Steering column for a motor vehicle and assembly method

Abstract

The present invention relates to a steering column (100) for a motor vehicle, comprising an inner tube (2) and a support element (1) surrounding the inner tube (2), which are rotationally fixed to one another and translationally adjustable relative to each other, wherein a linear bearing (12) and a pressure piece (7) are provided between the inner tube (2) and the support element (1). During assembly, the pressure piece (7) is deformed into the elastic-plastic range and remains in the steering column (100) under plastic deformation. The invention further relates to an assembly method for a steering column (100).

Description

[0001] The present invention relates to a steering column for motor vehicles, in particular with a steer-by-wire steering system, which includes the steering column according to the invention. The invention further relates to an assembly method for a steering column.

[0002] Motor vehicles typically have steering handles that allow the driver to influence the vehicle's direction of travel. These handles are mechanically connected to the steered wheels via a steering shaft and rack and pinion system. To accommodate different body sizes and comfort preferences, the steering handles are equipped with an adjustment mechanism that allows them to be moved both angularly relative to the vehicle and in a translational direction.

[0003] (Partially) autonomous vehicles are motor vehicles that participate in road traffic in frequently occurring driving situations without human input at the steering wheel or accelerator pedals. The typical scenario for an autonomous vehicle is that the driver does not need to pay attention to the road but can engage in other activities. In such a scenario, there is no need for the driver to steer the vehicle. In particular, vehicles with steer-by-wire systems, which do not require mechanical intervention in the wheel-actuating steering gear, allow for further degrees of freedom regarding the spatial movement of the steering wheel.

[0004] In some situations, however, it may be necessary for the driver to intervene and steer the vehicle using the steering wheel controls. For example, this might occur if the autonomous vehicle cannot correctly assess the traffic situation. In such a case, it is essential that the driver can take over control of the vehicle as quickly as possible.

[0005] The vehicle must therefore be designed to provide the driver with the accelerator pedals and steering handles as quickly and reliably as possible. During autonomous operation, the steering handles and accelerator pedals are preferably folded away from the driver to provide maximum freedom of movement. If the steering handles need to be made available to the driver at any time, they must be able to be moved to the driver's position with a high degree of safety and within a short time.

[0006] For example, during autonomous driving, the steering handle can be retracted into the vehicle interior. From this retracted position, the steering handle must be moved immediately and with absolute technical reliability towards the driver, in particular over a distance greater than 20 cm, preferably between 20 cm and 40 cm.

[0007] Telescopic steering columns have proven effective in the prior art, providing a rigid connection between the vehicle and the steering handle. In this design, a support element is attached to the vehicle, and an inner tube containing the steering handle is slidably mounted to it. The inner tube is rotationally fixed relative to the support element, and multiple inner tubes and support elements can be telescopically arranged within one another.

[0008] To ensure that the support structure and the inner tube can be moved translationally with minimal play relative to each other, the bearing arrangement between these components must be as free of play as possible. Different manufacturing tolerances of the steering column components and varying coefficients of thermal expansion complicate the extension of the inner tube during operation. In particular, the tolerances between the support structure and the inner tube along the extension path are not constant but vary due to the manufacturing process. To minimize tolerances between the inner tube and the support structure, compression fittings, which are positioned between a linear bearing and the support structure or inner tube, have proven effective.

[0009] Various pressure pieces are known for pressing the linear bearing against the support component or the inner tube. For example, DE 10 2022 109 598 A1 discloses a bearing arrangement for a steering column housing for a motor vehicle with a rotatably mounted steering shaft and an outer and an inner housing. The outer housing is slidably arranged relative to the inner housing, with a linear bearing provided for easy displacement. The rolling elements of the linear bearing are pressed against the inner housing by means of a spring arrangement.

[0010] DE 601 08 561 T2 discloses a linear sliding guide module with balls for transmitting a load-bearing force between two parts without relative play. In this module, a rolling element can roll along a roller rail, the roller rail being coupled to a first shaft by an elastomer. The elastomer is elastically deformed during assembly and generates a compressive force on the roller rail and thus on the rolling element. This preload force minimizes play between the rolling element and an outer tube.

[0011] The object of the present invention is to overcome the disadvantages of the prior art, in particular to provide a steering column that ensures a high availability of the steering hand in an emergency mode.

