Steer-by-wire steering system with feedback actuator external to the steering column

Abstract

The invention relates to a steer-by-wire steering system (1) for a motor vehicle, comprising a steering column (2) having a bearing unit (3) and a steering shaft (4) rotatably mounted in the steering column (2); a steering handle (5) arranged on the steering shaft (4) in a rotationally fixed manner; and a feedback actuator (6) configured to apply a torque to the steering shaft (4). The feedback actuator (6) is arranged outside the bearing unit (3), as a result of which installation space is available in the area of ​​the steering column (2). The invention also relates to a motor vehicle having a body with a partition (32) and a steer-by-wire steering system (1), wherein the feedback actuator (6) of the steer-by-wire steering system (1) is arranged on the partition (32).

Description

Technical Field

[0001] The present invention relates to a steer-by-wire steering system for a motor vehicle, comprising a steering column having a bearing unit and a steering shaft rotatably mounted in the steering column; a steering handle disposed rotationally fixedly on the steering shaft; and a feedback actuator configured to apply a torque to the steering shaft. The present invention also relates to a motor vehicle having a steer-by-wire steering system. Background Art

[0002] In the prior art, steer-by-wire steering systems are known in which a feedback actuator, also called a manual force actuator, is integrated into the steering column or steering wheel of a motor vehicle. Thus, DE 10 2018 129 264 A1 discloses a steering system with a feedback actuator, in which the restoring force or restoring torque is formed by an electric actuator, the stator of which is connected to the steering wheel hub of the steering wheel, and the rotor of the actuator is connected to the steering wheel rim of the steering wheel. The steering wheel hub is here arranged directly on the steering shaft of the steering column. For example, DE 10 2018 101 528 A1 describes another design embodiment of a steer-by-wire steering system. The steering system comprises an adjustable steering column having a bearing unit and a steering shaft rotatably mounted in the bearing unit. The feedback actuator of the steering system comprises an electric motor, which is capable of driving the steering shaft via a drive component, and the drive component for transmitting the torque is connected to the drive shaft.

[0003] A disadvantage of known steer-by-wire steering systems is that the steering column and the feedback actuator require considerable installation space in the motor vehicle in the region of the steering column and therefore close to the driver / vehicle interface in order to provide the various functions, in particular with regard to generating restoring torques on the steering shaft. This space is therefore only available to a limited extent for other vehicle components.

[0004] Against this background, the object of the present invention is to provide an improved steer-by-wire steering system and a motor vehicle having such a steer-by-wire steering system, wherein installation space in the area of ​​the steering column and thus also close to the human / vehicle interface is advantageously freed up. Summary of the Invention

[0005] In order to achieve this object, a steer-by-wire steering system and a motor vehicle are proposed. Another advantageous design embodiment of the present invention is described in the specification and shown in the drawings.

[0006] The proposed solution provides a steer-by-wire steering system for a motor vehicle, wherein the steer-by-wire steering system comprises a steering column having a support unit and a steering shaft rotatably mounted in the steering column. Furthermore, the steer-by-wire steering system comprises a steering handle, which is rotationally fixedly mounted on the steering shaft, and a feedback actuator configured to apply torque to the steering shaft. The feedback actuator is disposed externally to the support unit. Specifically, the feedback actuator is disposed externally to the steering column. "External to the support unit" or "external to the steering column" specifically means that the feedback actuator is not disposed on the support unit or the steering column, respectively. Specifically, the feedback actuator is not disposed on the same support element fixed to the vehicle body as the support unit. Furthermore, the feedback actuator does not, and in particular does not partially, protrude into the support unit or the steering column, respectively. Specifically, the feedback actuator is physically spaced apart from the support unit or the steering column, respectively. In particular, it is provided that the feedback actuator does not act, in particular not indirectly, for example via a gear mechanism, on the steering shaft in the region of the support unit and in particular not within the support unit, or does not act on the steering shaft in the region of the steering column and in particular not within the steering column. Since the feedback actuator is arranged outside the support unit or outside the steering column, respectively, installation space is advantageously freed up in the region of the steering column and therefore advantageously freed up installation space close to the human / vehicle interface in the motor vehicle. Furthermore, the installation of the steering system in the motor vehicle is advantageously more flexible and can be adapted more easily to different vehicles and vehicle types, in particular different passenger motor vehicles. Furthermore, it is advantageous that the function of "supporting the steering handle" as in a classic steering column and the function of "applying a return torque" as in the proposed steer-by-wire steering system are decoupled from one another in terms of construction.

