . It is clear that this in turn allows a graduated force profile to be implemented when a force is applied to the casing tube as a result of an accident, for example when the elevations 34 reach the rear end of the grooves 38 adjoining the region 36 .

In other embodiments, the grooves 38 can be made somewhat shorter, so that when the inner casing tube part 10 is extended, the front end of the respective groove 38 that faces the outer casing tube part 11 can also be seen. In a first phase of the application of force caused by an accident, there is still a force curve with an increased force, which drops at the moment when the elevations 34 reach the grooves 38 and which increases again at the moment when the elevations 34 leave the grooves 38 .

An embodiment similar to that according to FIG 14 has two adjacent depressions in the form of radially circumferential grooves on the inner jacket tube part, to which the area 36 is analogous to that 14 and 15 connects. However, these grooves each have a different cross section, so that in turn there is a correspondingly different course of force during the relative movement of the two tubular casing parts 10,11 to one another.

Overall, it can be seen from the embodiments that due to the radially circumferential grooves or the grooves 38 running in the axial direction of the jacket tube, the energy absorption capacity or the force profile during the relative movement of the two jacket tube parts 10,11 of the jacket tube can be influenced accordingly. The in the 17 until 19 The steering column arrangement shown comprises a vehicle-fixed or vehicle-side console 2, on which a steering column sleeve 12 overlying a steering column tube 10 is fixed by means of a clamping device 40.

Especially in combination with 20 , which shows the steering column arrangement in the region of the clamping device 40 in a detail enlarged plan view, it can be seen that the clamping device 40 comprises a clamping bolt 46 which extends between console wedge legs 42 of the console 2 arranged on the side of the jacket tube. Furthermore, the clamping bolt 46 passes through two clamping wedges 41 arranged on the side of the jacket tube, specifically in the area of oblong holes that cannot be seen and which extend in the axial direction of the steering column or the jacket tube. Thus, in particular, is off 20 recognizable that the respective lateral console wedge leg 42 and the associated clamping wedge 41 form a clamping wedge arrangement 43, the function of which is described below in particular with reference to FIG 17 until 19 will be explained in more detail.

A further wedge-shaped clamping element 47 of the clamping device 40 is arranged in each case on the outside of the console wedge legs 42 . Both the respective clamping element 47 and the respective console wedge leg 42 are each provided with an opening through which the clamping bolt 46 protrudes.

In the present case, the clamping device 40 is to be clamped or released by pivoting an actuating lever 45 about an axis of rotation formed by the clamping bolt 46 . As a result, a wedge-shaped clamping part 48 known from the prior art and in this case firmly connected to the actuating lever 45 is rotated in such a way that the jacket tube is axially clamped or released relative to the console 2 .

The steering column, which is longitudinally and/or height-adjustable in the present case, can thus be adjusted and fixed in the adjusted position by the clamping device 40 .

In 17 Figure 1 shows the steering column assembly in its initial position as mounted in passenger cars. If, for example, a collision of the passenger car causes an accident-related application of force or an axial overload - as indicated by the arrow c - from the steering wheel side, the jacket tube, more precisely a jacket tube part 11, should be fixed over a certain distance s after a corresponding axial displacement. The front or first jacket tube part 11 is connected to a second jacket tube part 10, specifically in this first phase of movement relatively firmly to one another.

In synopsis of 17 and 18 It can now be seen that the axial application of force or the axial displacement of the first tubular casing part 11 caused by the accident causes the clamping wedges 41 arranged to the side of the tubular casing or the first tubular casing part 11 to be displaced forwards in the axial direction of the tubular casing, also by the distance s covered by the first tubular casing part 11.

The two clamping wedges 41, which are moved with the first casing tube part 11, thus experience a relative movement with respect to the corresponding console wedge legs 42. Since corresponding friction surfaces 44 between the clamping parts 41 and the console wedge legs 42 are directed forwards towards the central axis of the steering column, a movement of the clamping wedges 41 inevitably leads to an increased holding or clamping force within the clamping device 40 puts. In other words, the displacement of the clamping wedges 41 relative to the bracket wedge legs 42 results in an increased holding force or clamping force being generated transversely to the axial direction of the jacket tube or in the axial direction of the clamping bolt 46 . As a result, the clamping device 40 is braced so much on the clamping bolt 46 that the holding or clamping force achieved thereby increases considerably and makes further movement of the casing pipe or the first casing pipe part 11 impossible. In the first phase of the displacement of the jacket tube together with the clamping parts 41, a peak in the crash force is avoided, since impact energy is converted into kinetic energy of the jacket tube and the clamping parts 41. The clamping force only increases as the movement progresses.

In the present exemplary embodiment, a coefficient of friction between the first tubular casing part 11 and the corresponding clamping part 41 is selected to be higher than a coefficient of friction between the respective clamping wedge 41 and the corresponding bracket wedge leg 42 possibly also conceivable, to connect the clamping parts 41 firmly to the first tubular casing part 11 .

