Steer-by-wire steering system for vehicle

Abstract

A steer-by-wire steering device (1) for a vehicle, comprising: a steering column (2) having a steering shaft (8) and a sleeve (5), wherein the steering shaft (8) is rotatably and axially fixedly arranged in the sleeve (5) via at least one steering column bearing (9) relative to the sleeve (5); a steering element that is rotationally and axially fixedly coupled to the steering shaft (8); a force feedback actuator (3) that is torque-transmittingly coupled to the steering column (2) and is configured to generate force feedback for low steering forces; and a controllable resistance generation unit (4) that can be selectively brought into a first state or a second state, wherein the controllable resistance generation unit (4) is configured in the first state to block the rotation of the steering shaft (8) relative to the sleeve (5) and in the second state to prevent the rotation of the steering shaft (8) relative to the sleeve (5). (5) to enable characterized by,that the resistance generating unit (4) comprises an actuating element (12), a sliding element (13) and a clamping body unit (14), wherein the sliding element (13) is directly or indirectly coupled to the casing tube (5) in a rotationally fixed but axially displaceable manner, and has a radially inwardly projecting actuating section (16), wherein the clamping body unit (14) bears against an inner diameter on one side against a limit stop (21) when viewed in the axial direction (A), and bears against an outer diameter on the actuating section (16) of the sliding element (13) when viewed in the axial direction (A), and wherein the actuating element (12) is configured to displace the sliding element (13) axially in an actuating direction (BR).

Description

The present invention relates to a steer-by-wire steering device for a vehicle, such as a passenger car, a truck, or another commercial vehicle. State of the art Steer-by-wire steering systems for vehicles are well-known in the art. In steer-by-wire systems, the steering wheel is no longer mechanically connected to the wheel axle being steered. Therefore, force feedback actuators are used to generate feedback torques at the steering wheel, simulating the forces or torques acting on the wheels being steered. The force feedback actuators are typically mounted on the steering column of the steering system and extend radially relative to the column. Electric motors with gearboxes are commonly used as force feedback actuators. The gearbox has a high gear ratio, enabling the conversion of a low torque generated by the electric motor into a high feedback torque. To create an authentic and precise steering feel, the gearbox is backlash-free. DE 10 2017 104 510 A1 discloses a steering column with a steering wheel locking mechanism, comprising a housing unit for mounting in a motor vehicle and a steering shaft rotatably mounted in the housing unit, which has a connection for a steering wheel at one free end. The publication further describes a detent unit attached to the housing unit, which can assume an unlocking and a locking position. In the locking position, a detent element engages in a detent star attached to the steering shaft, thus locking the steering shaft rotationally relative to the housing unit except for a residual amount of play. The housing unit also carries a friction clutch with a housing rotationally fixed to the housing unit and a rotor rotationally fixed to the steering shaft. In the closed position, the friction clutch engages the steering shaft with the housing unit in a frictionally secure and backlash-free manner, and in the open position, it decouples it. DE 10 2019 123 514 A1 discloses a feedback actuator for a steering device with a defined steering torque, comprising an outer housing arrangement and a steering spindle rotatably mounted about its longitudinal axis for coupling with a steering wheel. Furthermore, at least one motor for actively adjusting a motor steering torque and an angle sensor system for determining the rotor position for controlling the motor are provided. The disclosure also describes at least one friction device with at least two bearings arranged on a shaft connection element, wherein at least one is axially preloaded so that rotational friction is generated during rotation, and the two bearings are designed as friction bearings with rolling elements whose main axis of extension is skew to the longitudinal axis. EP 1 250 251 B1 discloses a steer-by-wire steering system for a vehicle with a steering handle, in particular a steering wheel, connected to the steering column and a steering wheel actuator acting on the steering column. The steering wheel actuator has a rotor fixedly connected to the steering column and a torque-transmitting stator connected to the vehicle. Furthermore, a braking device acting on the steering column is provided, wherein part of the braking device is supported on the vehicle and the braking device is actuated depending on the torque transmitted from the stator to the steering column. This provides a braking intervention option dependent on the torque transmitted by the stator. EP 2 130 742 A1 discloses a speed superposition device for a motor vehicle steering system with an output shaft aligned axially with the input shaft and a body-fixed support arrangement for at least partially rotatable mounting of both shafts. The document further describes auxiliary drives with a coaxially rotating rotor, a gearbox with a ratio of less than 1, and an adjustable locking device for optional rotationally fixed coupling between the output and input