STEERING COLUMN FOR A MOTOR VEHICLE

Description

State of the art

[0001] The invention relates to an adjustable steering column for a motor vehicle, comprising a casing unit held by a support unit, in which a steering spindle is rotatably mounted about a longitudinal axis in an inner casing which is adjustable in at least one adjustment direction by an adjustment path relative to the support unit, wherein at least one limiting device for limiting the adjustment path of a component to be braked is arranged between the inner casing and the support unit, which limiting device has a stop damping device which is effective in the adjustment direction and which has a speed-dependent damper.

[0002] A steering column for a motor vehicle has a steering shaft with a steering spindle. A steering wheel for initiating steering commands is mounted on the rear end of the spindle, facing the driver. The steering spindle is mounted in the actuator unit in an inner casing tube, also called a casing tube or inner casing for short, so that it can rotate about its longitudinal axis. The inner casing is housed in an outer casing of a casing unit, also called a box-type rocker or guide box, which is held to the vehicle body by a support unit.

[0003] To achieve an ergonomically favorable steering wheel position, the adjustable steering columns known in the art allow adjustment of the actuating unit with the attached steering wheel relative to the body-mounted support unit. To achieve longitudinal adjustment, the inner casing can be adjusted longitudinally relative to the casing unit, i.e., the adjustment direction along the longitudinal axis. Height adjustment can be achieved by vertically adjusting the casing unit, including the inner casing, relative to the support unit in the height direction, with the adjustment direction perpendicular to the longitudinal axis.

[0004] Longitudinal adjustment can be achieved, for example, by a telescopic arrangement of the inner casing, also referred to as the inner casing tube or simply the casing tube, in an outer casing tube of the casing unit, also referred to as the outer casing tube or outer casing. For height adjustment, which can be implemented individually or preferably in combination with longitudinal adjustment, the casing unit is mounted on the support unit so that it can pivot about a horizontal pivot axis, for example, so that the rear end of the inner casing, which contains the steering wheel, can be pivoted up or down with the steering spindle, as described, for example, in DE 10 2016 220140 A1.

[0005] To specify the maximum possible adjustment range, it is known to arrange at least one limiting device between the inner casing and the support unit for each adjustment direction, preferably as a stop at both ends of the adjustment range for one adjustment direction, for example, to limit the extension and insertion during length adjustment. A limiting device has stops facing each other in the adjustment direction, such as stop elements or surfaces, which abut against each other at the end of the adjustment range and block further adjustment.

[0006] To reduce unwanted noise caused by a hard impact and avoid an unpleasant tactile sensation, KR 101615224 B1 proposes arranging a stop damping device between the stops of the limiting device. This device has a buffer made of rubber-elastic material that is elastically deformed when the actuating unit hits the stop, thus dampening the impact. This reduces the impact noise. However, a disadvantage when setting an end position is that the actuating unit elastically rebounds from the end position against the adjustment direction at the end stop, particularly if it hits the stop at a relatively high adjustment speed. This requires the actuating unit to be adjusted again to the end position.

[0007] A steering column of the type mentioned above is known, for example, from DE 10 2010 020087 A1, KR 1998 0054345 U, US 2,779,208 A, or DD 264 894 A1. The disadvantage is that a clearly defined end position of the component to be braked cannot be guaranteed at the end stop.

[0008] In view of the problems explained above, it is an object of the present invention to provide an adjustable steering column with improved stop behavior. Description of the invention

[0009] This object is achieved according to the invention by the steering column having the features of claim 1. Advantageous further developments emerge from the subclaims.

[0010] In an adjustable steering column for a motor vehicle, comprising a casing unit held by a support unit, in which a steering spindle is mounted rotatably about a longitudinal axis in an inner casing which is adjustable in at least one adjustment direction by an adjustment path relative to the support unit, wherein at least one limiting device for limiting the adjustment path of a component to be braked is arranged between the inner casing and the support unit, which limiting device has a stop damping device which is effective in the adjustment direction and which has a speed-dependent damper, the invention provides that the stop damping device has a retraction device which comprises a force accumulator which, when the limiting device is reached, is coupled to the component to be braked which is moved relative to the damper and which exerts a retraction force in the direction of an end position at the end of the adjustment path.