[0007] The steering column of a steer-by-wire steering system is advantageously designed to perform all conventional functions, either individually or in combination, particularly length adjustability and / or height adjustability and / or energy absorption in the event of a crash. It is particularly provided that the steering column comprises an actuating unit and an adjusting device, wherein the actuating unit can be adjusted relative to the support unit by means of the adjusting device, particularly in height and / or in length. The adjusting device for height adjustment advantageously comprises an electric motor. Furthermore, it is advantageous that the adjusting device for length adjustment also comprises an electric motor. Specifically, the actuating unit of the steering column is designed to be retractable, wherein at least one inner sleeve is advantageously displaceable within an outer sleeve. Furthermore, it is particularly provided that the steering column has means, particularly at least one fastening portion on the support unit, for dissipating energy in the event of a crash. Alternatively or additionally, it can be provided that the actuating unit in the event of a crash is designed to dissipate energy by sliding relative to the support unit.

[0008] The feedback actuator of a steer-by-wire steering system is particularly used to introduce a torque into the steering shaft, also known as the steering spindle. This torque is particularly dependent on the mechanical loads acting on the steered vehicle wheels of the motor vehicle. These mechanical loads include, for example, friction between the vehicle wheels and the road surface, which is particularly dependent on the road surface and ground characteristics, as well as impacts such as those caused by unevenness or potholes in the road. In this regard, the feedback actuator particularly simulates the forces that would act on the steering handle if the steering handle were mechanically coupled to the steered vehicle wheels.

[0009] According to an advantageous design embodiment of the proposed steer-by-wire steering system, it is provided that the feedback actuator is arranged spatially in front of the support unit. The spatial allocation here relates to a steering system installed in a motor vehicle, wherein the references to "front" and "rear", "right" and "left" are common in motor vehicle applications. The steering handle is therefore arranged behind the support unit. In particular, it is provided that the feedback actuator is not arranged to the right and left of the support unit, and advantageously also not above and below the support unit. However, the feedback actuator arranged in front of the support unit can, in particular, be arranged laterally or vertically offset with respect to the support unit. The arrangement of the feedback actuator so as to be spatially located in front of the support unit advantageously reorients the installation space towards the front of the motor vehicle and thus frees up installation space in the area of ​​the steering column. Thus, new design possibilities are advantageously realized for motor vehicle manufacturers.

[0010] According to another advantageous design embodiment, the steering shaft is led out of the support unit via the front end portion opposite the steering handle, so that the front steering shaft section extending from the front end portion is arranged outside the support unit, in particular in front of the support unit. The feedback actuator is advantageously arranged here so that the feedback actuator applies a torque to the steering shaft in the front steering shaft section. The application of torque to the steering shaft section can take place here directly or indirectly. In particular, for indirect applications, a gear mechanism is provided which transmits the torque from the motor of the feedback actuator to the steering shaft section. In this design embodiment, the steering shaft is advantageously lengthened compared to the steering shaft of a conventional steer-by-wire steering system. The feedback actuator is advantageously engaged directly on the front end portion of the steering shaft. As a result, the distance between the support unit and the feedback actuator is advantageously further increased.

[0011] An advantageous design variant provides a second steering shaft connected to the steering shaft. The feedback actuator is advantageously arranged such that it applies torque to the second steering shaft, in particular directly to the second steering shaft. Thus, the feedback actuator advantageously transmits torque to the second steering shaft, with the torque being transmitted from the second steering shaft via the connection to the steering shaft, and from the steering shaft to the steering handle. The presence of the second steering shaft further increases the flexibility of the feedback actuator's arrangement, particularly because the longitudinal axis of the steering shaft and the longitudinal axis of the second steering shaft can enclose an angle of less than 180° and can therefore be arranged non-parallel. When the second steering shaft is angled relative to the steering shaft, this also results in advantages in terms of the crash performance of the steering system. It is also possible to connect more than one second steering shaft to the steering shaft, with the feedback actuator transmitting torque to the steering shaft and the steering handle via the multiple second steering shafts. It is also possible to arrange the feedback actuator on the second steering shaft such that the second steering shaft and the motor shaft of the feedback actuator are arranged along the same longitudinal axis.