18 consequently shows the position of the clamping parts 41 or the casing tube with the first casing pipe part 11 in which the clamping parts 41 or the first casing upper part 11 have been correspondingly shifted forwards by a respective distance s in the axial direction, whereby a holding or clamping force of the clamping device 40 has been set, which means that the first casing pipe part 11 remains in place relative to the console 2 in the further course of the accident scenario t.

The further course of the accident scenario is in 19 shown. After the first tubular casing part 11 is fixed in place due to the increased holding force on the console wedge legs 42 or the console 2, the following is now carried out in 19 recognizable displacement of the second tubular casing part 10 relative to the first tubular casing part 11, with energy absorption. Appropriate energy absorption elements, as explained above, are provided here between the two tubular casing parts 10,11.

Overall, therefore, from the 17 until 20 recognizable that during the accident-related forward displacement or axial displacement of the jacket tube or the first jacket tube part 11 - and the associated clamping parts 41 - depending on the overload exerted on the steering column, a steadily increasing holding force or clamping force is generated, which ultimately leads to the first jacket tube part 11 being fixed relatively stationary to the console 2. The normal force acting on the clamping surfaces increases. The constantly increasing holding force can lead to plastic deformation in the area of the clamping device 40 when a holding limit force is exceeded. In other words, the constantly increasing holding force can advance into such areas until a plastic deformation of the components and thus a form-fluid blockage of the clamping device 40 occurs.

In the present exemplary embodiment, the console wedge legs 42 have respective stops 42, by means of which an axial displacement of the clamping wedges 41 can be limited. A maximum force introduced into the clamping system can also be limited in this way.

In 21 a steering column arrangement for a motor vehicle designed here as a passenger car is shown in a fragmentary perspective view obliquely from below. This steering column arrangement is also in 22 shown in a partial bottom view.

In synopsis of 21 and 22 It can be seen that an inner jacket tube 10 supporting a steering spindle of a steering column is fixed to a bracket 2 by means of a clamping device 40, which will be explained in more detail below, which in turn is fixed to the body of the motor vehicle in the installed position.

The clamping device 40 comprises a clamping bolt 46, which runs essentially between two console legs 2c running in the vertical direction of the vehicle, which protrude downwards from a console region running in the vehicle transverse direction or vehicle longitudinal direction.

Like in particular 22 As can be seen, the clamping bolt 46 passes through the bracket leg 2c and projects laterally outward with one end 46b opposite this. In the region of this end 46b, the clamping device 40 holds a handle 45 which can be pivoted about the axis of the clamping bolt 46. in the in 21 and 22 The clamping position shown is a clamping device 55, which in the present case comprises two cooperating clamping disks 55a, 55b which can be rotated in opposite directions, correspondingly prestressed. In other words, the two clamping disks 55a, 55b, which have corresponding clamping bevels at the ends, are positioned relative to one another in this position of the handle 45 such that an axial clamping force acts on the clamping bolt 46.

This clamping force causes a force to be applied to two clamping wedges 41 of a clamping arrangement 43 on the side facing away from the clamping device 55 22 First of all, it can be seen that the bracket leg 2c is correspondingly recessed in the area of the clamping arrangement 43, so that the clamping wedge 41 rests directly on the casing tube 11. The clamping wedge 41 can also be designed in one piece with the casing tube 11 . It can also be seen that the clamping bolt 46 passes through the two clamping wedges 41, with a clamping screw 53 being screwed onto its end 46a. The corresponding tightening of the clamping device 55 on the side opposite the clamping arrangement 43 thus has the effect that, when the handle 45 is in the closed position, the corresponding clamping force, acting in the axial direction of the clamping bolt 46, is generated to clamp the casing pipe 11 or the inner casing pipe 10 in place on the console 2.

The design of the clamping arrangement 43 with the clamping wedges 41 has the effect that an increased holding force of the clamping device 40 is generated in the event of an accident-related axial displacement of the casing tube. In other words, one becomes increased clamping force or a holding force of the clamping device 40 is generated in that the clamp arrangement 43 generates an increased holding force between the vehicle-side console 2 and the steering column jacket 10 when the jacket tube 11 is displaced forward axially.

In synopsis with 23 , which shows the steering column view in the area of the clamping arrangement 43 in a detail enlarged view from below, it can now be seen that the clamping device 40 in the present case comprises a clamping part 54 in the form of a clamping plate, which is arranged between the two clamping wedges 41 . To put it more precisely, this clamping part 54 is held on a leg arrangement 50 of the console 2 which is formed by two leg parts 52 . These leg parts 52 project outwards approximately perpendicularly to the corresponding console leg 2c, ie in the transverse direction of the steering column arrangement. According to the embodiment in FIG 21 is the clamping part 54 by means of four or more bolts 51 - two or more bolts 51 per leg part 52 - attached to this or to the corresponding console leg 2c. In the present case, the bolts 51 are in the form of pins (quicklocks) cast onto the leg parts 52 .