[0011] According to the invention, the stop damping device has a retraction device. The retraction device comprises a force accumulator which, upon reaching the limiting device, is coupled to the component to be braked, for example the inner casing, which is moved relative to the damper, and which exerts a retraction force in the direction of the end stop, i.e., opposite to the effective direction of the damper. This ensures that the relative end position is reached even if the adjustment speed is so low that the damper would decelerate to a standstill before the end position of the limiting device is fully reached. For example, in the embodiment described above, the tappet is retracted into the damper housing until it reaches its end position by the retraction device.

[0012] Upon impact, the speed-dependent damper essentially causes deceleration, i.e. a gradual reduction in the adjustment speed by absorbing kinetic energy, for example, by converting it into frictional heat. Accordingly, a high braking force is exerted, and the actuating unit is braked considerably when it impacts the damper at a high adjustment speed. The actuating unit is formed by the inner casing tube and the steering spindle mounted therein. Deceleration occurs in a direction of action of the damper opposite to the adjustment direction. As the damper decelerates, the speed of movement of the actuating unit decreases until it comes to a standstill, and with it, the effective braking force drops to zero. When the actuating unit has come to rest, i.e. the relative speed is zero, the damper according to the invention exerts no force in or opposite to the adjustment direction.

[0013] A key advantage of a speed-dependent damper is that no, or at least no, disruptive elastic restoring forces occur upon impact. The inner shell or shell unit does not rebound, or at least not noticeably, when reaching an end stop.

[0014] The damper can preferably be designed and dimensioned such that it has an energy absorption capacity that is at least equal to the maximum kinetic energy expected during operation of the inner sleeve during a longitudinal adjustment or of the sleeve unit during a height adjustment at a maximum adjustment speed. This ensures that the inner sleeve or the sleeve unit can be braked to a standstill by the damper in the end stop and does not rebound.

[0015] The speed-dependent damper according to the invention allows the steering column to be safely damped and moved to an end stop, without any rebound as in the prior art, and disturbing noises are avoided and a pleasant feel is achieved.

[0016] It is possible for the limiting device to be arranged between the casing unit and the inner casing accommodated therein so as to be longitudinally adjustable. Accordingly, at least one stop damping device according to the invention is arranged between an outer tube of the casing unit, in which the inner casing is accommodated so as to be longitudinally displaceable, preferably telescopically. If necessary, one or more further intermediate casing tubes can be inserted between the inner and outer casings, so that a multiple telescopic arrangement is formed. At least one stop damping device can be arranged between the inner casing and the outer casing, or between the inner and / or outer casings and a longitudinally adjustable intermediate casing of a multiple telescopic arrangement inserted between the inner and outer casings.At the end stop during telescopic extension or retraction for longitudinal adjustment, the inner sleeve hits the damper and is braked; in other words, the inner sleeve forms a component of the steering column that must be braked.

[0017] In addition or alternatively to the aforementioned embodiment, the limiting device can be arranged between the support unit and the casing unit. For this purpose, at least one damper can be arranged between the support unit and the casing unit. This allows the stop to be damped during vertical adjustment, in which the inner casing, together with the casing unit, is adjusted upwards or downwards relative to the support unit. In this case, the casing unit forms a component of the steering column that is to be braked.

[0018] It can be provided that a damper is provided which dampens the end stop of a component to be braked in an adjustment direction, for example in the longitudinal direction when the inner jacket is retracted into the jacket unit, or in the vertical direction when adjusted downwards.

[0019] An advantageous development is that a limiting device has two dampers acting in opposite adjustment directions. One damper is arranged to dampen the stop in the adjustment direction, and one in the opposite adjustment direction. This allows for a soft, dampened stop in both possible end positions of the adjustment.

[0020] A damper according to the invention can preferably have a linear friction brake. A linear friction brake absorbs the kinetic energy introduced by a component to be braked at the end stop, i.e., it converts it essentially completely into frictional heat. In this case, the damper exerts a speed-dependent braking force in its direction of action, opposite to the direction of adjustment. It is advantageous that essentially no elastic restoring force counteracts the adjustment movement to be braked. A friction brake can be realized in a friction damper by interfacial friction between friction surfaces that are movable relative to one another and in frictional contact, or by fluid friction in a fluid damper by displacing a fluid, for example, a viscous liquid or a gas.