[0012] This problem is solved according to the invention by a steering column for a motor vehicle with an inner tube and a support part surrounding the inner tube, wherein the inner tube and the support part are rotationally fixed to each other and are translationally adjustable to each other, and at least one linear bearing is arranged between the inner tube and the support part, and a pressure piece is arranged between the linear bearing and the inner tube or between the linear bearing and the support part, wherein the pressure piece is elastically-plastically deformed in an assembled state.

[0013] The support structure is rigidly coupled to the vehicle, and the inner tube can be partially integrated into the support structure and connected to it via a linear bearing. A steering handle is attached to the inner tube and moves towards the driver using a translational movement. A mechanical connection between the steering handle and the steered wheels of the vehicle is not required in a steer-by-wire system, therefore no steering shaft needs to run through the inner tube. A steering torque feedback unit can act on the steering shaft to provide the driver with haptic feedback of the steering torque applied to the vehicle wheels; this steering torque feedback unit can be located within the steering column.

[0014] To prevent resistance between the support structure and the inner tube, a linear bearing is provided, which can include rolling elements. The linear bearing supports the inner tube relative to the support structure and reduces unwanted movement of the steering handle during operation.

[0015] It is provided that a pressure piece is arranged between the linear bearing and the inner tube or between the linear bearing and the support element. The pressure piece serves to press the linear bearing against the support element or the inner tube in order to reduce play in the steering column. The pressure piece is designed to compensate for manufacturing tolerances and / or to equalize differing coefficients of thermal expansion. Preferably, the steering column has three linear bearings, with at least one linear bearing being equipped with a pressure piece according to the invention. The pressure piece has elastic properties and presses the linear bearing against the inner tube and the support element, thereby reducing play in the steering column.

[0016] According to the invention, the pressure piece is elastically-plastically deformed in its assembled state. Thus, starting from a pre-assembled state, the pressure piece is elastically-plastically deformed during assembly to provide the properties of an elastically-plastically deformed component in the assembled state. If the pressure piece were only elastically deformed during assembly, excessive tolerance chains could result in play between the support part and the inner tube. A tolerance chain is the sum of the individual tolerances of adjacent components. If the outer dimension of the inner tube is at the outer tolerance limit, i.e., slightly smaller than the nominal dimension, and the support part is also at the outer tolerance limit and therefore slightly larger than the nominal dimension, the pressure piece will have to bridge a larger gap than calculated.If, for example, the distance between the inner tube and the linear bearing is unusually large due to tolerances, and the pressure piece would only be slightly plastically deformed, it is possible that the pressure piece would exert only a small clamping force on the linear bearing or the inner tube due to the small deformation.

[0017] Tight tolerances and high bearing loads within the steering column necessitate only minimal elastic deformation of the pressure piece. Therefore, it must be ensured that the pressure piece, in its assembled state, can provide its full elastic deformation regardless of excessive tolerances.

[0018] This is achieved by the pressure piece undergoing elastic-plastic deformation in its assembled state. Even if the gap between the inner tube and the support part is particularly large due to manufacturing tolerances, elastic clamping force is still guaranteed. At such a point, the pressure piece would only deform slightly plastically and retain its full elastic clamping force. If the clearance between the support part and the inner tube is particularly tight due to manufacturing tolerances, the pressure piece would deform more plastically in this area than elsewhere. Even at this point, the full elastic clamping force would still be available. Since the pressure piece is intended for single-use assembly only, this plastic deformation is not detrimental. Regardless of the degree of plastic deformation, the pressure piece retains its elastic properties, which press the linear bearing against the inner tube or the support part.

[0019] Various materials are suitable for use as pressure pieces, with metallic materials with a pronounced yield strength being particularly advantageous. The transition from elastic to plastic behavior can be well controlled with these materials, allowing for precise adjustment of the preload during assembly.

[0020] The choice of material presents a conflict of objectives, as the steering column, and consequently the pressure piece, requires maximum stiffness to keep natural vibrations within an acceptable range. On the other hand, sufficient clearance between the components is necessary to allow for a large tolerance compensation range for the pressure piece. If high preload is required, the material must be highly compressed and therefore cannot accommodate a large tolerance range. Conversely, if a large tolerance range is accommodated, the force over that section is lower.

