Steering column for a motor vehicle

Abstract

The invention relates to a steering column for a motor vehicle, comprising an activation member (7), which is operatively arranged between a drive (6) and a housing (8) and which can be rotated relative to a steering shaft (21) and the housing (8), an activation projection (71), which can strike a drive projection (61) on the drive (6) in the circumferential direction, and a stop projection (72), which can strike the activation projection (71) in the circumferential direction, and the shell bump (82) on the shell (8) can be impacted in the circumferential direction. According to the invention, the locking projection (72) and the housing projection (82) project axially relative to each other, the activation component (7) can be moved axially relative to the steering shaft (21) between a locking position and a passing position, an axially acting lifting device is provided between the drive part (6) and the activation component (7), and the locking projection (72) and the housing projection (82) project axially relative to each other. The lifting device is designed to axially move the activation member (7) between a stop position and a pass-through position.

Description

Prior art

[0001] The present invention relates to a steering column for a motor vehicle, which comprises a steering shaft extending axially, the steering shaft being mounted in a steering column housing in a manner rotatable about a longitudinal axis, and a rotation limiter for limiting the rotation of the steering shaft relative to the steering column housing; wherein the rotation limiter has a drive member connected to the steering shaft, a housing connected to the steering column housing, and an activation member operatively arranged between the drive member and the housing, the activation member being able to twist relative to the steering shaft and the housing, an activation projection, which can strike a drive projection of the drive member in the circumferential direction, and a stop projection, which can strike a housing projection of the housing in the circumferential direction.

[0002] Such a steering column with a rotation limiter can preferably be used in a steer-by-wire system of a motor vehicle.

[0003] A general steering column has a steering column housing, which, depending on the structural form, is also referred to as a housing unit or guide box, in which the steering shaft or steering spindle is mounted in a manner rotatable about its longitudinal axis. The steering column housing can be fixedly connected by a support unit, which can be fixedly connected to the vehicle body and can be adjusted in most cases.

[0004] The steering wheel can be rotated by the driver about the longitudinal axis in order to manually input a steering command, and the steering wheel is connected as a manual steering handle to the rear end of the steering shaft in order to be close to the driver. The rotation of the steering shaft is converted into a steering angle of the steerable wheels of the motor vehicle. In a conventional steering system, the steering shaft is mechanically connected to the wheels via a steering gear, while in a steer-by-wire system, the rotation of the steering shaft is detected by an electronic sensor and converted into an electronic control signal for activating an electric steering actuator, thereby generating a steering angle of the steerable wheels.

[0005] The steering wheel, as a handle for manually inputting a steering command, is mounted at the rear end of the steering shaft close to the driver and can be rotated by the driver about the longitudinal axis. The rotation of the steering shaft is converted into a steering angle of the steerable wheels of the motor vehicle. In a conventional steering system, the steering shaft is mechanically connected to the wheels via a steering gear, while in a steer-by-wire system, the rotation of the steering shaft is detected by an electronic sensor and converted into an electronic control signal for activating an electric steering actuator that generates a steering angle.

[0006] Since there is no mechanical coupling to the steerable wheels in a steer-by-wire system, when the mechanically possible maximum steering angle is reached, the rotation of the steering shaft is not mechanically limited by mechanical end stops of the wheels or the steering gear. However, in order to avoid excessive steering angles and to simulate a realistic steering feel, it is known to limit the maximum possible rotation angle of the steering wheel by means of a rotation limiter, and thus to limit the maximum possible rotation of the steering shaft relative to the steering column housing.

[0007] For example, a steering column with a rotary limiter of the above type is known from DE 10 2019 120 205 A1. The rotary limiter has a drive member mounted on the steering shaft, the drive member having a radially outwardly projecting drive projection which can circumferentially strike a radially inwardly projecting activation projection of an activation member, thereby limiting the rotation of the steering shaft relative to the activation member to a range less than 360°. Thus, the activation member can twist relative to the stationary housing together with the steering shaft until the activation member circumferentially strikes a radially inwardly projecting housing projection by means of a radially outwardly projecting stop projection, thereby limiting the rotation of the activation member relative to the steering column housing to a range less than 360°. Accordingly, the maximum possible rotation of the steering shaft relative to the steering column housing is limited to a rotation angle less than 720° in any case.