[0021] An advantageous embodiment of the invention provides that the damper has a plunger protruding in an adjustment direction, which is movable in a damper housing in the adjustment direction with speed damping between a contact position and an end position. The damper housing can be fixed to the casing unit, the support unit, or the inner casing, and the plunger protrudes therefrom at the stop opposite to the adjustment direction. At the stop, the plunger is contacted in the contact position by the component to be braked, which is adjusted relative to the damper housing and is to be braked, i.e. the inner casing, the casing or support unit, and is braked in a speed-dependent manner, for example, with friction braking relative to the damper housing towards an end position opposite to the effective direction of the damper, which defines the end stop.Over the course of a braking distance between the contact position, which designates the starting position of the tappet's movement, and the end position, a defined deceleration is achieved, for example through contact surface or fluid friction between the tappet and the damper housing. Such dampers are known, for example, as so-called telescopic dampers, in which the tappet is slidably accommodated in the damper housing like a piston. One advantage is that during the damped movement, essentially no restoring forces act between the tappet and the damper housing. The damper characteristics can be easily specified by the length of the braking distance and the energy absorption mechanism and adapted to the kinetic energy when adjusting the steering column in order to achieve a soft, quiet and haptically pleasant stop.

[0022] A retraction device can be provided with a spring element arranged parallel to the damper. The spring element serves as a force accumulator and can, for example, comprise a tension spring that exerts a retraction force directed from the contact position to the end position when the plunger and damper housing meet.

[0023] The retraction device preferably has a safety catch. The safety catch comprises a detachable coupling device that can be releasably coupled to a coupling element of a component to be braked, for example, the inner casing, which is moved relative to the damper. Upon impact, the component to be braked, for example, the inner casing, is releasably connected to the safety catch, which in turn is connected to the energy accumulator, for example, to a spring element designed as a tension spring. In the coupled state, the coupled component to be braked can be retracted to its end position by the retraction force.

[0024] Preferably, the safety catch is switchable between a standby position fixed relative to the damper and a retracted position movable relative to the damper. In the standby position, the safety catch holds the energy storage device in a preloaded state. During adjustment toward the stop, the component to be braked is coupled to the safety catch with a coupling element. Upon coupling, the coupling element actuates the safety catch and switches it to the retracted position. This allows the safety catch to be retracted to the damper's end position by the retraction force of the energy storage device with the component to be braked coupled to it.The advantage is that the component to be braked, such as the inner sleeve, is automatically retracted to its end position by the force accumulator, even at a slow adjustment speed. For example, the inner sleeve is moved to its fully retracted end position in the sleeve unit. This increases the ease of operation of the steering column.

[0025] The safety gear has a locking mechanism so that the coupling element of the component to be braked can only be coupled and released in the ready position, but cannot be released in the retracted position and remains fixed.

[0026] The casing unit can have a fixing device for releasably fixing the inner casing and / or the support unit. The fixing device can be manually or motor-operated and can be moved optionally into a fixing or release position. In the fixing position, the components that can be adjusted relative to one another are fixed, for example, the inner casing with the casing unit, or the casing unit with the support unit. In the release position, adjustment is enabled. The fixing device can, for example, comprise a clamping, tensioning, locking, or latching device that can be brought into positive and / or non-positive engagement.

[0027] Furthermore, to achieve the stated object, a steering column for a motor vehicle is proposed, comprising a casing unit held by a support unit, in which a steering spindle is rotatably mounted about a longitudinal axis in an inner casing which is adjustable in at least one adjustment direction by an adjustment path relative to the support unit, wherein at least one limiting device for limiting the adjustment path is arranged between the inner casing and the support unit, which limiting device has a stop damping device effective in the adjustment direction. According to the invention, the stop damping device is arranged such that it begins to dampen the movement of the inner casing in a position, wherein the position is arranged at a distance from one end of the adjustment path and this distance is greater than or equal to 5% of the adjustment path.

[0028] Thanks to the distance according to the invention, the damping of the inner casing occurs before it reaches the end of the adjustment range, i.e. the limit. In this way, the damping of the adjustment movement of the inner casing can be improved before the end of the adjustment travel is reached. The adjustment travel is the distance by which the inner casing tube can be adjusted relative to the support unit, i.e. it is the difference between a maximum extended position and a maximum retracted position (stowed position) of the inner casing tube. The part of the adjustment travel in which the damping occurs, i.e. the braking of the inner casing relative to the support unit by the stop damping device, can also be referred to as the damping or braking travel. The stop damping device is activated when the damping travel is reached and ensures a braking that is preferably speed-dependent. According to the invention, the damping travel is greater than or equal to 5% of the adjustment travel.