shafts. The rotationally fixed coupling is achieved by frictional engagement between a concentric first contact element (ferromagnetic or permanent magnet, with a central opening) and a second contact element mounted on the support, wherein the first contact element is axially movable and designed as a spring-loaded disc bendable by magnetic force.Furthermore, the publication claims a method for operating such a velocity superposition device. DE 10 2019 215 681 A1 discloses a locking device for the steering spindle of a steering column in a steer-by-wire steering system of a motor vehicle. Key components are a locking star with a plurality of protrusions and recesses, which can be coupled to the steering spindle in a rotationally fixed manner, and a locking element movable relative to this star, which can be switched between a locking position and a release position. The actuator provided comprises at least one first and at least one second electromagnetic actuator for actuating the locking element. It has now become apparent that there is a further need to improve a known steer-by-wire steering system for a vehicle. In particular, there is a further need to provide a steer-by-wire steering system for a vehicle that has a reduced installation space in the radial direction and / or allows the use of a gearless force feedback actuator. Against this background, it is an object of the present invention to provide an improved steer-by-wire steering device which in particular has a reduced installation space in the radial direction and / or makes it possible to use a gearless force feedback actuator. Disclosure of the invention These and other problems, which will be mentioned in the following description or which can be recognized by a person skilled in the art, are solved by the subject matter of the independent claim. Advantageous embodiments and further developments can be found in the dependent claims and the following description. The steer-by-wire steering system according to the invention for a vehicle comprises a steering column, in particular a telescopic one, a steering element, e.g. a steering wheel, an electric motor, and a controllable resistance generation unit. The steering column has a steering shaft and at least one outer tube, wherein the steering shaft is rotatably arranged in the outer tube relative to the outer tube via at least one steering column bearing and is axially fixed. The steering element is rotationally and axially fixed to the steering shaft and serves a driver of the vehicle for steering the vehicle. The electric motor is torque-transmittingly coupled to the steering column, in particular to the steering shaft, and is configured to generate force feedback for low steering forces. The controllable resistance generation unit can be selectively moved into a first state or a second state.bringable, wherein the controllable resistance generating unit is configured in the first state to block the rotation of the steering shaft relative to the outer tube and in the second state to allow the rotation of the steering shaft relative to the outer tube. In particular, the electric motor serves as a force feedback actuator and is directly coupled to the steering column, especially the steering shaft, transmitting torque without the need for a gearbox. Specifically, the electric motor can be flanged to the steering column. The controllable resistance generation unit serves to generate force feedback for higher steering forces. "Higher steering forces" refers to the forces and / or moments that arise when the steering movement of the wheels is hindered and / or blocked by a stop, obstacle, etc., such as when the maximum steering angle of the wheels is reached ("steering end stop"), and / or when the steering angle is blocked by a fixed obstacle, such as a curb ("steering against immovable obstacles like curbs"), and / or when the steering element is locked in its current position with the vehicle switched off, for example, to serve as an entry and exit aid for the driver ("entry and exit aid"). Such higher steering forces necessitate higher feedback torques to provide the driver with an authentic and precise steering feel. Furthermore, the electric motor is designed to generate only low feedback torques suitable for simulating low steering forces. "Low steering forces" refers to forces and / or torques typically encountered during normal driving, such as straight-line driving, cornering, etc. – steering movements not hindered or blocked by a stop. This allows the electric motor to be compact and small, thereby reducing the installation space required for the force feedback actuator and / or lowering its cost. The advantage of the solution according to the invention lies particularly in the fact that the compact electric motor, in combination with the controllable resistance generation unit, allows for the authentic and precise simulation of both low and high steering forces, while the electric motor, as a gearless force feedback actuator, can be designed to be compact and small. The elimination of the gearbox and the use of a small electric motor reduce the installation space required for the force feedback actuator, particularly in the radial direction of the steering column. In other words, higher steering forces, and in particular the modes "steering end position stop", "steering against stationary obstacles such as curbs" and "entry and exit assistance", are not simulated via the control and torque of the electric motor on the steering column, which serves as a force feedback actuator, but via the separate, controllable resistance generation