[0008] Although the known rotary limiter can indeed achieve an advantageous structural form, its disadvantage is that it cannot meet the requirement of a steering shaft rotation of more than 720°, usually 900°, which is commonly required in a steer-by-wire steering column. Non-universal rotary limiters operating according to other functional principles and allowing a larger rotation angle are indeed known in the prior art, but they are very complex and numerous.

[0009] In view of the above problems, the object of the present invention is to achieve a larger rotation angle in a compact structural form. Summary of the Invention

[0010] The above object is achieved by a steering column according to claim 1 of the present invention. Advantageous improvements can be derived from the dependent claims.

[0011] A steering column for a motor vehicle, comprising a steering shaft extending axially, which is mounted in a steering column housing in a manner capable of rotating about a longitudinal axis, and a rotary limiter for limiting the rotation of the steering shaft relative to the steering column housing, wherein the rotary limiter has a drive member connected to the steering shaft, a housing connected to the steering column housing, and an activation member operatively arranged between the drive member and the housing, the activation member being able to twist relative to the steering shaft and the housing, an activation projection which can circumferentially strike a drive projection on the drive member, and a stop projection which can circumferentially strike a housing projection of the housing. According to the invention, the stop projection and the housing projection axially project relative to each other, and the activation member can axially move between a stop position and a passage position relative to the steering shaft, wherein an axially acting lifting device is arranged between the drive member and the activation member, the lifting device being designed to axially move the activation member between the stop position and the passage position. In the stop position, the stop projection can circumferentially strike the housing projection. In the passage position, the stop projection can circumferentially pass over the housing projection.

[0012] The activation member is operatively arranged to transmit an impact force between the drive member and the housing. According to the invention, the activation member has an activation element which is designed as an axially protruding activation projection according to the invention. Seen from the drive member, during relative rotation in the circumferential direction, the drive projection protruding axially towards the activation member will strike the activation projection, so that the activation member can rotate together with the drive member, i.e., be activated by the drive member.

[0013] The activation member further has a stop element which is designed as an axially protruding stop projection according to the invention and preferably protrudes axially on the same side as the activation projection. Seen from the housing, at least one housing projection which is stationary relative to the steering column housing protrudes axially towards the activation member.

[0014] According to the invention, the activation member can move axially relative to the housing, wherein in the passage position, the activation member is axially spaced far enough from the housing projection so that the stop projection can pass over the housing projection in the circumferential direction, i.e., pass over the housing projection without striking it. In other words, in the passage position, the rotation of the activation member relative to the housing is not restricted by the stop.

[0015] The activation member can be adjusted between the above-mentioned passage position and the stop position by the lifting device according to the invention. During this process, the activation member is axially moved towards the housing from the passage position until the stop projection axially inserts into the movement section of the housing projection, and the housing projection rotates in the circumferential direction, so that the stop projection overlaps with the housing projection and is coupled in a stop connection manner, so that they can strike each other in the circumferential direction. Therefore, in the stop position, the rotation angle of the activation member relative to the housing is restricted.

[0016] By activating the lifting device in the reverse direction, the activation member can move axially away from the housing, as a result, move from the stop position to the passage position, or in other words, the activation member is decoupled from the housing.

[0017] In the passage position, the activation member and the drive member can rotate freely relative to the housing, and the drive member is connected by the impact between the drive projection and the activation projection. The rotation restriction can be activated by axially moving the activation member to the stop position by the lifting device. Therefore, the rotation of the drive member is restricted relative to the rotation of the activation member within the activation member and also relative to the housing.

[0018] An advantage of the invention is that the activation member can be selectively placed in a stop connection by the lifting device. In this way, a rotation of the activation member relative to the housing of more than 360° can be achieved, so that the rotation of the drive member and the rotation of the steering shaft relative to the steering column housing can be unproblematically restricted to a maximum rotation angle greater than 720°, for example 900°.

[0019] An additional degree of freedom is provided by the axial lifting device, and the angular range defined by the stop can be enlarged by coupling and decoupling. In the aforementioned prior art, since the stop is radially fixedly attached to the activation member, its angular range is basically always less than 720°.