[0029] In an advantageous further development, the distance or the damping travel is less than or equal to 30% of the adjustment travel.

[0030] In an advantageous development, the limiting device is designed according to one or more of the aforementioned advantageous developments. For example, the stop damping device can comprise a speed-dependent damper with one or more of the aforementioned features.

[0031] It can advantageously be provided that the steering column has an energy absorption device. To improve occupant safety in the event of a vehicle collision, the so-called crash scenario, in which a body impacts the steering input device, for example, the steering wheel, at high speed, an energy absorption device, also referred to as a crash system, can be provided. The energy absorption device can be arranged between the casing unit and the support unit, for example, coupled between an inner casing and an outer casing, and alternatively or additionally between one of the casings and a support unit, and alternatively or additionally between a support unit and a body of the motor vehicle.If, in the event of a crash, a body impacting the steering wheel exerts a high peak force on the steering wheel that exceeds a predetermined limit, the casing unit and the support unit are pushed together. An energy absorption element of the energy absorption device, which is operatively inserted between the support unit and one of the casings of the casing unit, can convert the kinetic energy introduced via the steering wheel into heat and deformation work through friction and / or plastic deformation and thereby absorb it, so that the body impacting the steering wheel is braked in a controlled manner and the risk of injury is reduced. One or more energy absorption elements known per se can be provided, for example expansion, bending, crushing and / or tearing elements, which are plastically deformed and energy absorbed when at least one of the casings moves relative to the support unit, a movement that only occurs in the event of a crash.This allows a body that hits the steering wheel in the event of a crash to be braked in a defined manner to reduce the risk of injury. Description of the drawings

[0032] Advantageous embodiments of the invention are explained in more detail below with reference to the drawings. In detail: Figure 1 shows a steering column according to the invention in a schematic perspective view, Figure 2 shows an enlarged detailed view of Figure 1 , Figure 3 a partially opened sectional view of the steering column according to Figure 1 , Figure 4 a detailed view of a stop damping device according to the invention, Figure 5 the steering column according to Figure 1 in a partially cut-away, schematic perspective view in extended state, Figure 6 an enlarged detailed view of Figure 5 , Figure 7the steering column in a view as in Figure 5 in the collapsed state, Figure 8 an enlarged detailed view of Figure 7, Figure 9 a schematic sectional view of a steering column in a first embodiment in extended state, Figure 10 the steering column according to Figure 9 in the retracted state, Figure 11 a schematic sectional view of a steering column in a second embodiment in the extended state. Embodiments of the invention

[0033] In the various figures, identical parts are always provided with the same reference symbols and are therefore usually named or mentioned only once. Figure 1 shows a steering column 1 according to the invention, which has a support unit 2 which can be connected to a vehicle body (not shown) and by which a casing unit 3 is held.

[0034] The casing unit 3 comprises an inner casing 31 in which a steering spindle 4 is mounted so as to be rotatable about a longitudinal axis L and which has, at its rear end in the direction of travel, a fastening section 41 for attaching a steering wheel (not shown).

[0035] The inner casing 31 is designed as an inner casing tube and is received in an intermediate casing tube 32 for telescopic displacement in the longitudinal direction, as indicated by the double arrow. The intermediate casing tube 32 is also received in an outer casing 33, which is designed as an outer casing tube, for telescopic displacement. The inner casing 31 and the steering spindle 4 rotatably mounted therein form an actuating unit that is adjustable relative to the support unit 2.

[0036] By means of a manual fixing device 5, which is attached to the outer casing 33 and in Figure 2As shown enlarged, by manually actuating a fixing lever 51, a locking pawl 52 with a fixing opening 53 on the intermediate casing tube 32 can be selectively disengaged for a fixing position or for a release position. In the fixing position, the outer casing 33 and the intermediate casing tube 32 are fixed relative to each other in the operating position. The locking pawl 52 projects through the fixing opening 53 and, in the fixing position, presses on the inner casing 31, securing it relative to the intermediate casing tube 32. In the release position, the intermediate casing tube 32 and the inner casing 31 can be telescopically adjusted within the outer casing 33. In the retracted or stowed position, the intermediate casing tube 32 is retracted as far as possible into the outer casing 33 - in Figure 1to the left - and can be pushed forwards to a final position (end) when retracting against a fixed stop 34. The stop 34 is formed by a wall fixed to the front end of the outer casing 33, as shown in the side view of Figure 4 can be seen, in which the outer jacket 33 is shown partially cut open and allows a view into the interior of the jacket unit 3.