In the embodiment according to 23 are respectively bent holders 54a provided at the ends of the clamping part 54, which clamp around the respective corresponding leg part 52. In this way, a fixation is achieved which is not effected by the bolts 51 but by clamping or direct pressing. Of course, all the usual joining methods and mechanical fastening methods are also conceivable.

In particular 23 it can be seen that the clamping part 54 has two loop areas 54b, each on the outside of a contact area in which the respective clamping wedge 41 bears against the clamping part 54 designed as a clamping plate. In other words, the respective clamping wedge 41 rests flat on the clamping part 54 in the contact area.

The two loop areas 54b cause the clamping part 54 to be flexible in the transverse direction of the steering column arrangement—that is, in the direction in which the clamping bolt 46 extends. This flexible design of the clamping part 54 has the effect that a good transmission of the clamping force is possible between the bracket legs 2c. For good transmission of the clamping force, the bracket legs 2c should be made as soft as possible, which, however, speaks against a high degree of rigidity and the counting of a high natural frequency of the steering column. This conflict of objectives is resolved by the present clamping part 54 .

Furthermore, in particular 23 recognizable that the clamping part 54 in the longitudinal direction of the steering column arrangement - that is perpendicular to the clamping bolt 46 - is designed to be shear-resistant or is arranged on the console 2 . This takes place in that the length of the clamping part 54 between the holders 54a is adapted to the distance between the two leg parts 52 . Thus, the clamping part 54 cannot move in the longitudinal direction of the steering column arrangement, but rather is designed to be shear-resistant in the longitudinal direction of the steering column arrangement. This enables the desired high rigidity or natural frequency of the steering column. The flexible clamping part 54 transfers the clamping forces particularly favorably to the two clamping bodies or clamping wedges 41, with the rigidity being increased in the longitudinal direction of the clamping part 54 in a shear-resistant manner.

Overall, it can thus be seen that the present contradiction can be resolved in a simple manner, namely to ensure high rigidity and natural frequency of the steering column at the same time and on the other hand to enable good clamping force transmission. For this purpose, the clamping part 54, which is flexible in the transverse direction of the steering column arrangement, is used, which is arranged between the two leg parts 52 in such a way that it is shear-resistant in the longitudinal direction of the steering column arrangement, in order to achieve the desired high rigidity or natural frequency of the steering column.

In 24 An alternative embodiment of the clamping arrangement 43 of the clamping device 40 is shown in a partial perspective view, the clamping arrangement 43 in turn comprising two clamping wedges 41 between which the clamping part 54 is arranged, which is designed to be flexible in the transverse direction of the steering column arrangement.

In contrast to the embodiment according to the 21 until 23 however, a different leg arrangement 50' is provided here. This leg arrangement 50' is used in the embodiment according to FIG 24 formed by a plate 56, which is attached to the corresponding bolt 66 (quicklocks) of the console 2. The inner, shell-raw mahe clamping wedge 41 is arranged between legs 68,70, the outer clamping wedge 41 between legs 72,74 of the leg arrangement 50'. Another special feature is that the clamping wedges 41 are each designed in two parts.

In the embodiment according to 25 , which in itself is essentially a 24 shows an analogous leg arrangement 50', the inner, mantelrohmahe clamping wedge 41 is arranged between legs 78,80, which are formed on the side of the console 2. The outer clamping wedge 41 is analogous to 24 disposed between legs 72,74 of leg assembly 50'.

In synopsis of 24 with 25 another peculiarity becomes apparent. In the embodiments according to 24 and 25 namely, a clamping spring device 76 is provided in each case, by means of which the inner clamping wedge 41 is pressed—to the rear in the vehicle longitudinal direction (x direction)—against the corresponding rear leg 78 of the associated leg arrangement 50′. The clamping spring device 76 is supported on the front leg 80 .

A further clamping spring device 76 is also provided, by means of which the outer clamping wedge 41 is pressed—in the longitudinal direction of the vehicle (x-direction) forward—against the corresponding front leg 74 of the associated leg arrangement 50′. The clamping spring device 76 is supported on the rear leg 72 .

In the present case, both clamping spring devices 76 are designed as leaf spring elements. Of course, other configurations are also conceivable. The respective leaf spring element of the corresponding clamping spring device 76 can, for example, be fastened to the underside of the respective clamping wedge 41, for example screwed on, glued on.

Out of 25 Furthermore, there is a friction foil 82 between the inner clamping wedge 41 and the steering column, which is designed in one piece with the leaf spring element of the clamping spring devices 76 . The leaf spring element of the clamping spring devices 76 can be fastened to the inner clamping wedge 41 via this friction foil 82 .

The clamping spring devices 76 achieve a particularly rapid response of the clamping arrangement 43 in the vehicle longitudinal direction (x-direction) in the event of an accident-related force application and rearward displacement in the steering column, since the clamping wedges 41 are always in a supported position.

Another alternative embodiment of the invention is the 26 and 27 refer to.