[0020] Another advantage is that, since the radially protruding driving member, the activation member, the stop projection, and the housing projection are coupled to each other in the axial direction, a compact structural form is achieved. In particular, compared with the case in the prior art where the activation member is radially inserted between the driving member and the housing, the structure of the present invention has a smaller diameter.

[0021] Preferably, the activation member has a disk-shaped body, and its activation projection and stop projection axially protrude from one side of the disk-shaped body. This design achieves a compact structural form.

[0022] The driving member has at least one driving projection, preferably arranged coaxially inside the housing projection. Here, the radial spacing of the driving projection relative to the longitudinal axis is less than that of the housing projection.

[0023] According to the present invention, the axial displacement can be achieved in the following manner: The activation member is mounted on the steering shaft so that it can be displaced in the axial direction, for example, by a sliding bearing. The mounting preferably also enables rotation relative to the driving member so as to achieve stopping in the circumferential direction. This rotational movement can be integrated into the sliding bearing.

[0024] Preferably, the lifting device is designed to convert the torsion of the driving member relative to the activation member into the axial lifting of the activation member. By the relative torsion of the driving member relative to the activation member about the longitudinal axis, the lifting device can generate the axial movement of the activation member. Specifically, depending on the rotation direction, it moves from the stop position axially away from the housing into the passing position, or vice versa, axially towards the housing to be coupled to the stop position. For example, the lifting device can be achieved by a lifting gear, which is designed to convert the rotational movement into axial lifting. Therefore, the advantage obtained by the present invention is that when a steering command is manually input, the lifting device is automatically activated by twisting the steering shaft so as to couple or decouple the activation member, thereby realizing the enhanced rotation limiting function according to the present invention.

[0025] In an advantageous embodiment, the lifting device has a coupling disk which is connected to the drive member and has at least one circumferentially extending guide track which is inclined relative to the longitudinal axis and interacts with the activation projection. When viewed from the drive projection of the drive member, the guide track (which may also be synonymously referred to as the coupling track) rises circumferentially, that is to say, when viewed from the drive member, the guide track is in the axially away direction. The activation projection of the activation member is axially pressed against the guide track and can slide along the guide track when rotating circumferentially relative to the drive member. As a result, when the activation projection slides along the rising guide track, the activation member moves away from the drive member, so that the activation member is adjusted to the passage position. This type of lifting device achieves a simple, reliable and compact structure.

[0026] In the above embodiment, when viewed from the drive projection, the guide track can rise circumferentially from the first engagement part to the release part and then descend from the release part to the second engagement part. In the region of the first engagement part, which can be axially formed in the drive member and preferably adjacent to the drive projection, the activation projection is axially close to the drive member and the stop projection is in the axial stop position. When the activation projection slides along the rising guide track to the release part due to the rotation of the drive member, the activation member is axially moved to the passage position. When the activation projection then further slides circumferentially, the activation member enters the second engagement part from the release part, and the second engagement part can preferably be axially formed in the drive member in the same way as the first engagement part, so that a stop position is re-formed. In this way, during the rotation of the steering shaft, the activation member can perform an axial oscillating movement relative to the drive member, in which the activation member is axially moved from the stop position to the passage position and then back again.

[0027] Preferably, the guide track extends between two drive projections which are opposite each other along the longitudinal axis. Since the drive projections are arranged substantially diametrically, an advantageous symmetrical arrangement can be achieved, resulting in a uniform distribution of the activation force generated during operation.

[0028] Preferably, the activation member is preloaded axially relative to the drive member. The preloading force acts axially in such a way that the activation member is pressed against the drive member in a frictionally engaged manner. In this way, a frictionally engaged torque connection is produced, causing the drive member to drive the activation member during rotation. A frictional engagement is preferably produced between the activation projection and the guide track, so that the defined sliding contact of the lifting device can be effectively ensured.

[0029] The above-described embodiment can be achieved by providing an axially acting spring element between the activation member and the housing. For example, the spring element can be a helical spring or a disc spring, which is coaxially arranged on the steering shaft and axially supported on the housing, axially pressing the activation member against the drive member. The spring force generates an elastic axial preloading between the activation member and the drive member.