[0037] In the perspective representation of Figure 3 , which shows a view obliquely from the front, the front wall forming the stop 34 is omitted and the outer casing 33 is shown partially cut away. This shows a stop damping device 6 according to the invention, which, as in Figure 4 shown, is supported longitudinally relative to the stop 34. This arrangement is shown in Figure 5 shown in a schematic perspective overall view, with the outer shell as in Figure 4is partially cut open. Figure 6 shows an enlarged view of Figure 5 in a similar section as Figure 4 .

[0038] The stop damping device 6 has a speed-dependent damper 61, which can be designed as a friction or fluid damper in the form of a telescopic damper. This comprises a plunger 62, which can be inserted into a tubular damper housing 63 in a damped longitudinal direction, as indicated by the arrow. Figures 4 to 6 The damper 61 is in the rest position, in which the plunger 62 protrudes from the damper housing 63 to the maximum extent opposite to the insertion direction of the intermediate casing tube 32—to the left in the drawing. The damper housing 63 is connected to the stop 34.

[0039] The stop damping device 6 comprises a retraction device 64 with a force accumulator in the form of a tension spring 65, which is arranged parallel to the damper 61. This spring is connected at its front end in a tension-resistant manner to the stop 34, and at its rear end - on the left in the illustrations - to a catch element 66. The catch element 66 has a catch hook 67 that opens rearwardly, toward the intermediate casing tube 32. The catch element 66 is positively guided in a guide rail 68. Figures 3 to 6 the retraction device 64 is in the ready position, in which the catch element 66 is fixed in the longitudinal direction with a sliding piece 69 in the link rail 68, wherein the tension spring 65 is under tensile stress and pretensions the catch element 66 in the direction of the stop 34 and the damper 61.

[0040] In the front area, the intermediate casing tube 32 has a coupling element 35 in the form of a laterally projecting pin. Figures 5 and 6 In the extended operating position shown, when retracting, i.e. with the adjustment direction directed forwards against the stop 34, the coupling element 35 is moved as shown in Figure 6 as indicated by the arrow towards the catch element 66. As soon as it reaches this, it engages with the catch hook 67. This causes the catch element 66 to pivot, as shown in Figure 6 indicated by the curved arrow. This locks the coupling element 35, i.e., it is tightly coupled to the catch element 66. At the same time, the movement of the slide 69 in the guide 68 is released.

[0041] The retraction force exerted by the pre-tensioned tension spring 65 on the catching element 66 causes it to be pulled forward into the Figure 8The stop projection 660 formed on the catch element strikes the freely projecting end of the plunger 62 and pushes it into the damper housing 63. The movement is decelerated depending on the speed by an energy absorption device acting between the plunger 62 and the damper housing 63, based on the principle of friction or fluid damping. No noticeable restoring force acts on the catch element 66 counter to the adjustment direction during insertion.

[0042] Regardless of the adjustment speed, the tension spring 65 of the retraction device 64 ensures that the intermediate casing tube 32 is retracted into the outer casing 33 until the end stop in the maximum possible retracted position. Because the inner casing 31 is connected to the intermediate casing tube 32, the stop damping device 6 according to the invention also dampens the stop of the inner casing 31 relative to the outer casing 33.

[0043] When exiting the Figures 7 and 8 shown, retracted position, also called stowage position, into the extended operating position according to Figures 5 and 6 the coupling element 35 takes the catch hook 67 with it and pulls the catch element 66 into the release position, in which the coupling element 35 is released from the catch hook 68, whereby the catch element 66 is pivoted back into the ready position, opposite to the direction of the curved arrow in Figure 6 . This preloads the tension spring 65 again.

[0044] Figures 9 and 10 schematically show a casing unit 3 in which the casing tubes 32, 33, and 31 are supported by rolling elements 7 for smooth linear movement in the adjustment direction. In this embodiment, a stop damping device 6 according to the invention is fixed to the outer casing 33 in the front area near the stop 34. This provides stop damping during insertion in the adjustment direction indicated by the arrow.