unit, which is actively controlled by a control unit. According to one embodiment, the electric motor extends essentially in axial extension along a longitudinal axis of the steering column. Arranging the electric motor essentially axially to the longitudinal axis of the steering column makes it possible to further reduce, and in particular minimize, the radial installation space required for the force feedback actuator, i.e., the electric motor. In other words, this means that virtually no installation space is required radially outside the steering column, but only in the axial direction, specifically in the direct extension of the steering column towards the footwell of the vehicle, where installation space is typically available. Furthermore, the freed-up radial installation space can be used, at least partially, for other vehicle systems, such as a head-up display. According to one embodiment, the resistance generation unit is configured to convert or translate an axial actuating force into a radial clamping force. In particular, the resistance generation unit is configured to convert a comparatively small axial actuating force into a significantly higher radial clamping force. This makes it possible to reliably lock the rotation of the steering shaft relative to the outer tube by applying a small axial actuating force. According to one embodiment, the resistance generating unit comprises an actuating element, a sliding element, and a clamping element unit. The sliding element is directly or indirectly rotationally fixed but axially displaceable to the steering column's outer tube and has an actuating section projecting radially inwards. Viewed axially along the steering column, the clamping element unit rests against a limit stop on one side with an inner diameter and rests against the actuating section of the sliding element on the opposite side with an outer diameter. The actuating element is configured to displace the sliding element axially in an actuating direction, in particular by applying an actuating force. This allows for more flexible positioning of the actuating element. For example, it is possible to position the actuating element so that it moves the sliding element towards itself in the direction of actuation. Alternatively, the actuating element can be arranged so that it moves the sliding element away from itself in the direction of actuation. The term "directly or indirectly rotationally fixed" is to be understood as meaning that the sliding element is directly and rotationally fixed and axially displaceable within the outer casing, or that the sliding element is rotationally fixed and axially displaceable within another component, wherein the other component is rotationally and axially fixed to the outer casing. In this case, the sliding element is indirectly coupled to the outer casing in a rotationally fixed and axially displaceable manner. According to one embodiment, the actuating element is an electromagnet and is directly or indirectly coupled to the outer tube in a rotationally and axially fixed manner. Furthermore, the sliding element is magnetically designed. An electromagnet can be selectively energized via a separate control unit. In other words, an electromagnet can be switched on or off, selectively generating a magnetic field or not. In combination with a magnetically implemented sliding element, switching on the electromagnet allows the sliding element to be moved in the direction of actuation. Furthermore, the type of energization allows the electromagnet to generate either an attractive or a repulsive magnetic field for the sliding element. Thus, the actuating element can also be used to actively release or open the resistance-generating unit. According to one embodiment, the resistance generation unit is arranged between the steering shaft and the outer tube. The limit stop is arranged on the steering shaft; in particular, the steering shaft and the limit stop are integrally formed as a single piece. The outer tube has a recess, e.g., a pocket, a recess, etc., on an inner circumferential surface in which the sliding element is at least partially arranged, such that the sliding element is fixed to the outer tube, in particular by a positive locking mechanism, but axially displaceable. The clamping element unit is arranged between the limit stop and the actuating section of the sliding element.By actuating the sliding element, the clamping unit is moved by the actuating section in the direction of actuation, particularly towards the limit stop, and is prevented from further movement in the direction of actuation by the limit stop, thus generating the radial clamping force that prevents rotation of the steering shaft relative to the steering column tube. The resistance generation unit is therefore integrated into the steering column and can thus be integrated in a space-saving manner, as it requires no additional installation space. According to one embodiment, the resistance generation unit is arranged between an inner ring and an outer ring of the at least one steering column bearing, wherein the inner ring is fixed to the steering shaft in a rotationally and axially fixed manner, and the outer ring is fixed to the outer tube in a rotationally and axially fixed manner. The limit stop is located on the inner ring; in particular, the limit stop and the inner ring of the steering column bearing are integrally formed as a single piece. The outer ring has a recess, e.g., a pocket, a recess, etc., on an inner circumferential surface in which the sliding element is at least partially arranged, such that the sliding