Based on the in 22 In the exemplary embodiment shown, the leg arrangement 90 of the bracket 91 has two leg parts 92 and 93, which, in contrast to this, are designed here in the form of an inverted L, with the transverse web 94 of the respective L pointing away from the intermediate space 95, in which the clamping wedges 96 and 97 are arranged, protruding in the longitudinal direction of the casing tube 98. Pins 100 are attached, in particular formed, on the end face 99 of the transverse web 94 facing away from the jacket tube 98 .

The clamping part 101 , which is designed as a U-shaped sheet metal, is pushed onto the pin 100 with fastening flanges 103 which protrude laterally at the ends and are provided with openings 102 . To better hold the clamping part 101 on the pin 100, the openings 102 are designed with clamping lugs 104, which are bent over when they are pushed on and clamp the pin 100 between them due to their elastic resilience (see in particular 27 ).

The outer clamping wedge 96 is formed with a fork 105 on the side facing away from the steering wheel and is supported with the resulting feet 106 on the opposite wall 107 of the clamping part 101 . On the opposite side 108, the clamping wedge 96 has a passage opening 109, in which a clamping spring device 110 is fastened with tabs 111, preferably clipped on. The clamping spring device 110 made of spring steel essentially has an arcuate spring strip 112 in order to be able to generate the required pretension. The tabs 111 are fastened to the spring strip 112 in the region of its apex, preferably in one piece with the spring strip 112 . The spring strip 112 is expediently located transversely to the axis of the clamping screw 113, which penetrates both clamping wedges 96 and 97 transversely to the axis of the jacket pipe, and is also located transversely to the axis of the jacket pipe. The spring strip 112 ends in two support feet 114, which pass through correspondingly designed openings 115 in the facing wall 116 of the clamping part 101 and are supported on the leg part 92 located behind. Alternatively, it is also conceivable that the support feet 114 are supported directly on the wall 116 of the clamping part 101 . The outer clamping wedge 96 is thus prestressed in the X direction. This results in a further increase in the rigidity or the natural frequency of the steering column in addition to the effect of the double wedge arrangement formed by the two clamping wedges 96 and 97 with the clamping part 101 in between and a play-free mounting of the clamping wedges 96, 97 when the clamp is open. In the Y-direction, the clamping arrangement allows for a soft deflection of the clamping part 101 for manual clamping.

The leg parts 92 and 93 have projections 117 and 118 protruding axially into the intermediate space 95 near the jacket tube. In the normal state, ie when there is no crash, one end 119 of the inner clamping wedge 97 rests against the projection 117 of the leg part 92 . At the other end 120 of the wedge 97 is another spring device 112 (here in the form of a leaf spring) attached, which is supported at the other end on the projection 118 of the leg part 93 under prestress. The clamping wedge 97 is pressed against the leg part 92 of the bracket 2 by this pretension.

Here, too, the handle 122, which is designed as a clamping lever, is pivoted about the axis of the clamping screw 113 in order to loosen or clamp the steering column.

one inside 28 in a perspective exploded view and in 29 The clamping device shown in an assembled perspective view for a steering column 11' of a motor vehicle, which can be seen in more detail below, comprises as essential components a first clamping element 60 on the clamping lever side, a holding element 61 and a second clamping element 62 on the steering console side.

As in particular in conjunction with the 32 and 33 As can be seen in a perspective view or a partially enlarged perspective detail view, the first clamping element 60 is formed in one piece with a clamping lever 45, by means of which the clamping device can be actuated in a manner described in more detail below and the steering column 10 can thereby be fixed or released on the corresponding steering console 2. In the present exemplary embodiment, the clamping lever 45 is formed with the first clamping element 60 from sheet metal and has been correspondingly formed in a number of forming steps. The first clamping element 60, which is disc-shaped in this case, includes - as in particular from the 30 and 31 can be seen - three control contour elements in the form of three control cams 63, which protrude in relation to a disc-shaped surface 64 of the first clamping element 60 in the direction of the holding element 61 and the second clamping element 62.

These three control cams 63 interact with the corresponding three control contour elements in the form of control depressions 58 which are correspondingly introduced into the second clamping element 62 . These control troughs 58 are in particular 34 recognizable. Both the control cams 63 and the control recesses 58 are arranged at an angle of 120° to one another and in relation to an axis of rotation D, which is only shown schematically in 29 indicated clamping bolt 46 is assigned.

This clamping bolt 46 interspersed - as from 34 can be seen - on the one hand the steering column 11' with a jacket tube 10 and on the other hand respective legs 2c of the steering console 2 running on the outside of the steering column 11' or the jacket tube 10. A through opening 81 within the steering column 11' is adapted in cross section to the clamping bolt 46. In contrast, slot openings 83 are provided in the two legs 2c of the steering console 2, via which the steering column 11' can be adjusted in height relative to the steering console 2—when the clamping device is released. In addition to this height adjustment, a longitudinal adjustment of the steering column 11' can be provided in that the sleeve having the through-opening 81 is guided in a correspondingly movable manner in the direction in which the steering column 11' extends.