[0012] The other steering shaft is advantageously connected to the steering shaft via a coupling. As a result, rotation, and therefore torque, can be particularly advantageously transferred between the other steering shaft and the steering shaft. One design variant provides that the coupling is an elastic coupling. In this way, torque peaks can be advantageously suppressed by the elastic coupling. According to another design variant, the coupling is a rigid coupling. The torque applied to the other steering shaft by the feedback actuator is advantageously transferred more directly to the steering shaft.

[0013] Another advantageous design embodiment provides that the further steering shaft is connected to the steering shaft via a universal joint. The universal joint advantageously allows the bending angle between the further steering shaft and the steering shaft to vary during torque transmission. This design embodiment also facilitates the flexible arrangement of the feedback actuator outside the bearing unit.

[0014] Furthermore, it is advantageously provided that the feedback actuator is assigned a control unit, wherein the control unit for transmitting signals is connected to the feedback actuator via a communication channel, in particular a communication bus, and more particularly a CAN bus (CAN: Controller Area Network). The control unit controls the feedback actuator, in particular its electric motor. The control unit specifically includes a closed control loop for generating a control signal for the feedback actuator, wherein in particular a rotation angle detected on the shaft of the steering actuator and / or a torque detected on the shaft of the steering actuator is provided for generating the control signal. It is particularly provided that the feedback actuator includes the control unit. The transmission of signals between the control unit and the feedback actuator via the communication channel can be performed wirelessly or by wire. It is particularly provided that the communication channel is configured such that the control unit can be arranged remotely from the feedback actuator. This advantageously further increases the flexibility in setting up the feedback actuator.

[0015] According to another advantageous embodiment of the present invention, the feedback actuator includes means for attaching the feedback actuator to the bulkhead of a motor vehicle. The bulkhead of the motor vehicle is advantageously constructed to be sufficiently rigid so that the feedback actuator is adequately supported for applying torque. In particular, the feedback actuator includes a fastening tab with a screw opening as a means for attaching the feedback actuator to the bulkhead of the motor vehicle. According to an advantageous design embodiment, the fastening tab is angled relative to the feedback actuator, particularly so that the feedback actuator can be optimally aligned for applying torque to the steering shaft or another steering shaft, respectively. Specifically, a transverse bracket or transverse ring surrounding the feedback actuator can also be provided as a means for attaching the feedback actuator to the bulkhead of the motor vehicle. Holes, particularly screw holes, are advantageously provided in the transverse bracket or transverse ring so that screws, rivets, or other fastening means can be inserted through these holes to attach the feedback actuator to the bulkhead of the motor vehicle. Since the feedback actuator is arranged on the bulkhead of the motor vehicle, the feedback actuator is advantageously moved relatively far away from the steering column and the support unit, so that installation space around the steering column is advantageously kept available, which installation space may be used for other vehicle components and further increases design flexibility.

[0016] Alternatively, or in combination with a feedback actuator arranged on the diaphragm, another element of the motor vehicle, such as for example a chassis component, may also be used.

[0017] Furthermore, the elements of the feedback actuator are advantageously configured as at least one first module and at least one second module. This configuration of the elements as first and second modules advantageously enables a modular design of the feedback actuator. Consequently, additional degrees of freedom in the configuration of the feedback actuator are advantageously achieved. Furthermore, the feedback actuator can thus be better adapted to different vehicles and different vehicle types. The control unit and / or the motor and / or the gear mechanism and / or the steering angle limiter are specifically configured as elements of the feedback actuator. According to a variant design embodiment, each of the aforementioned elements can be configured as a separate module.