[0021] Stress-strain diagrams show the force-displacement ratio and the elastic tension for different materials. This tension is used to press the linear bearing against the inner tube or support structure.

[0022] According to a first aspect of the invention, the linear bearing has two roller rails, one being arranged on the inner tube and the other on the support part, with the pressure piece arranged between the roller rail and the inner tube or between the roller rail and the support part. According to this aspect, the linear bearing is a bearing that has rolling elements which roll on two roller rails. One of the roller rails is arranged on the support part and the other on the inner tube. The pressure piece is arranged between one of these roller rails and the support part or inner tube, respectively.

[0023] However, it is conceivable that the pressure piece is arranged between both roller rails and the corresponding support part and / or inner tube. This allows for a larger tolerance compensation range, since two pressure pieces act on one linear bearing.

[0024] The roller rail on the inner tube and / or the support component can be part of the linear bearing, and it is designed that the rolling elements of the linear bearing roll directly on the roller rail. Furthermore, the linear bearing can include a rolling element cage that spaces the rolling elements apart.

[0025] According to one embodiment, the pressure piece, when assembled, is designed to apply an elastic clamping force to the linear bearing. The deformation of the pressure piece generates an elastic force that compensates for tolerances. However, unfavorable tolerance configurations can lead to the pressure piece deforming elastically in certain areas, rather than plastically. In such areas, only elastic clamping forces are present, without any plastic deformation occurring during assembly. Different manufacturing tolerances can arise between the inner tube and the support component along the extension direction of the inner tube.

[0026] Another advantageous embodiment provides that the pressure piece applies an elastic clamping force to the roller rail along its entire length. Due to the large displacement of the inner tube relative to the support component, the roller rail must be supported along its entire length. If the pressure piece were to generate a clamping force only at certain points along the roller rail, the roller rail would deflect. Therefore, the pressure piece is designed to support the roller rail with a clamping force along its entire length in order to compensate for the tolerances between the two components at different points.

[0027] Preferably, the steering column has a pressure piece which includes contact sections by means of which the pressure piece can be brought into contact with the roller rail and the inner tube or the support part. Via these contact sections, the pressure piece can provide the elastic clamping force along the entire length of the roller rail. The distance between the contact sections along the extension direction can be constant or vary. Preferably, the distance between the contact sections in an overlap area between the inner tube and the support part is smaller in the extended state than in the overlap area in the retracted state. This allows for a very rigid steering handle in the extended state.

[0028] In one embodiment, the pressure piece meanders between the roller rail and the inner tube, providing spring elasticity. In this embodiment, the pressure piece is designed as a wave spring with multiple contact sections that connect the roller rail to the support component or the inner tube. The valleys and peaks of the meandering wave spring form these contact sections.

[0029] Preferably, the steering column has a pressure piece that is deformed to a predetermined yield strength during the assembly of the linear bearing. Depending on the material used for the pressure piece, a different yield strength must be observed to prevent the material from being deformed beyond its tensile limit. The stress-strain ratio varies for different materials and must be taken into account during assembly. The ratio of elastic to plastic deformation depends on the material and can be adjusted to compensate for tolerances.

[0030] Preferably, the pressure piece is deformed up to the 0.2% yield strength. It can also be deformed up to the 3% yield strength, preferably up to a maximum of 80% of the tensile strength. Alternatively, deformation beyond the tensile strength is possible, since the pressure piece is deformed not only under tension but also under compression. Regardless of the degree of plastic deformation, the elastic tensile force remains unchanged, which is why materials with a pronounced yield strength are advantageous.

[0031] According to one design, the pressure piece is deformed only up to its tensile limit during the assembly of the linear bearing. If the pressure piece is deformed beyond this tensile limit, it will break or may lose its elastic clamping force.

[0032] Preferably, the steering column has three roller rails, with the pressure piece arranged between the roller rail and the inner tube. Each roller rail can have its own pressure piece, but one pressure piece is sufficient for a certain arrangement of the linear assembly. More than three roller rails can also be used, offering the advantage of additional stiffening of the steering column.

[0033] Preferably, the pressure piece is made of a metallic material and has a wave-like, two-dimensional profile. The two-dimensional profile is shown in a side view relative to the extension direction and depicts a pressure piece that meanders between the roller rail and the support part or inner tube.