So that the steering column 11' can be adjusted relative to the steering console 2, the first clamping element 60 must be brought by means of the clamping lever 45 from a clamping position K, in which the respective control contour elements - the control cams 63 on the side of the first clamping element 60 and the control recesses 58 on the side of the second clamping element 62 - are disengaged or disengaged, into a release position L, in which the respective control contour elements 63 or 58 are engaged with one another . Depending on whether the interacting control contour elements 63 or 58 are in engagement with one another or with one another, the axial width of the clamping device increases or decreases and thus also the clamping force which is exerted on the clamping bolt 46 or on the legs 2c of the steering console 2 and the steering column 11' arranged between them. It can thus be seen that turning the first clamping element 60 by means of the clamping lever 45 between the clamping position and the release position leads to the relative position between the steering column 11 ′ and the steering console 2 being fixed or released.

Like in particular 34 As can be seen, the control depressions 58 have respective ramps 73 on the side of the console-side or second clamping element 62 . These ramps 73 facilitate the rotation of the first clamping element 60 relative to the second clamping element 62 about the axis of rotation D of the clamping bolt 46 when the first clamping element 60 is moved from the release position L, in which the control cams 63 are in engagement with the control recesses 58, into the clamping position K, in which the control contour elements 63 and 58 involved are outside of their overlap or are disengaged.

As in particular from the 28 and 29 As can be seen, the control cams 63 of the first clamping element 60 pass through the holding element 61 and slide accordingly along the second clamping element 62 when the first clamping element 60 is adjusted or rotated by means of the clamping lever 45 . The holding element 61, which present is designed from a plastic is - as in particular 33 can be seen in a perspective rear view - by means of latching elements 84 and guide elements 71 positioned precisely on the second, console-side clamping element 62 fixed.

Furthermore, the holding element 61 has respective latching segments 59 with corresponding tabs 65 and clamps 69, through which the second clamping element 62 is guided without play on the console 2 when the steering column 11' is adjusted along the elongated hole opening 83 relative to the steering console 2.

Alternatively, the play-free guidance can also be effected by two times two tabs 65, as shown in FIG 36 can be seen, in which the holding element 61 is shown in a further embodiment.

Furthermore, the holding element 61 comprises a particular in the 28 and 34 recognizable link guide 67 between a free latching arm 75 and an opposite area 70 of the holding element 61. Within this link guide is a guide element in the form of one in the 28 , 29 and 32 recognizable bolt 57, which is arranged on the side of the clamping lever 45 in the region of the first clamping element 60 and protrudes from it in the direction of the holding element 61. The link guide 67 has the two end positions K and L, which correspond to the clamping position or the release position of the clamping lever 45 or the first clamping element 60 relative to the second clamping element 62 . The slotted guide 67 with the two end positions K and L causes a particularly high-quality and comfortable locking or unlocking of the clamping lever 45 in the clamping position K or in the release position L, in which it can be fixed by the slotted guide 67.

Overall, a clamping device is thus created which has a number of advantageous configurations. On the one hand, the first clamping element 60 is connected in one piece to the clamping lever 45, so that--particularly if this is made of sheet metal--a particularly space-saving arrangement of the clamping device results, which contributes to a reduction in installation space for the jacket pipe lining. This is also accompanied by a reduction in parts. Furthermore, the holding element 61 and its link guide 67 can be used to set the clamping lever 45 or the first clamping element 60 in the clamping position K or in the release position L with a particularly high-quality feel. In addition, this holding element 61 ensures a play-free system on the steering console 2 fixed to the vehicle or a play-free guidance of the clamp in the unlocked state when the steering column 11 ′ can be adjusted in height relative to the steering console 2 by means of the elongated hole openings 83 .

A further embodiment of the steering column assembly for a motor vehicle is according to 37 equipped with a guide device 2d, the inner jacket tube as a crash assembly 10, a coupling component 86 and a mounting bracket 2. The guide device 2d has a guide area 88 formed as a jacket tube and a guide rail 85 . The guide area 88 is penetrated by a length-adjustable steering spindle 3.12. The coupling component 86 has a guide hollow profile 11a designed as a guide carriage, which serves to accommodate the guide rail 85 and with which at least one length adjustment 135 of the steering spindle 3, 12 is made possible by moving the guide hollow profile 11a on the guide rail 85. Furthermore, the coupling component 86 is equipped with a brake hollow profile 11 formed in particular as an outer jacket tube. This hollow brake profile 11 is used to hold, fix and brake the crash assembly 10. The crash assembly 10, which can be designed as a tube, is at least partially inserted into the hollow brake profile 11. In the event of a crash, the crash assembly 10 penetrates deeper into the brake hollow profile 11, with the crash assembly 10 being braked by friction at the embossings 89.