[0018] Another advantageous embodiment provides that at least one first module is configured for installation on a first side of a bulkhead of a motor vehicle, and at least one second module is configured for installation on a second side of the bulkhead of the motor vehicle. It can be provided that only one module is installed on each side of the bulkhead in each case. The first and second modules for installation on the bulkhead particularly include means for installing the feedback actuator on the bulkhead of the motor vehicle. Consequently, since the feedback actuator can be installed partially on the first side of the bulkhead of the motor vehicle and partially on the second side of the bulkhead of the motor vehicle, the design options for installing the feedback actuator are advantageously more flexible. This provides greater design freedom for motor vehicle manufacturers. It can be provided that the means for installing the feedback actuator on the bulkhead of the motor vehicle, respectively, of the first module or modules, and the means for installing the feedback actuator on the bulkhead of the motor vehicle, respectively, of the second module or modules, are adapted to each other so that the modules can be connected and fixed to each other, wherein the bulkhead is provided between the modules.

[0019] A motor vehicle, likewise proposed for achieving the initially mentioned object, comprises a body with a bulkhead and a steer-by-wire steering system, which is constructed according to the invention and can in particular have the features described above, either individually or in combination. The steering column of the steer-by-wire steering system is arranged on the body of the motor vehicle here via a bearing unit, and the feedback actuator of the steer-by-wire steering system is arranged on the bulkhead of the motor vehicle. The feedback actuator is therefore, in particular, arranged outside the bearing unit. In the case of this motor vehicle, advantageously, more installation space is available in the area around the steering column and around the bearing unit for the steering column, which installation space can be used in other ways, in particular for other auxiliary systems.

[0020] An advantageous embodiment provides that the feedback actuator is arranged on the partition in the passenger compartment formed by the vehicle body. The feedback actuator is advantageously protected here from influences of the external vehicle environment, such as dirt and splashing water.

[0021] However, according to a design variant, the feedback actuator is arranged on a bulkhead outside the passenger compartment formed by the vehicle body. In this case, the feedback actuator is typically arranged in the engine compartment. This results in an advantageously freer installation space in the passenger compartment. Because the space required in the engine compartment is generally smaller, especially in electric vehicles, than in vehicles with internal combustion engines, the engine compartment is sometimes particularly well-utilized when the motor vehicle is electric. Furthermore, in the event of a defect, the feedback actuator can be more easily accessed through the engine compartment.

[0022] In another design embodiment, in which the elements of the feedback actuator are configured as at least one first module and at least one second module, wherein the at least one first module and the at least one second module enable a modular design of the feedback actuator, it is advantageously provided that the at least one first module is arranged on the partition outside the passenger compartment, and the at least one second module is arranged on the partition inside the passenger compartment. This advantageously further increases the flexibility in arranging the feedback actuator. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Further advantageous details, features and design embodiment details of the invention will be explained in more detail with reference to the exemplary embodiments shown in the drawings, in which:

[0024] Figure 1 An exemplary embodiment of a motor vehicle constructed in accordance with the invention is shown in a highly simplified side view;

[0025] Figure 2 An exemplary embodiment of a steer-by-wire steering system constructed in accordance with the present invention is shown in simplified perspective view;

[0026] Figure 3 A portion from another exemplary embodiment of a motor vehicle constructed according to the invention is shown in a highly simplified side view;

[0027] Figure 4 A portion from another exemplary embodiment of a motor vehicle constructed according to the invention is shown in a highly simplified side view;

[0028] Figure 5 A portion from another exemplary embodiment of a motor vehicle constructed according to the invention is shown in a highly simplified side view;

[0029] Figure 6 A portion from another exemplary embodiment of a motor vehicle constructed according to the invention is shown in a highly simplified side view;

[0030] Figure 7A portion from another exemplary embodiment of a motor vehicle constructed according to the invention is shown in a highly simplified side view; and

[0031] Figure 8 A further exemplary embodiment of a motor vehicle constructed according to the invention is shown in a highly simplified side view. DETAILED DESCRIPTION

[0032] In the individual figures, identical parts are generally provided with the same reference symbols and are therefore sometimes also each described only in the context of one of the figures.