[0034] According to a further aspect of the invention, the roller rail has a higher surface hardness than the inner tube and / or the support part. This higher surface hardness helps prevent the rolling elements from embedding themselves into the support part or the inner tube and thus wearing out more quickly.

[0035] The steering column can be designed to comprise several support components and several inner tubes, which are telescopically movable within one another. A first inner tube is surrounded by a second inner tube. The second inner tube can be surrounded by the support component or by a further inner tube. In other words, the support component can have several inner tubes, with the components being connected to one another via several roller rails and linear bearings. Each of the roller rails, or at least each of the linear bearings, can have a pressure piece according to the invention.

[0036] Preferably, the roller rail has a surface coating on the side facing the pressure piece, wherein the surface coating has noise-dampening properties. To reduce noise emissions, an additional damping layer is incorporated to prevent frictional vibrations and reduce the generation of sound waves. This damping layer can be applied as a surface coating to the roller rail and provides noise decoupling from the sliding parts of the steering column to the support structure.

[0037] According to a preferred embodiment, the inner tube and the support part each have an end region at both ends, with an intermediate region provided between the two end regions. The bearing gap between the rollers is smaller in the end regions than in the intermediate region. Thus, the distance between the rollers changes and is greater in the intermediate region than in the two end regions. This ensures that the rolling elements and their associated cages are mostly located in the intermediate region. This arrangement prevents the rolling elements from becoming stuck in the end regions due to vibrations and rolling friction, which could cause them to jam or hit an end stop when the steering column is moved, thus requiring a higher displacement force (cage wandering).Due to the tighter fit in the end areas, the rolling elements are forced to remain in the intermediate area.

[0038] The expanding pressure piece significantly increases the preload between the inner tube and the support structure, as the linear bearing assembly is under higher tension, thereby advantageously increasing the natural frequency of the steering column. The improved vibration characteristics and backlash-free operation of the steering column enhance the driver's comfort.

[0039] Furthermore, the problem according to the invention is solved by an assembly method for a steering column, wherein the pressure piece is elastically-plastically deformed during assembly.

[0040] Further features, advantages and characteristics of the invention are explained by reference to the description of preferred embodiments of the invention and the figures which show: Fig. 1: an embodiment of a steering column according to the invention in a view transverse to an extension direction; Fig. 2: the steering column according to Fig. 1 in a sectional view along the extraction direction; Fig. 3: a section of the steering column Fig. 2, and Fig. 4: A schematic stress-strain diagram of a pressure piece according to the invention.

[0041] Fig. Figure 1 shows an embodiment of a steering column according to the invention, transverse to an extension direction. The steering column 100 comprises a support part 1 and an inner tube 2, wherein the support part 1 is fixedly attached to a vehicle by means of the mounting holes 4. Furthermore, the support part 1 accommodates a pressure piece 7 and roller rails 8 in recesses provided for this purpose. Rolling elements 6 roll on the roller rails 8 and are connected to the inner tube 2 via a further pair of guide rails 8.

[0042] The inner tube 2 is translationally displaced by means of the linear bearings 12 along an extension direction 9, which lies in the viewing direction. The inner tube 2 has a recess 5 into which a crash system can be installed, which, in the event of a crash, dissipates the impact energy of a vehicle driver and reduces injury.

[0043] On the inside of the inner tube 2, further roller rails 8 and another pressure piece 7' are arranged, on which rolling elements 6 roll, which are connected to another inner tube 3. The nesting of support part 1, inner tube 2 and further inner tube 3 enables a telescoping function of the steering column 100, and the rolling elements 6 located between the components allow them to be easily moved relative to each other.

[0044] The pressure pieces 7, 7' are mounted between support part 1 and the inner tube 2, and between the first inner tube 2 and the second inner tube 3, respectively, in such a way as to compensate for manufacturing tolerances. Depending on the actual design of the steering column 100, several pressure pieces 7 may be provided for each linear bearing arrangement 12. It is conceivable that the pressure piece 7 is mounted on a different roller rail 8 than the one shown.

