Steering gear and steering system for a motor vehicle

Abstract

Steering gear (3) for a motor vehicle, comprising a housing (31) in which a rack (2) is slidably mounted in a longitudinal direction and which has a toothing (106) into which a steering pinion (104) rotatably mounted in the housing (31) engages, wherein a preloading device (4) is provided which has a pressure piece (42) which is supported by a spring element (5) against an actuating element (41) fixed in the housing (31) and is elastically biased against the rack (2) in a preload direction transverse to the longitudinal direction on a side opposite the toothing (106) such that the rack (2) is forced into the toothing engagement with the steering pinion (104), wherein the spring element (5) comprises an elastomer, characterized in that the spring element (5) has cavities formed in the elastomer which are designed as regularly or irregularly shaped chambers in the spring element (5).where the sum of the volumes of the cavities is less than 20% of the total volume of the spring element (5).

Description

State of the art

[0001] The invention relates to a steering gear for a motor vehicle according to the preamble of claim 1. A steering system for a motor vehicle is also the subject of the invention.

[0002] In a vehicle steering system designed as a rack and pinion steering, a steering command is introduced as a rotary movement manually via a steering wheel, or additionally or alternatively by a motorized actuator into the steering shaft, which is connected to a steering gear. The steering gear has a steering pinion connected to the steering shaft, which engages with the teeth of a rack that is mounted in the housing of the steering gear in the direction of its longitudinal axis, i.e. such that it can be moved longitudinally, so that a rotation of the steering pinion is converted into a translational movement of the rack in its longitudinal direction. The rack is connected to tie rods, which are hinged to the steering knuckles of the wheels to be steered, so that the translational movement of the rack is converted into a steering angle of the wheels.

[0003] In order to ensure backlash-free and quiet steering, it is known to elastically preload the rack and the steering pinion against each other in the direction of the toothed engagement by means of a preloading device, as described in the prior art, for example, in DE 10 2012 012248 A1 or DE 10 2012 003042 B4. This comprises a pressure piece mounted in the housing for sliding movement transversely to the longitudinal direction, with a sliding guide for the rack, which is pressed against the rack from a side facing away from the toothing with a predetermined preload force transversely to the longitudinal direction, so that the rack is preloaded against the steering pinion in the toothed engagement.

[0004] The preload force acting on the thrust piece is generated by a spring element, which is elastically preloaded and inserted between the thrust piece and an adjusting element that serves as a counterbearing and is supported on the housing. For example, an adjusting screw screwed into a threaded hole in the housing perpendicular to the longitudinal direction can be adjusted by screwing in the adjusting screw.

[0005] The current state of the art uses a metal coil spring as the spring element. While this allows for reliable preload, it has the disadvantage that unwanted noise can occur due to the spring hitting the housing during load changes, or due to tilting of the pressure piece.

[0006] A steering gear of the type mentioned above is known, for example, from the generic document DE 102 22 183 A1.

[0007] In view of the problems explained above, it is an object of the present invention to improve the operating characteristics of a steering gear, in particular to reduce the noise generation. Description of the invention

[0008] This object is achieved according to the invention by the steering gear having the features of claim 1 and the steering system according to claim 15. Advantageous further developments emerge from the subclaims.

[0009] In a steering gear for a motor vehicle, comprising a housing in which a rack is mounted so as to be displaceable in a longitudinal direction and which has a toothing into which a steering pinion rotatably mounted in the housing engages, wherein a pretensioning device is provided which has a pressure piece which is supported by a spring element against an actuating element fixed in the housing and is elastically loaded against the rack on a side opposite the toothing in a pretensioning direction transverse to the longitudinal direction in such a way that the rack is urged into toothed engagement with the steering pinion, wherein the spring element comprises an elastomer, the invention provides that the spring element has cavities formed in the elastomer, which are designed as regularly or irregularly shaped chambers in the spring element, wherein the sum of the volumes of the cavities is less than 20% of the total volume of the spring element.

[0010] The spring element comprises, or is designed as, an elastomer spring formed at least partially from an elastomer. The preload force exerted as a spring force by the tensioned elastomer is generated at least partially, preferably entirely, by elastic deformation of an elastomer body.

[0011] According to the invention, the spring element has cavities or chambers formed in the elastomer. These cavities or chambers can further improve the acoustic properties. The cavities are formed as regularly or irregularly shaped chambers in the spring element, with the sum of the volumes of the cavities being less than 20% of the total volume / envelope volume of the spring element.