[0030] Preferably, a friction clutch is formed between the drive member and the activation member. The friction clutch has a defined separating torque, also known as a starting torque. When manually rotating the steering shaft, the activation member is driven by the drive member in a frictionally engaged manner and continues to rotate until the stop projection impacts the housing projection. If a manual torque is continuously applied, the friction clutch slips and the drive member twists relative to the activation member. Thus, the lifting device can be activated as described above. This type of friction clutch can be provided in a simple and reliable manner and enables the above-described automatic coupling and decoupling functions.

[0031] The friction clutch can preferably be generated by the sliding contact between the activation projection and the guide track. The static friction between the activation member and the drive member is determined by the magnitude of the preloading force, which defines the maximum possible torque and is preferably predetermined so as to generate a defined separating torque or starting torque.

[0032] An advantageous improvement is to provide two restoring stops on the housing, which are arranged on both sides of the housing projection so as to be circumferentially spaced apart. The stop projection in the passing position can impact the restoring stops in the circumferential direction, while the stop projection in the stop position can pass over these restoring stops in the circumferential direction. In each case, there is a certain spacing between the restoring stops and the housing projection in the circumferential direction, and the size of this spacing is at least such that the activation projection can move axially between the restoring stops and the housing projection when transitioning from the stop position to the passing position and from the passing position to the stop position. In other words, the width of the spacing measured in the circumferential direction is greater than the width of the activation projection also measured in the circumferential direction. The restoring stops ensure the forced coupling of the lifting device, and in this way, when the drive member rotates relative to the housing, the activation member can automatically move from the stop position to the passing position and then back to the stop position. Thus, according to the present invention, the activation member can be axially coupled and decoupled from the housing as described above.

[0033] In the above-described embodiment, the restoring stops can project radially inward and be axially spaced from the housing projection.

[0034] It is advantageous for the activation member to have two activation projections opposite each other along the longitudinal axis. This design can form a symmetric arrangement that is advantageous in terms of force and torque distribution.

[0035] It is advantageous for the activation member to have two stop protrusions opposite each other along the longitudinal axis. Such a design can form a symmetric arrangement that is advantageous in terms of force and torque distribution.

[0036] It is advantageous for the housing to have two housing protrusions opposite each other along the longitudinal axis. Such a design can form a symmetric arrangement that is advantageous in terms of force and torque distribution.

[0037] Preferably, the steering column is designed as a steer-by-wire steering column. A steer-by-wire system does not have a steering wheel and a mechanical connection between the steering shaft and the steering wheels. It converts a manually input steering command into an electronic control signal and actuates the steering drive in a purely electric manner. For this purpose, electronic rotation sensors are provided, which detect the rotation angle and preferably also the torque of any manual steering input, and then convert it into an electronic control signal for activating the electric steering actuator. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Advantageous embodiments of the present invention will be described in more detail with reference to the drawings, in which:

[0039] Figure 1 A schematic diagram of a steer-by-wire system is shown;

[0040] Figure 2 Shows according to Figure 1 A longitudinal sectional view of the steering column of the steering system shown;

[0041] Figure 3 Shows Figure 2 A partially enlarged view;

[0042] Figure 4 Shows according to the present invention Figure 2 and Figure 3 A schematic exploded view of the rotation limiter of the steering column;

[0043] Figure 5 Shows Figure 4 A schematic view of the rotation limiter shown in a first angular adjustment;

[0044] Figure 6 Shows similar to Figure 5 but in a second angular adjustment after the angular adjustment shown in Figure 5 ;

[0045] Figure 7 Shows similar to Figure 6 but in a third angular adjustment after the angular adjustment shown in Figure 6 ;

[0046] Figure 8 Shows similar to Figure 7Similar views, but in Figure 7 the fourth angular adjustment after the angular adjustment shown;

[0047] Figure 9 shows a view similar to Figure 8 Similar views, but in Figure 8 the fifth angular adjustment after the angular adjustment shown;

[0048] Figure 10 shows a view similar to Figure 9 Similar views, but in Figure 9 the sixth angular adjustment after the angular adjustment shown;

[0049] Figure 11 shows a view similar to Figure 10 Similar views, but in Figure 10 the seventh angular adjustment after the angular adjustment shown.

[0050] Embodiments of the invention

[0051] In different figures, the same components are always denoted by the same reference signs, so that each component is generally only identified or mentioned at its first occurrence.