element is fixed to the outer ring in a rotationally fixed manner, but axially displaceable relative to it, particularly by means of a positive locking mechanism. Thus, the resistance generation unit is integrated into the steering column and can therefore be integrated in a space-saving manner, as it does not require any additional installation space.Furthermore, the arrangement of the resistance generation unit within at least one steering column bearing allows for simplified assembly, as the resistance generation unit can be pre-installed in the steering column bearing and then subsequently placed in the steering column together with the steering column bearing. By actuating the sliding element, the clamping body unit is moved by the actuating section in the actuating direction, in particular towards the limit stop, and is prevented from further displacement in the actuating direction by the limit stop, thus generating the radial clamping force that prevents rotation of the inner ring - and therefore also of the steering shaft - relative to the outer ring - and therefore also to the outer tube. In particular, at least one steering column bearing is designed to be wider / longer in the axial direction, so that the resistance generating unit can be arranged in the radial direction between the inner ring and the outer ring, and in the axial direction next to the bearing bodies or the rolling elements. According to one embodiment, the clamping unit comprises one or more star-shaped discs, the multiple star-shaped discs being arranged adjacent to one another in the axial direction. Star-shaped discs, also referred to as ring clamping elements, are shaped similarly to a disc spring with a slightly conical axial shape, but unlike a disc spring, they additionally have radial slots. The radial slots allow for elastic deformation with respect to a cone angle resulting from the slightly conical shape in the axial direction. When the sliding element is moved, the star-shaped discs are straightened in the axial direction, which is equivalent to flattening them. This causes the star-shaped disc to expand radially, thus generating the radial clamping force, which, depending on the cone angle, is several times the axial actuation force.The radial clamping force can be increased by using multiple star washers. According to one embodiment, the resistance generation unit further comprises a separate reset mechanism designed to return the resistance generation unit to the second state. Thus, the resistance generation unit is designed to be "fail-safe," meaning that the reset mechanism serves to return the resistance generation unit to the second state, in particular to allow the steering shaft to rotate relative to the steering tube in the event of a failure of the resistance generation unit, thereby ensuring the vehicle remains steerable. According to one embodiment, the resistance generation unit is designed as a normally-open resistance generation unit. Alternatively, the resistance generation unit is designed as a normally-closed resistance generation unit. The normally-open resistance generation unit is open in a non-actuated state, whereas the normally-closed resistance generation unit is locked or clamped in the non-actuated state. A normally-open resistance generating unit can also be referred to as an active resistance generating unit, since the resistance generating unit is closed or clamped by an actively generated or applied actuating force, for example, by energizing an actuating element designed as an electromagnet. Furthermore, a spring element or spring unit can be used as a return mechanism in such an active resistance generating unit. This spring element or spring unit is compressed when the resistance generating unit is actuated and exerts a return force in the event of an electrical failure. This return force, in particular in conjunction with a return force from the clamping element, ensures that the resistance generating unit is released from its clamping position. A normally-closed resistance generating unit can also be described as a passive resistance generating unit, since it is closed or clamped by a passive actuating force, such as a spring force. Such a passive resistance generating unit then features an active return mechanism, for example, a selectively energized electromagnet. In the event of an electrical failure, such a resistance generating unit is closed, i.e., clamped, and thus prevents the steering shaft from rotating relative to the steering tube. Depending on the requirements of the safety concept, an active or a passive resistance generation unit is used. Detailed description based on drawing Further measures improving the invention are described in more detail below, together with a description of preferred embodiments of the invention, with reference to the figures. Figure 1 shows a schematic perspective view of a steer-by-wire steering device according to an embodiment of the invention; Figure 2 shows a schematic half-section view of a resistance generation unit according to an embodiment of the invention mounted in a steering column bearing; Figure 3 shows a schematic half-section view of a steering column section with a resistance generation unit according to an embodiment of the invention; and Figure 4 shows a schematic perspective view of a clamping element unit according to an embodiment of the invention. The figures are purely schematic and serve only to illustrate the invention. The same elements are identified by the same reference symbols. Fig. 1 shows an exemplary steer-by-wire steering system 1 according to an embodiment