[0012] Because the elastomer is softer than the spring steel typically used for metallic springs, such as coil springs, annoying rattling noises no longer occur when the spring element strikes the housing, or at least the operating noise is reduced to or below an acceptable level. This allows for advantageous acoustic properties.

[0013] A further advantage is that an elastomer body undergoes multidimensional elastic deformation under load, for example, shortening or compression in the preload direction, while a cross-sectional enlargement - preferably evenly distributed - occurs transversely to this direction. This can provide increased transverse stiffness of the spring element transversely to the preload direction, which can be higher than that of a coil spring, which has a relatively low bending stiffness transversely to the helical axis of the spring wire, which can lead to undesirable tilting and rattling of the pressure piece. One advantage of the elastomer spring is that the higher transverse stiffness suppresses tilting and transverse movements of the pressure piece, further reducing noise generation.The improved transverse support due to the higher transverse rigidity of the thrust piece also ensures improved, more uniform sliding behavior of the rack relative to the thrust piece.

[0014] Due to internal friction during deformation, an elastomer exhibits a relatively high damping effect compared to metallic materials. This damping effect cushions and dampens any force peaks and deflections, effectively reducing rattling noises and vibrations. Furthermore, the movement during rebound is slowed, thus minimizing impact noise. This benefits the desired acoustic properties.

[0015] A further advantage is that the elastomer material prevents direct metal-to-metal contact in the steering gear, which can reduce wear.

[0016] It may be advantageous for the elastomer to have a Shore A hardness between 40 and 80. In this Shore A hardness range, which defines the hardness of soft elastomers, elastic deformability can be ensured to achieve a sufficient and reliable elastic preload force at all times, while simultaneously maintaining sufficiently high transverse rigidity to support the pressure piece and reduce the tendency to rattle.

[0017] To determine the Shore A hardness, a 1 kg test weight is pressed onto the workpiece, i.e., the spring element, for 15 seconds. The test pin has a flat (truncated cone-shaped) tip with a diameter of 0.79 mm and an opening angle of 35°. The penetration depth of the test pin is measured on a scale from 0 to 100 Shore A hardness. A penetration depth of 2.5 mm corresponds to a hardness of 0 Shore A hardness, and a penetration depth of 0 mm corresponds to 100 Shore A hardness.

[0018] An advantageous further development can provide that the elastomer has a Shore A hardness between 50 and 70. This hardness range enables further optimization for operating parameters occurring in practice, which can include, among other things, static parameters such as the level of the preload force, the available installation space and the resulting dimensions of the spring element, as well as dynamic parameters such as the frequencies and amplitudes of the occurring disturbances.

[0019] Particularly preferably, the elastomer may have a Shore A hardness of 60. This hardness may be selected with a view to achieving balanced, qualitative optimization, taking into account the aforementioned static and dynamic parameters to be expected in real operation.

[0020] The elastomer may be silicone. Silicone is available in a wide range of hardnesses with advantageous properties, allowing adaptation to the required properties with relatively little design and manufacturing effort. For example, a vinyl methyl silicone (VMQ) can be used, which is available in the preferred Shore A hardness and exhibits high long-term and temperature stability.

[0021] An advantageous embodiment can provide for the elastomer to be a thermoplastic elastomer. Rubber-elastic thermoplastic elastomer is available in the Shore A hardness ranges preferred according to the invention and is characterized by advantageous elastic properties. Another particular advantage is the possibility of processing using plastic injection molding processes, which enables a high degree of design freedom and adaptation with regard to dimensions and shapes, as well as particularly efficient mass production.

[0022] The spring element can be designed with a progressive spring characteristic. This allows for a nonlinear spring characteristic with a disproportionate increase in spring force over the deflection. The progressive stiffness reduces and limits the deflection in the event of externally applied disturbance impulses. This allows the kinetic energy to be effectively absorbed. Particularly effective noise damping can be achieved with the internal damping of the elastomer described above.