[0052] Figure 1 Shows a steering system 1, which is designed as a steer-by-wire system for a motor vehicle and includes a steering column 2 according to the invention.

[0053] The steering column 2 has a steering shaft 21, also referred to as a steering spindle, which is rotatably mounted about its longitudinal axis L and extends relative to a housing unit 22, which is fixed by a support unit 23. The support unit 23 can be connected to a vehicle body not shown here.

[0054] The steering wheel 24, as a manual steering input device, is connected to one end of the steering shaft 21 located behind the driving side and facing the driver's position.

[0055] The manual steering command input via the steering wheel 24 is converted into electrical signals by a rotation sensor (not shown here) of the steering shaft 21, and these signals can activate an electric steering actuator 4 via a control line 3. As shown, by way of example, the latter can generate a mechanical steering angle of the steering wheel 42 as a function of a control signal, as indicated by the double arrow.

[0056] In order to limit the maximum rotation angle of the steering shaft 21 relative to the housing unit 22, the steering column 2 is equipped with a rotation limiter 5 according to the invention.

[0057] Figure 2shows a longitudinal section through the steering column 2 along the longitudinal axis L, where the fastening part 25 for fixing the steering wheel 24 points to the right and is not shown here. Figure 3 is Figure 2 an enlarged detailed view of the front area on the left side in, showing the part connected to the steering column 2.

[0058] Figure 4 shows an exploded view in which the main components of the rotation limiter 5 according to Figure 3 are disassembled in the direction of the longitudinal axis L.

[0059] The rotation limiter 5 includes a drive member 6, an activation member 7, and a housing 8.

[0060] The drive member 6 is co-rotating and axially, i.e., in the direction of the longitudinal axis L, fixed to the steering shaft 21. The drive member 6 has drive protrusions 61 that project axially towards the activation member 7 ( Figure 4 on the left side in), and axial guide tracks 62 (disk tracks) are formed between these drive protrusions, and these guide tracks run obliquely in the circumferential direction. Thus, the drive member 6 forms a coupling disk, or has such a coupling disk.

[0061] The activation member 7 has a disk-shaped body whose longitudinal axis L is coaxially arranged and is mounted on the steering shaft 21 through a sliding bearing. Specifically, it can be axially displaced (as shown by the double arrow) between the passing position D and the braking position A relative to the drive member 6, and can rotate relative to the drive device 6 about the longitudinal axis L.

[0062] Two activation protrusions 71 project from the activation member 7 axially towards the drive member 6. These activation protrusions 71 can strike the drive protrusions 61 circumferentially and axially abut against the guide tracks 62, and the activation protrusions 71 can slide circumferentially along the guide tracks 62. The activation protrusions 71 and the guide tracks 62 together form a lifting device according to the present invention, which generates axial lifting, i.e., when the drive member 6 and the activation member 7 rotate relative to each other, the axial adjustment of the activation member 7 relative to the drive member 6. Depending on the relative rotation direction, the activation member 7 can be adjusted from the passing position D to the stop position A, and vice versa.

[0063] The housing 8 has further housing parts 81 which are connected together so as to be fixed at least axially relative to the limiter housing 51 which encloses the rotation limiter 5. The housing 8 includes two axially projecting housing projections 82 which face towards the activation member 7 and correspond to two stop projections 72 which project axially from the activation member 7. The stop projections 72 and the housing projections 82 here are dimensioned and arranged such that they can strike each other in the circumferential direction in the stop position A of the activation member 7 and pass each other in the circumferential direction in the passage position D, so that the activation member 7 can continue to rotate without collision.

[0064] Furthermore, two restoring stops 83 are fixed relative to the housing 8. These stops are dimensioned and arranged such that they are arranged on both sides of the housing projection 82 and are spaced apart circumferentially, so that the stop projection 72 can move axially through between the housing projection 82 and the restoring stops 83. Only in the passage position D of the activation member 7 can this stop projection 72 strike the restoring stops 83. In the stop position A, the stop projection 72 can pass over the restoring stops 83 in the circumferential direction.

[0065] An axially acting spring element 84 is inserted between the housing part 81 and the activation member 7, which in this example consists of a helical spring arranged coaxially on the steering shaft 21 and axially presses the activation member 7 against the drive member 6 in a frictionally engaging manner. Specifically, the activation projection 71 is elastically held in axial frictional contact or sliding contact by the spring force through the guide track 62.