[0033] Figure 1 1 shows an exemplary embodiment of a motor vehicle 30 in a highly simplified manner, comprising a vehicle body with a bulkhead 32 and a steer-by-wire steering system 1. The steer-by-wire steering system 1 has only Figure 1 The steering column 2 is schematically shown in FIG. 1 and has a support unit and a steering shaft rotatably mounted in the support unit. A steering handle 5, in particular a steering wheel, is arranged on the steering shaft in a rotationally fixed manner. The steer-by-wire steering system 1 also includes a feedback actuator 6, which is also only Figure 1 , and is configured to apply torque to the steering shaft and, therefore, to the steering handle 5. The feedback actuator 6 is disposed outside the steering column 2. A bulkhead 32 of the motor vehicle 30 is used to secure those elements of the feedback actuator 6 that must support the torque. However, the control unit 12 of the feedback actuator 6 may be disposed at another location. However, embodiments are also specifically provided in which the control unit 12 is also disposed on the bulkhead 32.

[0034] The following will refer to Figure 2 An exemplary embodiment of a steer-by-wire steering system 1 , which is constructed according to the invention and in which further design embodiment details are shown, is described. Figure 2 Here, a steer-by-wire steering system 1 is shown in a schematic perspective view, as typically used for position indication in motor vehicles, when viewed obliquely from the front.

[0035] A steer-by-wire steering system 1 suitable for a motor vehicle, in particular a passenger motor vehicle, comprises a steering column 2 having a support unit 3. The steering column 2 can be fastened to the motor vehicle by means of the support unit 3 so as to be fastened to the vehicle body. Furthermore, the steering column 2 in this exemplary embodiment comprises an adjustment device and an actuating unit having a sleeve unit 28. A steering shaft 4 is rotatably mounted in the sleeve unit 28. A steering wheel serving as a steering handle 5 is arranged at the rear end of the steering shaft 4. The actuating unit, and therefore the steering handle 5, can be adjusted in height and length relative to the support unit 3 by means of the adjustment device, wherein height adjustment is performed by pivoting the actuating unit relative to the support unit 3. Length adjustment is performed, in particular, by sliding the sleeve unit 28 in and out telescopically. Adjustment of the actuating unit relative to the support unit 3 can also be performed electrically, in particular.

[0036] The support unit 3, for fastening to the vehicle body, has fastening tabs provided with screw openings. The support unit 3 can be attached to the vehicle body via these screw openings using fastening screws. The support unit 3 may also have a fastening portion configured to dissipate energy in the steering system installed in the motor vehicle in the event of a collision. In this case, the fastening tabs are particularly provided on this fastening portion.

[0037] The steer-by-wire steering system 1 further comprises a feedback actuator 6, which is arranged outside the steering column 2. The feedback actuator 6 comprises an electric motor, in particular a permanent-magnet synchronous motor. The electric motor of the feedback actuator 6 acts on the front end of a further steering shaft 9 of the steer-by-wire steering system 1. In this exemplary embodiment, the further steering shaft 9, which is used for adjustability of the steering handle 5, comprises a telescopic section 29, the range of which, starting from the feedback actuator 6, can be variably adjusted.

[0038] Because the further steering shaft 9 is connected to the steering shaft 4 via a universal joint 11, when correspondingly actuated by the control unit, the feedback actuator 6 applies torque to the steering shaft 4 via the further steering shaft 9 and the universal joint 11, and thus also to the steering handle 5. The control unit in this exemplary embodiment is located directly on the electric motor. To actuate the electric motor of the feedback actuator 6, the control unit of the feedback actuator 6 receives a signal related to the rotation angle of the steering shaft 4 from a sensor 21 via a communication channel 13. Furthermore, the control unit of the feedback actuator 6 receives a signal related to the steering angle of the steering wheels 31 of the motor vehicle from a sensor 20 via the communication channel 13.