[0023] It can be provided that the adjusting element has an adjusting screw that is screwed into a threaded hole in the housing. The use of an adjusting screw that is screwed into a threaded hole in the housing transverse to the longitudinal direction in the preload direction is known in principle. The axis of the adjusting screw, which is transverse to the longitudinal direction in the direction of the preload force, is referred to as the preload axis or screw axis. An axial or radial alignment of functional parts within the preload device means an arrangement relative to this preload axis. According to the invention, the elastomer is arranged in the axial force flow between the adjusting screw and the pressure piece. It is preferably arranged within the threaded hole. The preload force is increased by screwing in the adjusting screw, whereby the elastomer is pressed axially against the pressure piece and elastically compressed against its spring force.Accordingly, the pressure piece is loaded against the rack with the spring force acting as a preload force, whereby the tooth engagement is preloaded.

[0024] It is advantageous for the spring element to be arranged coaxially with a preload axis oriented in the preload direction. The coaxial arrangement, symmetrical to the preload axis, enables high transverse stiffness in all transverse directions, thus providing optimized transverse support against external disturbing forces acting transversely on the thrust piece. Furthermore, it ensures that the transverse stiffness is maintained even if the spring element is rotated about the screw axis when screwing in the adjusting screw.

[0025] It can advantageously be provided that the spring element is designed as a hollow cylinder. For this purpose, according to the invention, a spring body made of elastomer can be provided which is at least partially, preferably continuously, tubular and forms a hollow cylindrical elastomer body. One advantage is that such an elastomer body can be mounted efficiently and securely on or in a cylindrically designed receptacle of the pressure piece and / or the adjusting screw, for example by axial pressing. Coaxial attachment can be achieved simply by aligning the cylinder axis of the elastomer body with the preload or screw axis. A further advantage of the hollow design is that, when the preload device is in the assembled state, the play of the pressure piece relative to the housing can be measured and monitored through the opening.

[0026] Preferably, it can be provided that the spring element is connected to the pressure piece and / or the adjusting element transversely to the preload direction without play. The play-free connection prevents movement of the spring element relative to the pressure piece or the adjusting element transversely to the preload direction, so that no noise can occur at these points. The play-free connection with the elastomer according to the invention can be formed, for example, by a press fit, for example, by axially pressing or inserting a hollow cylindrical elastomer body onto or into a corresponding cylindrical section of the pressure piece or adjusting element.Regardless of whether the housing is made of a metallic material or a plastic, the elastomer can provide sufficient sliding properties relative to the housing, reducing friction and thus ensuring the function of the preload device in the long term and under all operating conditions.

[0027] It is possible for the spring element to be firmly bonded to the thrust piece and / or the actuating element. A firmly bonded connection can be achieved, for example, by welding or gluing and has the advantage that the spring element is securely fixed in its position and no noise can occur at the joint.

[0028] An advantageous further development can provide for the spring element to be injection-molded onto the pressure piece and / or the adjusting element. By injecting the molten elastomer, a firm and permanent material-fit integration of the elastomer spring can be created in a single operation with the production of the elastomer spring using the plastic injection molding process, for example, with an adjusting screw or a pressure piece. The connection can be made even more resilient by embedded form-locking elements. A further advantage is that the spring element injection-molded onto the adjusting screw or the pressure piece forms a one-piece, integrated assembly, which enables simplified production and assembly.

[0029] It can be provided that the pressure piece and / or the adjusting element comprises a plastic material. Thus, the pressure piece and the adjusting screw can advantageously be formed at least partially as a plastic injection-molded part made of a thermoplastic polymer, which enables efficient production. Furthermore, a lower weight can be achieved compared to metallic components. The use of fiber-reinforced plastics can ensure sufficiently high strength and rigidity. Furthermore, the advantageous manufacturing option of manufacturing the spring element as a single piece with the pressure piece or the adjusting element using a two-component (2K) injection molding process is also available.

[0030] In a steering system of a motor vehicle, comprising a steering shaft operatively connected to a steering pinion of a steering gear having a rack connectable to steerable wheels, the invention provides that the steering gear is designed according to one of the previously described embodiments, or combinations thereof. This allows for quieter and less-wearing operation of the steering system. Furthermore, manufacturing costs can be reduced, for example, through the use of plastic injection molding processes. Furthermore, weight can be saved through the use of plastics and elastomers. Description of the drawings

[0031] Advantageous embodiments of the invention are explained in more detail below with reference to the drawings. In detail: Fig. 1 a motor vehicle steering system in a schematic perspective view, Fig. 2 a steering gear according to the invention in a cut-out perspective view, Fig. 3 the steering gear according to Fig. 2 in a partially exploded view, Fig. 4 a cross-section through the steering gear orthogonal to the rack, Fig. 5 a first exploded view of a pretensioning device of the steering gear, and Fig. 6 Pre-tensioning device acc. Fig. 5 in a second exploded view. Embodiments of the invention

[0032] In the various figures, identical parts are always provided with the same reference symbols and are therefore usually named or mentioned only once.