In a further embodiment, it is also conceivable to shape the brake hollow profile 11 conically in a region 87 facing the guide region 88 . In this embodiment, if the crash assembly 10 penetrates deeper into the hollow brake profile 11 in the event of a crash, additional braking power can be achieved due to material deformation of the crash assembly 10 and the hollow brake profile 11 due to the narrowing of the hollow brake profile 11 in the conical area 87 . The mounting bracket 2 has two bracket legs 2c which are vertically rigidly and undetachably connected to the mounting bracket 2 and between which the coupling component 86 is arranged.

The steering column assembly has according to 38 after a crash, a crash assembly 10 that has been fully retracted into the brake hollow profile 11. Here, the crash assembly 10 is about the crash path 136, as in 37 shown penetrated into the brake hollow profile 11. The mounting bracket 2 and the coupling component 86 as well as the guide device 2d retain their position relative to one another. It is useful to design the steering shaft 3.12 so that the length of the steering shaft 3.12 sinking the Crash assembly 10 adjusts in the brake hollow section 11 in the event of a crash.

As in 39 shown, the guide rail 85, the guide hollow profile 11a and the two bracket legs 2c are penetrated by a clamping bolt 46 and can be fixed or clamped to one another by an adjustment device, such as the above clamping device 40. According to 40 the guide rail 85 is equipped with a through opening 130 through which the clamping bolt 46 is guided. The guide hollow profile 11a is equipped with a slot 131 on both sides. In the installed position, the crash assembly 10 and the coupling component 86 can thus be displaced along the guide rail 85 relative to the guide device 11a and mounting bracket 2 by opening the adjusting device. This allows the length of the steering column arrangement to be changed.

As in 41 shown, the guide rail 85 can be shaped as a rod-shaped rectangular profile, the profile having a longitudinal trough on the upper side, on which the brake hollow profile 11, which is tubular in shape in this case, rests. The entire steering column arrangement is supported by the guide hollow profile 11a, which is formed in a complementary manner to the guide rail 85, and a perpendicular to the, in 41 not shown, reduced steering shaft 3.12 occurring game.

In other embodiments, a variation of the guide rail 85 and the guide hollow profile 11a is conceivable. So can according to 42 the guide rail 85 can be constructed from one or more guide rods 132a, 132b which pass through the end walls 131a, 131b of a guide profile 134 which is firmly connected to the brake hollow profile 11

The height-adjustable safety steering column arrangement, as shown in detail in 43 is shown with a vehicle-mounted console 2, in which a lower jacket tube 1 is pivotally mounted, comprises a steering spindle 3 with a universal joint, and also an inner jacket tube which surrounds a telescoping steering wheel-side section of the steering spindle.

The pivotable connection of the lower jacket tube 1 to the vehicle-mounted console 2 is carried out by means of two rivets; can be seen in 43 only one of the riveted joints with the rivet 4. The two riveted joints are provided diametrically on a circumference of the jacket tube 1 and form an axis of rotation DD corresponding to the universal joint axis of the steering spindle 3.

This is achieved in that the console 2 fixed to the vehicle has a passage opening 5 for each connection formed by the two rivets 4, as can be seen in FIG 44 until 52 , which is adjacent to a through-opening 6 of the jacket tube 1 . As in all 44 until 52 can be seen, the setting head 4", is positioned on the console side, while the closing head 4' is formed on the casing pipe side.

In order to accommodate the setting head 4", the passage opening 5 can have a chamfer 5', as in 48 you can see. If the setting head 4" has a pointed shape, see 49 , So this must not be included in the passage opening 5 of the console 2, but can strike this. Depending on the closing tool selected, the closing head 4' can also taper to a point, see for example 49 , or it can be dome-shaped, see 48 , 50 and 51 . A flat closing head 4' can also be produced, see FIG 52 .

Advantageously, the passage opening 6 of the outer jacket tube 1 can have a chamfer 6' on its side facing away from the bracket 2 fixed to the vehicle, such as in 48 shown, but it can also be countersunk. Such a countersink 2' is approx 50 shown. Due to the chamfer 6', 5', which forms a kind of cone in the reveal of the bracket 2 as well as in the jacket tube 2, an axial and radial play compensation is achieved during the forming of the rivet 4. This gives the steering column assembly greater rigidity and natural frequency.

Advantageously, the through-opening 5.6 can be equipped with a bushing 7 at least on the jacket tube side, in order to reduce friction. For this purpose, plastic bushes can be used, which improve the sliding friction, which is particularly advantageous in the case of a fixed connection or excessive wear of the rivet-cast part connection.

Sockets 7 different shapes are in 49 until 52 shown: The in 51 The socket 7 shown requires that the passage opening 5 of the console 2 is also chamfered on the jacket pipe side. The chamfer 8 provided in this way complements the conical shape of the through-opening 6' to form an overall conical through-opening in which a bushing 7 of the same shape can be arranged.

The in the partial perspective view of in 50 Bushing 7 shown is cylindrical, but has a flange 7' on the closing head side, which is used for improved positioning and which is accommodated in the countersink 6" of the jacket tube formed and ensures a secure fit of the cast-plastic connection.