[0039] The control unit of the feedback actuator 6 is connected to the steering control unit of the steering actuator 23 of the steer-by-wire steering system 1 via a communication channel 13 for exchanging signals. The steering control unit controls the electric motor of the steering actuator 23. The steering actuator 23 is configured to act on the steered wheels 6 of the motor vehicle based on a detected steering input applied by the driver to the steering shaft 4 via the steering handle 5. To this end, the steer-by-wire steering system 1 includes a steering gear 22. A steering pinion 24, drivable by the electric motor of the steering actuator 23, acts on a rack 25. The steering gear 22 converts the rotational movement of the steering pinion 24 into a translational movement of the rack 25 along its longitudinal axis. The rack 25, which moves linearly along its longitudinal axis, is mechanically coupled to a steering link 26 on each side of the motor vehicle. The steering link 26 is in turn mechanically coupled to a steered wheel 31 of the motor vehicle.

[0040] like Figure 2 In FIG, only symbolically shown, it is provided that the feedback actuator 6 is arranged on the partition 32 of the motor vehicle. Figure 2 The partition 32, of which only a portion is shown symbolically, serves to close the passenger compartment below the area inserted into the windshield. In order to be arranged on the partition 32, the feedback actuator 6 has a Figure 2 It is particularly provided that the feedback actuator 6 , like the support unit 3 , has a fastening tab with a screw opening as a means for arranging the feedback actuator 6 on the partition 32 .

[0041] Since the feedback actuator 6 is arranged on the bulkhead 32 at a distance in front of the support unit 3, the required installation space of the steer-by-wire steering system 1 relative to the steering column 2 is reduced. In particular, no installation space behind, beside, above or below the support unit 3 is required for installing the feedback actuator, in particular since the feedback actuator 6 is advantageously not arranged on the support unit 3 or on the steering column 2.

[0042] In addition, reference will be made to Figures 3 to 7 Various embodiments of a steer-by-wire steering system 1 installed in a motor vehicle and having a steering column 2 are described. The steering column 2 can be constructed as described in EP 2 086 815 B1. EP 2 086 815 B1 is hereby fully incorporated by reference.

[0043] Here, Figures 3 to 7 Schematically illustrated in each case is a chassis 37 of the body of a motor vehicle. Schematically illustrated further in each case is an accelerator pedal 36 , which can in particular be a gas pedal or a current pedal, and a bulkhead 32 of the motor vehicle.

[0044] The steering column 2 with the bearing 27 of the steer-by-wire steering system 1 in each case is Figures 3 to 7 As shown. The steering shaft 4 is rotatably mounted in the bearing 27. The steering handle 5 is arranged on the rear end of the steering shaft 4 in a rotationally fixed manner. Figures 3 to 7 1 and 2 show in each case a feedback actuator 6 of a steer-by-wire steering system 1 , which is configured to apply a torque to the steering shaft 4 . Figures 3 to 7 The feedback actuator 6 in the exemplary embodiment shown in each case has an electric motor 17, a control unit 12 for actuating the electric motor 17, a gear mechanism 18, and a steering angle limiter 19 that prevents the steering handle 5 from adjusting the steering angle beyond a specified limit. The feedback actuator 6 here is in each case arranged outside the steering column 2, specifically on a partition 32, so as to be physically spaced in front of the steering column 2. To this end, the feedback actuator 6 in each case has a device for arranging the feedback actuator 6 on the partition 32.

[0045] exist Figures 3 to 6 In the exemplary embodiment shown, the steer-by-wire steering system 1 has, in addition to the steering shaft 4, a further steering shaft 9 connected to the steering shaft 4. The feedback actuator 6 is designated here such that the feedback actuator 6 acts directly on the further steering shaft 9 and, when actuated accordingly by means of the control unit 12, transmits a torque via the further steering shaft 9 to the steering shaft 4 and thus to the steering handle 5. Figures 3 to 5 In the exemplary embodiment of the present invention, the further steering shaft 9 is connected to the steering shaft 4 via a universal joint 11. Figure 6 In the exemplary embodiment of the present invention, the further steering shaft 9 is connected to the steering shaft 4 via a coupling 10, wherein the coupling 10 can be configured to be rigid or elastic, in particular depending on the desired properties associated therewith. Figures 3 to 6 In contrast to the illustration, the other steering axis 9 can be angled relative to the steering axis 4, as shown in FIG. Figure 2 In an exemplary manner.