[0033] In Fig. 1 schematically shows a motor vehicle steering system 100 designed as an electromechanical power steering system, wherein a manual steering torque (steering torque) can be introduced into a steering shaft 1 as a steering command via a steering wheel 102.

[0034] The steering torque is transmitted via the steering shaft 1 to a steering pinion 104, which is mounted in a steering gear 3 for rotation about an axis L and meshes with a toothing 106 of a rack 2. Thus, depending on the direction of rotation, a rotation of the steering shaft 1 causes a displacement of the rack 2 in the steering gear 3 in its longitudinal direction, i.e., in the direction of its longitudinal axis Z, as indicated by the double arrow. By displacing the connected tie rods 108, the specified steering angle is transmitted to the steerable wheels 110 of the motor vehicle.

[0035] The axis L is perpendicular to the longitudinal axis Z.

[0036] An electric power assist can be provided in the form of a power assist 112 coupled to the input side of the steering shaft 1, a power assist 114 coupled to the steering pinion 104 and / or a power assist 116 coupled to the rack 2. The respective power assist 112, 114 or 116 couples an auxiliary torque into the steering shaft 1 and / or the steering pinion 104 and / or an auxiliary force into the rack 2, thereby assisting the driver in steering. The three different Fig. The auxiliary power supports 112, 114 and 116 shown in Figure 1 show possible positions for their arrangement.

[0037] Typically, only one of the positions shown is assigned to a power assist 112, 114, or 116. The auxiliary torque or auxiliary force to be applied to assist the driver by means of the respective power assist 112, 114, or 116 is determined taking into account a steering torque applied by the driver, determined by a torque sensor 118. Alternatively, or in combination with the application of the auxiliary torque, the power assist 112, 114, or 116 can introduce an additional steering angle into the steering system, which is added to the steering angle applied by the driver via the steering wheel 102.

[0038] The steering shaft 1 has an input shaft 10 connected to the steering wheel 102 on the input side and an output shaft 12 connected to the rack 2 via the steering pinion 104 on the output side. The input shaft 10 and the output shaft 12 are torsionally flexible via a Fig. 1 are coupled together by a torsion bar (not visible in FIG. 1). Thus, a torque applied by a driver to the input shaft 10 via the steering wheel 102 always leads to a relative rotation of the input shaft 10 with respect to the output shaft 12 when the output shaft 12 does not rotate exactly synchronously with the input shaft 10. This relative rotation between the input shaft 10 and the output shaft 12 can be measured using a rotation angle sensor, and a corresponding input torque relative to the output shaft 12 can be determined based on the known torsional stiffness of the torsion bar. In this way, the torque sensor 118 is formed by determining the relative rotation between the input shaft 10 and the output shaft 12. Such a torque sensor 118 is known in principle and can, for example, be an electromagnetic sensor arrangement or implemented by another measurement of the relative rotation.

[0039] Accordingly, a steering torque applied by the driver via the steering wheel 102 to the steering shaft 1 or the input shaft 10 will only cause the input of an auxiliary torque by one of the auxiliary power assistance systems 112, 114, 116 if the output shaft 12 is rotated relative to the input shaft 10 against the rotational resistance of the torsion bar.

[0040] The torque sensor 118 can also alternatively be arranged at the position 118', in which case the opening of the steering shaft 1 in the input shaft 10 and output shaft 12 and the torsionally elastic coupling via the torsion bar are then present at a different position in order to be able to determine a relative rotation and thus a corresponding input torque and / or an auxiliary torque to be introduced from the relative rotation of the output shaft 12 coupled to the input shaft 10 via the torsion bar.

[0041] The steering shaft 1 according to Fig. 1 is coupled to the output shaft 112 and the steering pinion 104 by universal joints 120, so that the course of the steering shaft 1 in the motor vehicle can be adapted to the spatial conditions.