of the invention, for a vehicle (not shown). The steering system 1 comprises a telescopic steering column 2, a force feedback actuator 3, and a controllable resistance generation unit 4 (see Fig. 2 and Fig. 3). The steering column 2 in Fig. 1 has a outer tube 5 which has several, here three, outer tube sections 6 arranged one inside the other and which can be extended or slid into one another telescopically relative to each other. In an inner outer tube section 7, a steering shaft 8 is arranged essentially concentrically and is axially fixed and rotatable relative to the inner outer tube section 7 via at least one steering column bearing 9 (see Fig. 2). The steering shaft 8 can in turn be coupled to a steering element, such as a steering wheel (not shown), in a rotationally and axially fixed manner, so that the steering shaft 8 is rotated by steering movements of a driver. The force feedback actuator 3 is designed as an electric motor 10 and is arranged essentially concentrically to the steering column 2, i.e., in line with a longitudinal axis L of the steering column 2, at one axial end of the steering column 2 opposite the steering shaft 8, and is coupled to the steering column 2 in a torque-transmitting manner. The electric motor 10 is designed to generate force feedback for low steering forces, such as those typically occurring during normal driving operations, but not for higher steering forces, such as those that may occur when steering against an obstacle like a curb, when reaching the maximum steering angle, or when the steering is locked. This allows the electric motor 10 to be designed compactly and in a space-saving manner. Furthermore, a transmission unit, such as a gearbox, which is usually arranged radially to the steering column 2, can be omitted, thus creating a radial installation space 11, which is shown in Fig.1, indicated by a dashed line, can be used for other facilities, functions, features, etc. of the vehicle. The controllable resistance generation unit 4 (see Fig. 2 and Fig. 3) can be selectively brought into a first state or a second state. In the first state, it is configured to block or prevent the rotation of the steering shaft 8 relative to the outer tube section 7. In the second state, it is configured to allow or enable the rotation of the steering shaft 8 relative to the outer tube section 7. Thus, the resistance generation unit 4 is configured to generate force feedback for higher steering forces, and for this purpose, in particular, to block the rotation of the steering shaft 8 relative to the outer tube section 7 in order to prevent a steering end stop when the maximum steering angle is reached and / or a steering movement against a stationary obstacle, such as a...to authentically simulate a curb, and / or locking the steering wheel as an "entry and exit aid", similar to a steering wheel lock and / or as a steering wheel lock for the driver. As shown in Figs. 2 and 3, the resistance generating unit 4 comprises an actuating element 12, a sliding element 13, and a clamping body unit 14. The sliding element 13 is shown in Figs. 2 and 3 as an example of an anchor ring 15 and has a radially inwardly projecting actuating section 16. In Fig. 2, the sliding element is fixed in a rotationally stable manner, e.g., by a positive locking mechanism, but axially displaceable, within an outer ring 17 of the steering column bearing 9, and is magnetically designed. The actuating element 12 is designed as an electromagnet 18 and is fixedly connected to the outer ring 17. The electromagnet 18 is connected to an electrical connector 19 and is controlled by a separate control unit (not shown) by selectively energizing the electromagnet 18. When energized, the electromagnet 18 generates a magnetic field that attracts the sliding element 13 and thus displaces it axially. An inner ring 20 of the steering column bearing 9 has a limit stop 21 against which an inner diameter of the clamping unit 14 rests. An outer diameter of the clamping unit 14 rests against the actuating section 16 of the sliding element 13, such that the clamping unit 14, viewed in the axial direction A, is arranged between the limit stop 21 and the actuating section 16. By axially displacing the sliding element 13 in an actuating direction BR, the actuating section 16 applies an axial actuating force to the outer diameter of the clamping unit 14, which moves the outer diameter of the clamping unit 14, viewed in the axial direction A, to a position corresponding to the inner diameter of the clamping unit 14. The clamping unit 14 is shown in Fig. 2 by way of example as two star disks 22 (see Fig. 4). Star discs 22, as shown by way of example in Fig. 4, can also be referred to as ring clamping elements and are shaped similarly to a disc spring with a slightly conical axial shape, except that the star disc 22, unlike the disc spring, additionally has radial slots 23. The radial slots 23 allow elastic deformation with respect to a cone angle resulting from the slightly conical shape in the axial direction. By moving the sliding element 13, the star discs 22 are straightened, which is equivalent to flattening the star discs 22 in the axial direction A. This causes the star discs 22 to expand in the radial direction R, thus generating a radial clamping force Fk, which, depending on the cone angle, is several times the axial actuating force Fa. By using several star discs 22, the radial clamping force Fk can be increased. Referring back to Fig. 2, the resistance generating unit 4 further comprises a return mechanism 24, which is exemplified here as a spring element 25. The return