[0046] On the contrary, Figure 7 In the exemplary embodiment shown in FIG, no further steering shaft 9 is provided. Instead, the steering shaft 4 is led out of the steering column 2 via the front end portion 7 opposite the steering handle 5, so that the front steering shaft portion 8 extending from the front end portion 7 is arranged outside the steering column 2. In this exemplary embodiment, the feedback actuator 6 is arranged so that it applies torque to the front steering shaft portion 8 and thus to the steering shaft 4 outside the steering column 2.

[0047] also, Figures 3 to 7The exemplary embodiment shown differs in the arrangement of the feedback actuator 6 on the diaphragm 6 .

[0048] exist Figure 3 In the exemplary embodiment shown in FIG, the gear mechanism 18 and steering angle limiter 19 of the feedback actuator 6 form a first module 15, and the electric motor 17 and control unit 12 of the feedback actuator 6 form a second module 16, thereby enabling a modular construction of the feedback actuator 6. In this case, the first module 15 is arranged on the first side 33 of the partition 32, where the first side 33 faces the passenger compartment 35. In this case, the second module 16 is arranged on the second side 34 of the partition 32. However, the components of the feedback actuator 6, in particular the control unit 12, motor 17, gear mechanism 18, and steering angle limiter 19, can also be assigned to the first module 15 or second module 16 in this case in a different manner. It is particularly advantageous if the control unit 12 is arranged in the passenger compartment 35 or on the side 33 of the partition 32 facing the passenger compartment 35.

[0049] exist Figure 4 、 Figure 6 and Figure 7 In the exemplary embodiment shown, the feedback actuator 6 is arranged entirely on the first side 33 of the partition 32 and is therefore arranged in the passenger compartment 35. Figure 5 The feedback actuator 6 in the exemplary embodiment shown in FIG is arranged completely on the second side 34 of the partition 32 and is therefore located outside a passenger compartment 35 , in particular in an engine compartment of a motor vehicle.

[0050] Reference Figure 8 An exemplary embodiment of a schematically illustrated motor vehicle 30 with a steer-by-wire steering system will now be described. Motor vehicle 30 includes a vehicle body with a bulkhead 32, on which a feedback actuator 6 of the steer-by-wire steering system is disposed. Feedback actuator 6 is assigned a control unit for actuating the electric motor of the feedback actuator. The control unit is connected to feedback actuator 6 or the electric motor of feedback actuator 6, respectively, for signal transmission via a communication channel 13, which in this exemplary embodiment is configured as a CAN bus. Furthermore, for signal exchange, the control unit of feedback actuator 6 is connected to sensors 21 of the steering system and to a central ECU 38 (Electronic Control Unit) of motor vehicle 30 via communication channel 13, which is configured as a CAN bus.

[0051] The exemplary embodiments shown in the drawings and described in conjunction with the drawings serve the purpose of illustrating the present invention and not of limiting the present invention.

[0052] Reference Signs List

[0053] 1. Steer-by-wire steering system

[0054] 2 Steering column

[0055] 3 support units

[0056] 4 steering axles

[0057] 5 Steering handle

[0058] 6 Feedback actuators

[0059] 7. Front end portion of the steering shaft (4)

[0060] 8. Front steering shaft portion of steering shaft (4)

[0061] 9 Another steering axis

[0062] 10 Connecting parts

[0063] 11 Universal joint

[0064] 12 control units

[0065] 13 communication channels

[0066] 15 Feedback actuator first module

[0067] 16 Feedback actuator second module

[0068] 17 Feedback actuator motor

[0069] 18 Gear mechanism of feedback actuator

[0070] 19 Steering angle limiter for feedback actuator

[0071] 20 sensors for determining steering angle

[0072] 21 Steering system sensors

[0073] 22 Steering gear

[0074] 23 Steering actuator

[0075] 24 steering pinion

[0076] 25 rack

[0077] 26 steering linkage

[0078] 27 bearings

[0079] 28 casing units

[0080] 29 telescopic portion of the other steering shaft (9)

[0081] 30 Motor vehicles

[0082] 31 steering wheels

[0083] 32 partitions

[0084] 33 first side portion of the partition (32)