[0042] In Fig. 2 shows the steering gear 3 in an assembled state in a cut-out perspective view. Fig. 4 shows a cross section AA perpendicular to the longitudinal axis Z of the rack 2.

[0043] The steering gear 3 has a housing 31, which may, for example, have a base body made of metal, for example, cast aluminum or magnesium. In the housing 31, the rack 2 is mounted so as to be longitudinally displaceable in the direction of its longitudinal axis Z, and the steering shaft 1 with the steering pinion 104 is mounted so as to be rotatable about the axis L. The steering pinion 104 is in meshing engagement with the toothing 106 of the rack 2, as shown in Fig. 4 is evident.

[0044] A preloading device 4 has an adjusting screw 41 screwed into a corresponding internal thread in a bore 32 extending in the direction of a preload axis V, which indicates the preload direction. The preload axis V is identical to the screw axis of the adjusting screw 41.

[0045] The bore 32 extends in the area of ​​the rack 2 transversely to the longitudinal axis Z and to the axis L. Preferably, the preload axis V can intersect the longitudinal axis L, as in the Fig. 4 shown version.

[0046] A pressure piece 42 is mounted in the bore 32 so as to be displaceable in the direction of the preload axis V and is located on a side of the rack 2 facing away from the toothing 106 with respect to the longitudinal axis Z, the rack being guided in a sliding manner on the pressure piece 42 in its longitudinal direction.

[0047] According to the invention, an elastomer in the form of an elastomer spring 5 is arranged axially with respect to the preload axis V between the adjusting screw 41 and the pressure piece 42, so that the elastomer spring 5 forms a spring element (5) made of elastomer according to the invention.

[0048] If the adjusting screw 41 is screwed into the bore 32, the pressure piece 42 is elastically loaded axially against the rack 2 via the elastomer spring 5 in the direction of the preload axis V. The toothing 106 of the rack 2 is accordingly forced into meshing engagement with the steering pinion 104 by the elastic spring force of the elastomer spring 5 generated by the preload, as shown in Fig. 4 indicated by the arrow.

[0049] In Fig. 3, the adjusting screw 41, the pressure piece 42 and the elastomer spring 5 are shown schematically exploded in the direction of the preload axis V. This exploded view is enlarged in two different views in the Fig. 5 and Fig. 6, namely, viewed from the longitudinal axis Z, directed obliquely outwards from the housing 31 ( Fig. 5), and diagonally from the outside towards the housing 31 ( Fig. 6). The preload direction directed against the rack 2 (not shown here) is indicated by the arrow.

[0050] The adjusting screw 41 can be formed as a plastic injection-molded part made of a thermoplastic polymer, optionally fiber-reinforced. Alternatively, the adjusting screw 41 can be made of a Zamak alloy. It has an external thread 411 on its circumference. A tool attachment 412 in the form of a hexagon socket is integrally formed on its axial outer side. A through-hole 413 extends coaxially through the adjusting screw.

[0051] A coaxially projecting pin 414, also referred to as adjusting screw pin 414, can be formed on the front end face located axially forward with respect to the preload direction.

[0052] The pressure piece 42 can also be formed as a plastic injection-molded part made of a thermoplastic polymer, optionally fiber-reinforced. It has a sliding surface 421 at the front, which is adapted to the cross-section of the rack 2, so that the rack, in the assembled state, is slidably supported and mounted in the direction of its longitudinal axis Z (see Fig. 4).

[0053] On its rear axial side facing the adjusting screw 41, the pressure piece 42 has a coaxial recess 422 in the form of a blind hole, at the bottom of which a protruding coaxial pin 423, also referred to as the pressure piece pin 423, is arranged. An opening 424 can extend coaxially through the pressure piece 42.

[0054] The elastomer spring 5 comprises a hollow cylindrical elastomer body 51, which is arranged axially between the adjusting screw 41 and the pressure piece 42 and has a coaxial opening 52, which can be designed as a through-hole or comprise a blind opening on both ends. The elastomer body 51 can be manufactured as an injection-molded part from a thermoplastic elastomer. Alternatively, a silicone can be used.

[0055] To secure the elastomer spring 5 with the adjusting screw 41, the pin 414 can engage positively in the opening 52 and preferably be pressed in without play. This creates a force-locking connection. Additionally or alternatively, a material connection can also be created, for example, by gluing or injection molding. In the case of injection molding, the connection can be created using a two-component injection molding process.