Also in 49 shows the bushing 7 a flange 7' on the jacket tube side, which is however beveled and whose shape therefore corresponds to the chamfer 6' present at the entrance of the passage opening 6 of the jacket tube.

If a defined position of the jacket pipe 1 and the console 2 is to be determined, the rivets 4 can be helpful with the desired positioning by means of appropriate rivet shapes that have a shoulder. A suitable rivet shape is in 52 shown. There the rivet 4 has a cylindrical rivet shank which, however, has a step 9 on its circumference. In the arrangement of such a rivet 4, the section of the rivet shank with the smaller diameter comes to rest in the through-opening 6 of the jacket tube 1, while the section with the larger diameter comes to rest in the through-opening 5 of the console 2, since the rivet 4 is inserted into this first.

In this way, a height-adjustable safety steering column arrangement with a high natural frequency and rigidity is created by positive axial and radial play compensation provided by the riveted connection according to the invention. The rivet connection can be produced easily and inexpensively, and die-cast parts that have assembly tolerances due to production can be connected to one another in a suitable manner.

Overall, the invention provides a mechanically adjustable safety steering column in a modular design that meets high requirements in terms of rigidity (natural frequency), crash function, theft protection, mechanical comfort adjustment, lightweight construction, installation space and steering safety. In addition, the manufacturing costs can be significantly reduced.

Claims (10)