[0045] Figure 9shows the schematic jacket unit 3 in a maximum extended position and is thus extended to a maximum length VMAX and thus at one end of the adjustment travel. The catch hook 67 is located in a position P and is a distance s from the stop 34. When the coupling element 35 is brought into operative engagement with the catch hook 67, i.e. when the latter strikes the catch hook 67, the movement of the inner jacket tube 31 is dampened. In other words, the stop damping device 6 begins to dampen the movement of the inner jacket 31 in a position P when the coupling element 35 comes into operative engagement with the catch hook 67. The damping travel thus begins in position P and extends to the end when pushed in, i.e. the fully collapsed position. The damping travel is preferably between 5% and 30% of the entire adjustment travel.

[0046] In the Figure 10the schematic jacket unit 3 is shown in an almost completely collapsed position.

[0047] In the Figure 11 In the embodiment shown, a stop damping device 6 of essentially the same design is additionally arranged in the rear area near the opening of the outer casing 33, into which the intermediate casing tube 32 is inserted. This provides stop damping when the intermediate casing tube 32 is pulled out of the outer casing 33 into the operating position.

[0048] In principle, impact damping devices 6 and / or 60 can also be arranged directly between the inner casing 31 and the outer casing 33 if, in a simple telescopic arrangement, no intermediate casing tube 32 is present and the inner casing 31 is telescopically received directly in the outer casing. Furthermore, it is also conceivable and possible to arrange impact damping devices 6 and / or 60 between the inner casing 31 and the intermediate casing tube 32. List of reference symbols

[0049] 1Steering column 2Support unit 3Shell unit 31Inner shell 32Intermediate shell tube 33Outer shell 34Stop 35Coupling element 4Steering spindle 41Fastening section 5Locking device 51Locking lever 52Pawl 53Locking opening 6, 60Stop damping device 61Damper 62Push rod 63Damper housing 64Retraction device 65Tension spring 66Catch element 660Stop projection 67Catch hook 68Link rail 69Sliding piece 7Rolling element

Claims

1. Steering column (1) for a motor vehicle, comprising a jacket unit (3) which is held by a support unit (2) and in which a steering spindle (4) is mounted rotatably about a longitudinal axis (L) in an inner jacket (31) which is adjustable in at least one adjustment direction by an adjustment travel relative to the support unit (2), at least one limiting device for limiting the adjustment path of a component (31) to be braked being arranged between the inner casing (31) and the support unit (2), which limiting device has a stop damping device (6, 60) which is effective in the direction of adjustment and has a speed-dependent damper (61), characterized in in that the stop damping device (6, 60) has a retraction device (64) which comprises a force accumulator (65) which, when the limiting device is reached, is coupled to the component (31) which is moved relative to the damper (61) and is to be braked, and exerts a retraction force in the direction towards an end position at the end of the adjustment travel.

2. Steering column according to claim 1, characterized in that the limiting device is arranged between the casing unit (3) and the inner casing (31) accommodated therein so as to be adjustable in the longitudinal direction.

3. Steering column according to one of the preceding claims, characterized in that the limiting device is arranged between the support unit (2) and the casing unit (3).

4. Steering column according to one of the preceding claims, characterized in that a limiting device has two dampers (61) acting in opposite directions of adjustment.

5. Steering column according to one of the preceding claims, characterized in that the damper (61) has a linear friction brake.

6. Steering column according to one of the preceding claims, characterized in that the damper (61) has a plunger which projects in an adjustment direction and can be moved in a damper housing (63) in the adjustment direction in a speed-damped manner between a contact position and an end position.

7. Steering column according to one of the preceding claims, characterized in that the retraction device (64) has a spring element (65) arranged parallel to the damper (61).

8. Steering column according to one of the preceding claims, characterized in that the retraction device (64) has a catch device (66).

9. Steering column according to claim 8, characterized in that the catch device is switchable between a standby position fixed relative to the damper (61) and a retracted position movable relative to the damper (61).

10. Steering column according to one of the preceding claims, characterized in that the sheath unit (3) has a fixing device (5) for releasably fixing the inner sheath (31) and / or the support unit (2).

11. Steering column according to one of the preceding claims, characterized in in that the stop damping device (6, 60) is arranged in such a way that it begins to damp the movement of the inner casing (31) in a position (P), the position (P) being arranged at a distance (s) from one end of the adjustment travel and this distance (s) being greater than or equal to 5% of the adjustment travel.