[0056] The elastomer spring 5 can be immersed in the recess 422 of the pressure piece 42 so that it can be supported radially on the outside.

[0057] To secure the elastomer spring 5 to the pressure piece 42, the pin 423 can engage positively in the opening 52 and preferably be pressed in without play. Additionally or alternatively, a material connection can also be made, for example, by gluing or injection molding. In the case of injection molding, the connection can be created using a two-component injection molding process.

[0058] The pins 414 and 423 can ensure secure coaxial positioning and fixation of the hollow cylindrical elastomer spring 5. It is also possible for only one of the pins 414 or 423 to be formed. The bores 413 and 424 can also be omitted.

[0059] Quality control and monitoring of the pretensioning device 4 can be carried out through the openings 413, 424 and 52, for example to measure the pressure piece play. List of reference symbols 1 steering shaft 10 Input shaft 12 Output shaft 100 Steering system 102 Steering wheel 104 steering pinion 106 Gearing 108 Tie rod 110 wheel 112 Auxiliary support 114 Auxiliary support 116 Auxiliary support 118 Torque sensor 120 universal joint (joint) 2 rack 3 steering gears 31 housings 32 bore 4 Pre-tensioning device 41 Adjusting screw 411 external thread 412 tool attachment 413 Opening 414 cones 42 Pressure piece 421 sliding surface 422 Deepening 423 cones 424 Opening 5 Elastomer spring, spring element 51 elastomer bodies 52 Opening L axis Z Longitudinal axis (of rack 2) V Preload axis (screw axis of the adjusting screw 41)

Claims

[1] Steering gear (3) for a motor vehicle, comprising a housing (31) in which a rack (2) is mounted displaceably in a longitudinal direction, and which has a toothing (106) into which a steering pinion (104) rotatably mounted in the housing (31) engages, wherein a pretensioning device (4) is provided which has a pressure piece (42) which is supported via a spring element (5) against an actuating element (41) fixed in the housing (31) and is elastically loaded against the rack (2) on a side opposite the toothing (106) in a pretensioning direction transverse to the longitudinal direction, such that the rack (2) is urged into toothing engagement with the steering pinion (104), wherein the spring element (5) comprises an elastomer, characterized bythat the spring element (5) has cavities formed in the elastomer, which are formed as regularly or irregularly shaped chambers in the spring element (5), wherein the sum of the volumes of the cavities is less than 20% of the total volume of the spring element (5). [2] Steering gear (3) according to claim 1, characterized by that the elastomer has a Shore A hardness between 40 and 80. [3] Steering gear (3) according to one of the preceding claims, characterized by that the elastomer has a Shore A hardness between 50 and 70. [4] Steering gear (3) according to one of the preceding claims, characterized by that the elastomer has a Shore A hardness of 60. [5] Steering gear (3) according to one of the preceding claims, characterized by that the elastomer is a silicone. [6] Steering gear (3) according to one of the preceding claims, characterized by that the elastomer is a thermoplastic elastomer. [7] Steering gear (3) according to one of the preceding claims, characterized by that the spring element (5) has a progressive spring characteristic. [8] Steering gear (3) according to one of the preceding claims, characterized by which is screwed into a threaded bore in the housing (31). [9] Steering gear (3) according to one of the preceding claims, characterized by that the spring element (5) is arranged coaxially to a preload axis (V) directed in the preload direction. [10] Steering gear (3) according to one of the preceding claims, characterized by that the spring element (5) is hollow cylindrical. [11] Steering gear (3) according to one of the preceding claims, characterized by that the spring element (5) is connected to the pressure piece (42) and / or the adjusting element (41) transversely to the preload direction without play. [12] Steering gear (3) according to one of the preceding claims, characterized bythat the spring element (5) is integrally connected to the pressure piece (42) and / or the adjusting element (41). [13] Steering gear (3) according to claim 12, characterized by that the spring element (5) is injection-molded onto the pressure piece (42) and / or the adjusting element (41). [14] Steering gear (3) according to one of the preceding claims, characterized by that the pressure piece (42) and / or the adjusting element (41) comprises a plastic. [15] Steering system (100) of a motor vehicle, comprising a steering shaft (1) which is operatively connected to a steering pinion (104) of a steering gear (3) which has a rack (2) connectable to steerable wheels (110), characterized by that the steering gear (3) is designed according to one of the preceding claims.

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