[0066] Figures 5 to 10 A schematic view is shown observed along the oblique longitudinal axis L, with the viewing direction V as indicated approximately in Figure 4 For clarity, only the activation projection 71 and the stop projection 72 are shown, and the disc-shaped body of the activation member 7 is omitted here.

[0067] The guide track 62 extends circumferentially between the drive projections 61 and has first and second engagement portions 63 which are molded at adjacent positions of the drive projections 61, and the guide track 62 rises from these two engagement portions to an intermediate axially projecting release portion 64, see Figure 6 . When the activation projection 61 abuts against the guide track in the region of the engagement portion 63, the activation member 7 is in the stop position A. If the activation member 7 slides from here to the release portion 64, the activation member 7 moves axially away from the drive member 6 to the passage position D, where the activation member 7 is axially separated from the housing projection 82. In Figures 5 to 11 the passage position D is lifted out of the drawing plane in the direction of the longitudinal axis L towards the observer, as indicated by the double arrow in Figure 5 .

[0068] Figure 5 shows the rotation limiter 5 in the first terminal limit state. On this basis, the steering shaft 21 and the drive member 6 rotate in the clockwise direction shown in the figure. The drive projection 71 is axially pressed against the guide rail 62 in a friction fit manner. Due to the friction fit with the drive member 6, the activation member 7 rotates together. In Figure 5 , the stop projection 72 presses against the corresponding housing projection 82 and releases the limit through clockwise rotation.

[0069] In Figure 6 , the stop projection 72 impacts the housing projection 82 circumferentially, thereby stopping the rotation of the activation member 7 relative to the housing 8. At the same time, the drive member 6 continues to rotate clockwise, causing the guide rail 62 to slide circumferentially under the activation projection 71, and the activation projection 71 enters the axially protruding release portion 64, as shown in Figure 7 . Thus, the activation member 7 is lifted away from the housing 8, as indicated by the arrow on the stop projection 72, and the stop projection 72 points diagonally downward to the right outside the drawing plane in the direction of the longitudinal axis L.

[0070] Thereby, the activation member 7 is axially moved to the passing position D, enabling the stop projection 72 to cross over the housing projection 82 during further circumferential rotation, thereby reaching the Figure 8 shown angular position.

[0071] During this process, the stop projection 72 in the passing position D together with the activation member 7 impacts the restoring stop 83 circumferentially. As a result, the rotation of the activation member 7 relative to the housing 8 is stopped, while the drive member 6 continues to rotate clockwise relative to the activation member 7, causing the activation projection 71 to slide from the release portion 64 along the guide rail 62 into the second engagement portion 63. This is shown in Figure 8 and Figure 9 .

[0072] Accordingly, the activation member 7 axially moves from the passing position D to the stop position A of the housing 8. During this process, the stop projection 72 is axially pushed to point towards the housing 8, as indicated by the arrow in Figure 9 . The rotation of the drive member 6 relative to the activation member 7 continues until the drive projection 61 impacts the activation projection 71 circumferentially, causing the activation member 7 to rotate together with the drive member 6, and the stop projection 72 disengages from the housing projection 82 circumferentially, as shown in Figure 10 .

[0073] This rotation can continue until the second terminal limit state shown in Figure 11 is reached. In this state, the stop projection 72 impacts the housing projection 82 from the circumferential direction opposite to Figure 5 , and the drive projection 61 also impacts the activation projection 71 from the opposite circumferential direction.

[0074] Starting from Figure 5 the first terminal limit state shown, a rotation angle greater than 720°, for example 900°, can be smoothly achieved until reaching Figure 11 the second terminal limit state shown.

[0075] In an alternative embodiment not shown here, the drive member 6 and the activation member 7 can also be designed to each include only one drive projection 61 and one activation projection 71 (instead of two activation projections and drive projections in each case in the above embodiment). In this alternative embodiment, a larger rotation angle can be achieved, for example up to 1080°.

[0076] Starting from Figure 11 the second terminal limit state shown, the steering shaft 21 can rotate in the reverse direction, i.e., counterclockwise in the illustration, where the above steps are carried out in the opposite direction until reaching again Figure 5 the rotational position shown.