Steering column arrangement for a motor vehicle with a console (2) on the vehicle, on which a steering column tube (10, 11) which supports a steering spindle (3, 12) can be releasably fixed by means of a clamping device (40), the clamping bolt (46) of which passes through two console legs (2c) of the console (2), which extend on both sides of the steering column column (10, 11), wherein - the clamping device (40) comprises at least one clamping wedge arrangement (43), through which an increased holding force of the clamping device (40) can be generated during an axial displacement of the jacket pipe (10), - the jacket tube (10, 11) has at least one outer jacket tube part (11) and an inner jacket tube part (10) that can be accommodated therein, which can be moved relative to one another when a force is applied as a result of an accident and form a jacket tube sliding seat, - the casing tube sliding seat includes a guide device (2d), - the inner jacket tube part (10) and the outer jacket tube part (11) can be displaced relative to one another by means of a sliding bush (25), - the steering spindle (3,12) is mounted in a lower jacket tube (1) and in the inner jacket tube (10) by means of three bearings (14,15,16), - the lower jacket tube (1) is pivotably mounted in the vehicle-mounted console (2), the lower jacket tube (1) encompassing the steering spindle shaft (3) which has a universal joint, the pivotable connection of the lower jacket tube (1) to the vehicle-mounted console (2) being implemented by means of two riveted connections, - a steering spindle shaft (3) of the steering spindle (3,12) is non-rotatably connected to a steering spindle sleeve (12), with an external toothing (22) of the steering spindle shaft (3) being in engagement with an internal toothing (17,19) of the steering spindle sleeve (12), - the steering spindle shaft (3), which is connected to the steering spindle sleeve (12) in a rotationally fixed and axially displaceable manner, has a trigger safety device (30), - a receiving device (140) for an electronic steering wheel lock is provided within the vehicle-mounted console (2), the lower casing tube (1) being formed in one piece with the receiving device (140) and the console (2) having a recess for the receiving device (140), - at least one of the components of the steering column arrangement, the vehicle-mounted console (2), the lower jacket tube (1), the clamping parts of the clamping arrangement (40) are made of a light metal material, including magnesium alloys, and the steering spindle (3,12) is a lightweight steering spindle (3,12). steering column arrangement claim 1 , dadurch gekennzeichnet , dass mit zwischen einem Außenumfang (A ₁₀ ) des inneren Mantelrohrteils (10) und einem Innenumfang (I ₁₁ ) des äußeren Mantelrohrteils (11) angeordneten Energieabsorptionsmitteln (34,35,37,38) eine Unfallkraft bei der unfallbedingten Relativbewegung der Mantelrohrteile (10,11) absorbierbar ist, wobei die Energieabsorptionsmittel als vom Außenumfang (A ₁₀ ) des inneren Mantelrohrteils (10) und/oder vom Innenumfang (I ₁₁ ) des äußeren Mantelrohrteils (11) abstehende Erhebungen (34) ausgebildet sind, welche mit wenigstens einer in den Außenumfang (A ₁₀ ) des inneren Mantelrohrteils (10) und/oder den Innenumfang (I ₁₁ ) des äußeren Mantelrohrteils (11) vorgesehenen Vertiefung (35,37,38) zusammenwirken. steering column arrangement claim 1 or 2 , dadurch gekennzeichnet , dass die Führungseinrichtung (2d) aus einem als Mantelrohr ausgeformten, von der in ihrer Länge verstellbaren Lenkspindel (3,12) durchsetzten Führungsbereich (88) und zumindest einer Führungsschiene (85) besteht, wobei das von der Lenkspindel (3,12) durchsetzte innere Mantelrohrteil (10) in Einbaulage mittels eines Kopplungsbauteils (86), das das äußere Mantelrohrteil (11) zur Aufnahme, zur Fixierung und zum Abbremsen des inneren Mantelrohrteils (10) aufweist, mit der Führungseinrichtung (2d) verbunden ist, wobei das Kopplungsbauteil (86) mit einem als Führungsschlitten ausgebildeten Führungshohlprofil (11a) zur Aufnahme der Führungsschiene (85) und zumindest zur Längenverstellung (135) der Lenkspindel (3,12) durch Verschieben des Führungsschlittens auf der Führungsschiene (85) ausgestattet ist. Steering column arrangement according to at least one of Claims 1 until 3 , characterized in that the slide bushing (25) is captively connected to the outer tubular casing part (11), the sliding bushing (25) having at least two depressions (6) lying radially on the outside, which are injected with plastic through the outer tubular casing part (11) to form a firm connection between the outer tubular casing part (11) and the sliding bushing (25). Steering column arrangement according to at least one of Claims 1 until 4 , characterized in that the clamping device (40) has a first clamping element (60) which can be rotated by means of a clamping lever (45) relative to a second clamping element (62) between a clamping position (K) and a release position (L) about the clamping bolt (46), the first clamping element (60) being constructed in one piece with the clamping lever (45), and in that the clamping device (40) has at least one clamping part (54,101) which extends in the transverse direction ( y-direction) of the steering column assembly is designed to be flexible. Steering column arrangement according to at least one of Claims 1 until 5 , characterized in that the console (2) has a leg arrangement (50, 90) with leg parts (52, 92, 93), between which clamping wedges (41, 96) of the clamping device (40) are accommodated, an outer clamping wedge (96) being formed on a side facing away from the steering wheel with a fork (105) and with the resulting feet (106) on an opposite wall (107) of the clamping part (10 1), the clamping wedge (96) having a passage opening (109) on an opposite side (108), in which a clamping spring device (110) is fastened with tabs (111). Steering column arrangement according to at least one of Claims 1 until 6 , dadurch gekennzeichnet , dass das äußere Mantelrohr (11) an einem lenkradnahen Abschnitt (2a) der Konsole (2) angeordnet ist, wobei die Lenkspindelhülse (12) in dem inneren Mantelrohr (10) an dessen lenkradnahem Ende mittels eines ersten Lagers (15) gelagert ist, und wobei die Lenkspindel (3) mit ihrem lenkradfernen Ende mittels eines zweiten Lagers, das ein Festlager (16) ist, in einem unteren Mantelrohr (1), das von der Konsole (2) teilweise umgeben ist, gelagert ist, und wobei die Lenksäulenanordnung ein drittes Lager (14) aufweist, das auf der Lenkspindelhülse (12) in dem inneren Mantelrohr (10) an dessen lenkradfernem Ende angeordnet ist, und das in Zusammenwirkung mit dem ersten Lager (15) die Lenkspindelhülse (12) axial verspannt. Steering column arrangement according to at least one of Claims 1 until 7 , characterized in that the two riveted connections are provided diametrically on a circumference of the lower jacket tube (1) and form an axis of rotation (DD) corresponding to the universal joint axis of the steering spindle shaft (3), in that the console (2) fixed to the vehicle has a passage opening (5) for each of the connections formed by two rivets (4), which opens into a passage opening (6) of the lower jacket tube (1), with a rivet closing head (4') in each case comes to rest on the pipe side. Steering column arrangement according to at least one of Claims 1 until 8th , dadurch gekennzeichnet , dass die Lenkspindelhülse (12) eine gehämmerte Innenverzahnung (17) aufweist, die sich von einem ersten Ende der Lenkspindelhülse (12) in Richtung eines nahe dem zweiten Ende vorliegenden Abschnitts (21) erstreckt, der einen Bund (19) aufweist, ab dem sich radial weg erstreckende Flügelstege (20) in Richtung des zweiten Endes erstrecken, wobei in einer Einbaulage der Lenkspindelanordnung die gehämmerte Innenverzahnung (17) mit der Außenverzahnung (22) der Lenkspindelwelle (3) verzahnt ist, wobei die Lenkspindelhülse (12) über einen Teil der Länge des Abschnitts (6) eine Vorverzahnung (18) aufweist, die in einer Montageposition der Lenkspindelwelle (3) mit der Außenverzahnung (22) verzahnt ist, und wobei eine Winkelposition, die die Lenkspindelwelle (3) in der Einbaulage durch die Verzahnung eingenommen hat, durch das Überführen der Lenkspindelwelle (3) von der gehämmerten Innenverzahnung (17) in die Vorverzahnung (19) beibehalten wird. Steering column arrangement according to at least one of Claims 1 until 9 , characterized in that the trigger safety (30) a Locking device (30), a movement of the steering spindle shaft (3) lengthening the steering spindle (3,12) being positively limited in the axial direction (a) by the locking device (30).

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