[0085] 34 second side portion of the partition (32)

[0086] 35 passenger compartment

[0087] 36 Accelerator pedal

[0088] 37 body chassis

[0089] 38 electronic control units

Claims

1. A steer-by-wire steering system (1) for a motor vehicle (30), comprising: A steering column (2), the steering column (2) having a support unit (3) and a steering shaft (4) rotatably mounted in the steering column (2); a steering handle (5), the steering handle (5) being arranged on the steering shaft (4) in a rotationally fixed manner; and a feedback actuator (6), wherein the feedback actuator (6) is configured to apply a torque to the steering shaft (4), characterized in that the feedback actuator (6) is arranged outside the support unit (3); the feedback actuator (6) has a device for arranging the feedback actuator (6) on a bulkhead (32) of a motor vehicle (30).

2. The steer-by-wire steering system (1) according to claim 1, characterized in that The feedback actuator (6) is arranged outside the steering column (2).

3. The steer-by-wire steering system (1) according to claim 1 or claim 2, characterized in that: The feedback actuator (6) is spatially arranged in front of the support unit (3).

4. The steer-by-wire steering system (1) according to any one of the preceding claims 1-2, characterized in that The steering shaft (4) is led out from the support unit (3) through a front end portion (7) opposite to the steering handle (5), so that a front steering shaft portion (8) extending from the front end portion (7) is arranged outside the support unit (3), wherein the feedback actuator (6) is arranged so that the feedback actuator (6) applies the torque to the steering shaft (4) at the front steering shaft portion (8).

5. The steer-by-wire steering system (1) according to any one of claims 1 to 2, characterized in that A further steering shaft (9), wherein the further steering shaft (9) is connected to the steering shaft (4), and the feedback actuator (6) is arranged such that the feedback actuator (6) applies the torque to the further steering shaft (9).

6. The steer-by-wire steering system according to claim 5, characterized in that: The other steering shaft (9) is connected to the steering shaft (4) via an elastic coupling (10) or a rigid coupling (10) or via a universal joint (11).

7. The steer-by-wire steering system (1) according to claim 6, characterized in that The feedback actuator (6) has a fastening tab with a screw opening as a means for arranging the feedback actuator (6) on a bulkhead (32) of a motor vehicle (30).

8. The steer-by-wire steering system (1) according to any one of the preceding claims 1-2, characterized in that The elements of the feedback actuator (6) are configured as at least one first module (15) and at least one second module (16), and the at least one first module and the at least one second module can realize a modular configuration of the feedback actuator (6).

9. The steer-by-wire steering system (1) according to claim 8, characterized in that A control unit (12) and / or an electric motor (17) and / or a gear mechanism (18) and / or a steering angle limiter (19) as elements of the feedback actuator (6).

10. The steer-by-wire steering system (1) according to claim 8, characterized in that At least one of the first modules (15) is configured for placement on a first side (33) of a bulkhead (32) of a motor vehicle (30), and at least one of the second modules (16) is configured for placement on a second side (34) of a bulkhead (32) of a motor vehicle (30).

11. A motor vehicle (30) comprising a vehicle body having a bulkhead (32) and a steer-by-wire steering system (1) according to any one of the preceding claims 1 to 10, wherein: The steering column (2) of the steer-by-wire steering system (1) is arranged on the vehicle body via the support unit (3), and the feedback actuator (6) of the steer-by-wire steering system (1) is arranged on the partition (32).

12. The motor vehicle (30) according to claim 11, characterized in that The feedback actuator (6) is arranged on the partition (32) within a passenger compartment (35) formed by the vehicle body.

13. The motor vehicle (30) according to claim 11, characterized in that The feedback actuator (6) is arranged on the partition (32) outside the passenger compartment (35) formed by the vehicle body.

14. The motor vehicle (30) of claim 11, wherein: The steer-by-wire steering system (1) is constructed according to any one of claims 8 to 10, characterized in that at least one first module (15) is arranged on the partition (32) within a passenger compartment (35) formed by the vehicle body, and at least one second module (16) is arranged on the partition (32) outside the passenger compartment (35).

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