[0045] Fig. 2 shows the steering column 100 from Fig. Figure 1 shows a longitudinal section, with the extension direction 9 indicating that the inner tube 2 and the further inner tube 3 are mounted so as to be displaceable to the right and left in the plane of the drawing. In the position shown, the steering column 100 is in a partially extended position. The support part 1 is connected to a motor vehicle (not shown) and is mounted in a fixed position, while the inner tube 2 and the further inner tube 3 roll on the linear bearing arrangement 12 and are mounted so as to be displaceable. A pressure piece 7, which in this embodiment is designed as a wave spring, is arranged between a roller rail 8 of the support part 1 and / or the inner tube 2.

[0046] The pressure piece 7 meanders between the roller rail 8 and the support part 1 and provides a clamping force over the entire extension length 9. To prevent the pressure piece 7 from falling out of the support part 1, two end caps 13 are provided, which fix the pressure piece 7 in place. If the pressure piece 7 has several contact areas 14, a uniform force is exerted on the roller rail 8, by means of which the rolling elements 6 are pressed against the opposite roller rail 8.

[0047] In the sectional view shown, the inner tube 2 also has a pressure piece 7, by means of which a rolling element 6 is pressed against the further inner tube 3. Similar to the first linear bearing arrangement 12, the inner tube 2 can be provided with end caps 13, by means of which the pressure piece 7 is fixed.

[0048] As the further inner tube 3 is displaced along the extension direction 9, the two linear bearings 13 preferably move uniformly and without play relative to each other, thus enabling the steering handle (not shown) to be provided to the driver with as little play as possible. If the steering column 100 expands to different degrees due to temperature differences, the pressure pieces 7 can accommodate this deformation and ensure uniform contact of the linear bearing 13 with the inner tube 2 and / or the further inner tube 3.

[0049] The support part 1 and / or the inner tube 2 can have end sections 10 and intermediate sections 11. The end sections 10 are located at the respective ends of the support part 1 or the inner tube 2. An intermediate section is provided between the end sections 10. A rolling bearing gap 16 is larger in the intermediate section 11 than in the end sections 10. The rolling bearing gap 16 is the area that results between the roller rails 8 for the rolling elements 6. Due to the limited rolling element gap 16 in the end sections 10, the rolling elements 6 and an associated rolling element cage 17 are displaced into the intermediate section 11.

[0050] When the steering column 100 is in a state for autonomous driving operation, the rolling element cage 17 and the rolling elements 6 are located in the intermediate area 11. If the vehicle experiences shocks, the rolling element cage 17 does not move into the end areas 10, because the bearing gap 16 is narrower there than in the intermediate area 11. If the rolling element cage 17 were to move into the end areas 10, and a displacement of the inner tube 2 and the further inner tube 3 were then necessary, the rolling element cage 17 could become jammed and require a higher displacement force. In such a scenario, the rolling elements 6 would no longer roll but slide, with the sliding friction being higher than the rolling friction. This displacement force could be so high that displacement would be impossible. The end areas 10 and the intermediate area 11 therefore ensure a higher availability of the steering hand, as the steering column cannot become jammed.

[0051] Fig. Figure 3 shows a section of the steering column. Fig. 2, where similar components are designated with the same reference numerals. This illustration clearly shows the wave structure of the pressure piece 7, by means of which a force is transmitted to the roller rail 8, which in turn presses the rolling elements 6 against the roller rail 8 attached to the inner tube 2. This prevents play in the steering column 100 and ensures a rigid connection between the inner tube 2 and the support part 1.

[0052] Fig. Figure 4 shows a schematic stress-strain diagram 200 of a pressure piece 7 according to the invention. Fig.1 to 3. The abscissa shows the strain in percent and the ordinate the corresponding stress. In an elastic range 20, the material deforms elastically and there is no plastic deformation. If the pressure piece 7 is deformed into the elastic range 20 by an externally applied force, it bends back to its original state after the force is removed, without any remaining plastic deformation.

[0053] If the pressure piece 7 exceeds the elastic limit R el When deformed, plastic deformation remains after the external force is removed. For example, if the material is deformed to its 0.2% yield strength R p0,2After deformation, a (plastic) strain of 0.2% remains. 22 The material has therefore been plastically deformed, but still retains elastic tension, as can be seen from the dashed line. If the pressure piece 7 is further deformed into the plastic range 21, the plastic strain that remains after the removal of the external force increases. In any case, however, the material retains elastic force, regardless of the degree of plastic deformation. When the material reaches the tensile stress 24, the stress decreases until the material fails at fracture 25.