mechanism 24 is designed to push the sliding element 13 back into a released position, thus returning the resistance generating unit 4 to the second state. In particular, in the event of an electrical failure and thus a failure of the electromagnet 18, this ensures, for example, that the rotation of the steering shaft 8 relative to the outer tube section 7, and thus steering movements, remain possible. In Fig. 3, the sliding element 13 is mounted directly in the outer tube section 7 in a rotationally fixed manner, e.g., by a positive fit, but is axially displaceable. The actuating element 12 is not shown in Fig. 3, but can be designed as a separately controllable electromagnet, as shown in Fig. 2. Furthermore, in Fig. 3, the limit stop 21 is mounted directly on the steering shaft 8, so that the resistance generation unit 4 is arranged directly between the outer tube section 7 and the steering shaft 8. In contrast to Fig. 2, the clamping element unit 14 here has, by way of example, four star disks 22. Furthermore, it is also conceivable to use other clamping body units. For example, it is conceivable to design the resistance generating unit 4 as a type of multi-plate clutch, whereby an axial actuating force brings the inner and outer plates into frictional contact with each other in such a way that rotation of the steering shaft 8 relative to the outer tube section 7 is blocked. Reference symbol list 1 steer-by-wire steering system 2 steering column 3 force feedback actuator 4 resistance generation unit 5 outer tube 6 outer tube section 7 inner tube section 8 steering shaft 9 steering column bearing 10 electric motor 11 installation space 12 actuating element 13 sliding element 14 clamping unit 15 armature ring 16 actuating section 17 outer ring 18 electromagnet 19 electrical connector 20 inner ring 21 limit stop 22 star washers 23 radial slot 24 return mechanism 25 spring element L longitudinal axis BR actuation direction R radial direction A axial direction Fk radial clamping force Fa axial actuation force

Claims

A steer-by-wire steering device (1) for a vehicle, comprising: a steering column (2) having a steering shaft (8) and a sleeve (5), wherein the steering shaft (8) is rotatably and axially fixedly arranged in the sleeve (5) via at least one steering column bearing (9) relative to the sleeve (5); a steering element that is rotationally and axially fixedly coupled to the steering shaft (8); a force feedback actuator (3) that is torque-transmittingly coupled to the steering column (2) and is configured to generate force feedback for low steering forces; and a controllable resistance generation unit (4) that can be selectively brought into a first state or a second state, wherein the controllable resistance generation unit (4) is configured in the first state to block the rotation of the steering shaft (8) relative to the sleeve (5) and in the second state to prevent the rotation of the steering shaft (8) relative to the sleeve (5). (5) to enable, characterized by,that the resistance generating unit (4) comprises an actuating element (12), a sliding element (13) and a clamping body unit (14), wherein the sliding element (13) is directly or indirectly coupled to the casing tube (5) in a rotationally fixed but axially displaceable manner, and has a radially inwardly projecting actuating section (16), wherein the clamping body unit (14) bears against an inner diameter on one side against a limit stop (21) when viewed in the axial direction (A), and bears against an outer diameter on the actuating section (16) of the sliding element (13) when viewed in the axial direction (A), and wherein the actuating element (12) is configured to displace the sliding element (13) axially in an actuating direction (BR). Steer-by-wire steering device (1) according to claim 1, wherein the force feedback actuator (3) extends substantially in axial extension along a longitudinal axis (L) of the steering column (2). Steer-by-wire steering device (1) according to claim 1 or 2, wherein the resistance generating unit (4) is configured to translate an axial actuating force (Fa) into a radial clamping force (Fk). Steer-by-wire steering device (1) according to claim 1, wherein the actuating element (12) is an electromagnet (18) and is directly or indirectly coupled to the outer tube (5) in a rotationally and axially fixed manner, and the sliding element (13) is magnetically formed. Steer-by-wire steering device (1) according to one of claims 1 to 4, wherein the resistance generating unit (4) is arranged between the steering shaft (8) and the outer tube (5). Steer-by-wire steering device (1) according to one of claims 1 to 4, wherein the resistance generating unit (4) is arranged between an inner ring (20) and an outer ring (17) of the at least one steering column bearing (9). Steer-by-wire steering device (1) according to one of claims 1 to 6, wherein the clamping body unit (14) has one or more star disks (22), wherein the multiple star disks (22) are arranged adjacent to one another in the axial direction (A). Steer-by-wire steering device (1) according to one of claims 1 to 7, wherein the resistance generating unit (4) further comprises a separate reset mechanism (24) which is configured to return the resistance generating unit (4) to the second state. Steer-by-wire steering device (1) according to one of claims 1 to 8, wherein the resistance generating unit (4) is configured as a normally-open resistance generating unit, or wherein the resistance generating unit (4) is configured as a normally-closed resistance generating unit.

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