[0077] List of reference numerals

[0078] 1 Steering system

[0079] 2 Steering column

[0080] 21 Steering shaft

[0081] 22 Housing unit

[0082] 23 Support unit

[0083] 24 Steering wheel

[0084] 25 Fastening part

[0085] 3 Control line

[0086] 4 Steering actuator

[0087] 41 Tie rod

[0088] 42 Wheel

[0089] 5 Rotation limiter

[0090] 51 Limiter housing

[0091] 6 Drive member

[0092] 61 Drive projection

[0093] 62 Guide track

[0094] 63 Engagement part

[0095] 64 Release part

[0096] 7 Activation member

[0097] 71 Activation projection

[0098] 72 Stop projection

[0099] 8 Housing

[0100] 81 Housing component

[0101] 82 Housing stopper

[0102] 83 Restoration stopper

[0103] 84 Spring element

[0104] L Longitudinal axis

[0105] D Passage position

[0106] A Stop position

Claims

1. A steering column (1) for a motor vehicle, comprising a steering shaft (21) extending axially, which is mounted in a steering column housing (22) so as to be rotatable about a longitudinal axis (L), and a rotation limiter (5) for limiting the rotation of the steering shaft (21) relative to the steering column housing (22), wherein the rotation limiter (5) has a drive member (6) connected to the steering shaft (21), a housing (8) connected to the steering column housing (22), and an activation member (7) operatively arranged between the drive member (6) and the housing (8), which activation member is twistable relative to the steering shaft (21) and the housing (8), an activation projection (71) which can strike a drive projection (61) on the drive member (6) in the circumferential direction, and a stop projection (72) which can strike a housing projection (82) on the housing (8) in the circumferential direction, characterized in that, the stop projection (72) and the housing projection (82) project axially relative to each other, the activation member (7) is axially movable relative to the steering shaft (21) between a stop position (A) and a passage position (D), wherein an axially acting lifting device is provided between the drive member (6) and the activation member (7), which lifting device is designed to axially move the activation member (7) between the stop position (A) and the passage position (D).

2. The steering column according to claim 1, characterized in that, The lifting device is designed to convert the torsion of the drive member (6) relative to the activation member (7) into an axial lifting of the activation member (7).

3. The steering column according to claim 2, characterized in that, The lifting device has a coupling disk connected to the drive member (6), and at least one guide track (62) which extends in the circumferential direction, is inclined relative to the longitudinal axis and interacts with the activation projection (71).

4. The steering column according to claim 3, characterized in that, Viewed from the drive projection (61), the guide track (62) rises in the circumferential direction from a first engagement portion (63) to a release portion (64) and descends from the release portion (64) to a second engagement portion (63).

5. The steering column according to claim 4, characterized in that, The guide track (62) is located between two drive projections (61) diametrically opposite along the longitudinal axis (L).

6. The steering column according to any one of the preceding claims, characterized in that, The activation member (7) is preloaded axially relative to the drive member (6).

7. The steering column according to claim 6, characterized in that, An axially acting spring element (84) is provided between the activation member (7) and the housing (8).

8. The steering column according to any one of the above claims, characterized in that, A friction clutch is formed between the drive member (6) and the activation member (7).

9. The steering column according to any one of the preceding claims, characterized in that, Two restoring stops (83) are attached to the housing (8), which are arranged on both sides of the housing projection (82) so as to be circumferentially spaced apart, and in the passage position (D), the stop projection (72) can strike the restoring stops (83) in the circumferential direction, while in the stop position (A), the stop projection (72) can pass over the restoring stops (83) in the circumferential direction.

10. The steering column according to claim 9, characterized in that, The restoring stops (83) project radially inwards so as to be axially spaced apart from the housing projection (82).

11. The steering column according to any one of the above claims, characterized in that, The activation member (7) has two activation projections (71) opposite each other along the longitudinal axis (L).

12. The steering column according to any one of the preceding claims, characterized in that, The activation member (7) has two stop projections (72) opposite each other along the longitudinal axis (L).

13. The steering column according to any one of the preceding claims, characterized in that, The housing (8) has two housing protrusions (82) opposite to each other along the longitudinal axis (L).

14. The steering column according to any one of the above claims, characterized in that, The steering column (2) is designed as a steer-by-wire steering column.

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