[0054] According to the invention, the pressure piece 7 is deformed beyond the elastic zone 20 into the plastic zone 21 during assembly and remains in this deformed state. Preferably, the material is deformed up to the 0.2% yield strength 22 during assembly. This offers advantages when there are different tolerance chains between the support part 1 and the inner tube 2, or between the two roller rails 8, which are connected to the support part 1 and the inner tube 2 and result in different bearing clearances 16. The advantages are explained in more detail below with reference to different tolerances.

[0055] In a first scenario, the bearing gap 16 is larger than calculated due to an unfavorable tolerance chain. Based on the calculated bearing gap 16, a corresponding preload is selected for the pressure piece 7, resulting in a 0.2% yield strength 22. However, since the bearing gap 16 is larger than calculated due to the tolerance chain, the rolling element cage does not deform to the 0.2% yield strength in the installed state, but deforms less. In this state, the material can still be plastically deformed, albeit less than to the 0.2% yield strength. In this installed state, the pressure piece 7 still has its entire elastic range 20 available to compensate for the tolerance, as the pressure piece 7 only loses a small amount of plastic deformation.

[0056] If the material were to be used as known in the prior art only up to the elastic limit R elIf the rollers were deformed, a lower clamping force would result due to the larger rolling element gap, since the pressure piece 7 has to cover a certain area of ​​the elastic area 20 to overcome the excessive tolerance.

[0057] In another scenario, the rolling element gap 16 is smaller than calculated due to the tolerance chain. In this scenario, the pressure piece is deformed beyond the 0.2% yield strength 22 because, due to the smaller gap in the rolling bearing gap 16, the pressure piece 7 deforms more than calculated. However, this does not pose a problem because the tolerance chain results in a rolling bearing gap that is large enough to prevent the pressure piece from being compressed to tensile stress. In this scenario, the pressure piece 7 is deformed further into the plastic range than calculated, which does not impair its function. Despite the greater plastic deformation, the pressure piece 7 still has the entire elastic range 20 available to compensate for manufacturing tolerances or to equalize different coefficients of thermal expansion.

[0058] The plastic zone 21 thus serves as a buffer for an unfavorable tolerance chain with respect to the rolling bearing gap 16. If preload is applied into the plastic zone 21 during assembly, an excessively large rolling element gap can lead to a decrease in plastic deformation. Conversely, if the rolling bearing gap 16 is smaller than calculated, the plastic component of the deformation increases. However, this is not detrimental to the pressure piece, as it can provide an elastic clamping force even when plastically deformed. Furthermore, the deformation into the plastic zone 21 offers the advantage that the entire elastic zone 20 can always be used to compensate for tolerances.

[0059] If the pressure piece 7 were only pre-tensioned in the elastic range 20, then, in the case of a larger rolling bearing gap than calculated, part of the elastic deformation would be required to fill the rolling bearing gap, and a lower clamping force would be available to clamp the inner tube 2 and the support part 1 against each other. Therefore, the manufacturing tolerances can be larger than before when using the pressure piece 7 according to the invention, which significantly reduces the manufacturing costs.

[0060] Plastic deformation of the pressure piece 7 is not detrimental to the steering column 100, since the pressure piece 7 is designed for single use only.

[0061] From the combinations of features disclosed herein, isolated features can be selected as needed and, after dissolving any structural and / or functional relationship that may exist between the features, used in combination with other features to define the subject matter of the claim. The sequence and / or number of steps in the process can be varied. Reference sign 1 support part 2. Further inner tube 3 inner tube 4 mounting holes 5 Exclusion 6 rolling elements 7 Printing piece 8 roller rails 9 Extraction direction 10 End range 11 Intermediate area 12 linear bearings 13 End cap 14 contact sections 15 Section plane 16 rolling bearing gap 17 rolling element cage 20 elastic range 21 plastic area 22 0.2% yield strength 23 Installation state 24 Tension 25 fraction 100 Steering column 200 Stress-strain diagram QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2022 109 598 A1

[0009] DE 601 08 561 T2

[0010]

Claims

[1] Steering column (100) for a motor vehicle, comprising an inner tube (3) and a support part (1) surrounding the inner tube (3), wherein the inner tube (3) and the support part (1) are rotationally fixed to each other and are translationally adjustable relative to each other, and at least one linear bearing (12) is arranged between the inner tube (3) and the support part (1), wherein a pressure piece (7) is arranged between the linear bearing (12) and the inner tube (3) or between the linear bearing (12) and the support part (1), characterized by , that the pressure piece (7) is elastically-plastically deformed. [2] Steering column (100) for a motor vehicle according to claim 1, characterized by , that the pressure piece (7) is in a pre-assembled state and in an assembled state, wherein the pressure piece (7) is elastically-plastically deformed during the transition from pre-assembled to assembled state. [3] Steering column (100) for a motor vehicle according to claim 1 or 2, characterized by, that a roller rail (8) is arranged on the inner tube (2) and / or on the support part (1) on which the linear bearing (12) rolls, wherein the pressure piece (7) is arranged between the roller rail (8) and the inner tube (2) or between the roller rail (8) and the support part (1). [4] Steering column (100) for a motor vehicle according to one of the preceding claims, characterized by , that the pressure piece (7) is elastically-plastically deformed in the assembled state in such a way that it applies an elastic clamping force to the linear bearing (12), wherein the pressure piece (7) in particular provides an elastic clamping force over the entire translationally adjustable length. [5] Steering column (100) for a motor vehicle according to one of the preceding claims, characterized by , that the pressure piece (7) has contact sections (14) through which the pressure piece (7) applies the elastic clamping force to the linear bearing (12). [6] Steering column (100) for a motor vehicle according to one of the preceding claims, characterized by , that a distance between the contact sections (14) along an extension direction (9) is constant or has different distances, in particular the distance between the contact sections (14) in an overlap area between inner tube (2) and support part (1) in an extended state is smaller than in an overlap area in a retracted state. [7] Steering column (100) for a motor vehicle according to one of the preceding claims, characterized by , that the pressure piece (7) meanders along the extension direction (9) between the roller rail (8) and the inner tube (2) or between the roller rail (8) and the support part (1) and / or provides a spring elasticity. [8] Steering column (100) for a motor vehicle according to one of the preceding claims, characterized by, that the pressure piece (7) has punches and / or beads which are dimensioned such that they are elastically-plastically deformed during the assembly of the pressure piece and generate an elastic clamping force. [9] Steering column (100) for a motor vehicle according to one of the preceding claims, characterized by , that the pressure piece (7) is plastically deformed during assembly depending on a tolerance chain. [10] Steering column (100) for a motor vehicle according to one of the preceding claims, characterized by , that the pressure piece (7) is deformed beyond the tensile limit (24) when the linear bearing (12) is mounted. [11] Steering column (100) for a motor vehicle according to one of the preceding claims, characterized by that the pressure piece (7) is arranged between the roller rail (8) and the inner tube (2) and that the inner tube (2) has at least two roller rails (8) and a pressure piece (7). [12] Steering column (100) for a motor vehicle according to one of the preceding claims, characterized by , that the pressure piece (7) is made of a metallic material and has a wave-shaped two-dimensional profile along the extraction direction (9). [13] Steering column for a motor vehicle according to any of the preceding claims, characterized by that the roller rail (8) has the same or a higher surface hardness than the inner tube (2) and / or support part (1). [14] Steering column (100) for a motor vehicle according to one of the preceding claims, characterized by , that the inner tube (2) and the support part (1) each have an end region (10) at their two extension ends, and an intermediate region (11) is provided between two end regions (10), wherein a rolling bearing gap (16) between the roller rails (8) in the end regions (10) is smaller than in the intermediate region (11). [15] Steering column (100) for a motor vehicle according to one of the preceding claims, characterized by, that the steering column (100) has at least two inner tubes (2) and a support element (1) which are telescopic to each other. [16] Assembly method, in particular for a steering column (100) according to one of claims 1 to 15, in which an inner tube (3) and a support part (1) are coupled together in a rotationally fixed and translationally adjustable manner, wherein at least one linear bearing (12) is arranged between the inner tube (3) and the support part (1), and wherein a pressure piece (7) is mounted between the linear bearing (12) and the inner tube (3) or between the linear bearing (12) and the support part (1), characterized by , that the pressure piece (7) is elastically-plastically deformed during assembly.

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