Rotation angle limiter for a steering assembly of a vehicle

Abstract

The invention relates to a rotation angle limiter (1) of a handwheel actuator of a steer-by-wire steering assembly of a vehicle. The rotation angle limiter (1) is configured to receive a steering shaft (2) which is rotatably mounted about an axis of rotation and to limit the angle of rotation of the steering shaft (2) during the rotation thereof about the axis of rotation, and the rotation angle limiter (1) comprises the following bearing elements: a first annular disc-shaped disc (3) which is coupled to the steering shaft (2) so as to transmit a torque and has a first end face (18) and a second end face (20), said second end face (20) of the first disc (3) having at least one stop element (19) which protrudes in the axial direction from the second end face (20) of the first disc (3); an axial bearing (7) which is in the form of a rolling bearing and has a plurality of rolling elements (9) accommodated in a bearing cage; a plurality of annular disc-shaped cage elements (16) which are arranged in an axially alternating manner and in each of which at least two rolling elements (9) are rotatably mounted; and annular disc-shaped intermediate discs (13) which provide the raceways (17) for the rolling elements (9) of the cage elements (16), each annular disc-shaped intermediate disc (13) having at least one stop element (19) on the first end face (18) thereof and at least one additional stop element (21) on the second end face (20) thereof. The rolling elements (9) of the first cage element (16) roll on the second end face (20) of the first disc (3), and the rotation angle limiter also comprises a second annular disc-shaped disc (12) with an end face having a stop element, the rolling elements (9) of a final cage element (16) rolling on the first end face of the second disc (12).

Description

[0001] Angle limiter for a steering arrangement of a vehicle

[0002] The present invention relates to a rotation angle limiter for a steering arrangement of a vehicle, in particular for the handwheel actuator of a steer-by-wire steering arrangement, wherein the rotation angle limiter is configured to receive a steering shaft mounted rotatably about a rotation axis and to limit the rotation angle of the steering shaft during its rotation about the rotation axis.

[0003] Steer-by-wire steering systems for motor vehicles, like conventional mechanical steering systems, receive manual steering commands from the driver via an input unit. This can be done, for example, by turning a steering wheel that is non-rotatably connected to a steering unit via a steering shaft. The steering shaft is not necessarily mechanically connected to the wheels to be steered via a steering gear, but can interact with angle or torque sensors in the steering unit. These sensors detect the input steering command and transmit a resulting electrical control signal to a steering actuator, which, using an electric actuator, sets the corresponding steering angle of the wheel or wheel module.

[0004] In conventional mechanical steering systems, the maximum number of steering revolutions is mechanically determined. The existing mechanical connection ensures that the steered wheels move within defined stops and that the steering wheel has rotation angle limits on both sides. At the same time, the mechanical connection between the steered wheels and the steering wheel provides the driver with direct physical feedback about the external driving conditions acting on the wheels, such as cornering, driving in or through ruts, a sideways slope, or an effective crosswind. Furthermore, the fixed mechanical connection ensures a clear correlation between the absolute angle or angle of the steering wheel and the steering angle of the wheels.

[0005] In steer-by-wire steering systems, the driver receives no direct physical feedback from the steered wheels to the steering wheel via the steering unit. This applies both to the range between the two maximum steering angles of the wheels and to the mechanical end stop of the wheels at maximum steering angle due to the lack of mechanical coupling between the wheels and the steering wheel. To ensure that the driver can haptically perceive the prevailing driving conditions, a force feedback actuator is provided that couples a torque corresponding to the respective driving condition acting on the wheels into the steering unit. Furthermore, a rotation angle limiter is provided for the steering unit, which limits the absolute angle or angle of the steering wheel and also the steering column. For example, a mechanical rotation angle limiter for a steer-by-wire steering system is known from DE 10 2018 103 963 A1.Similar angle of rotation limiters are also known from DE102019207609A1, DE102018218484A1, US2017122385A or US20180105198A1.

[0006] It is the object of the invention to provide an improved angle of rotation limiter for a steering arrangement of a vehicle, which can be produced cost-effectively and can guarantee a high level of operational reliability

[0007] This object is achieved by a rotation angle limiter of a handwheel actuator of a steer-by-wire steering arrangement of a vehicle, wherein the rotation angle limiter is configured to receive a steering shaft mounted so as to be rotatable about a rotation axis and to limit the rotation angle of the steering shaft during its rotation about the rotation axis, wherein the rotation angle limiter comprises the following bearing elements:

[0008] • a first disc in the form of an annular disk, coupled to the steering shaft in a torque-transmitting manner, having a first end face and a second end face, wherein the second end face of the first disc has at least one stop element which protrudes in the axial direction from the second end face of the first disc,

[0009] • an axial bearing designed as a rolling bearing with a plurality of rolling elements accommodated in a bearing cage, • a plurality of axially alternating ring-disk-shaped cage elements, in each of which at least two rolling elements are rotatably mounted, and ring-disk-shaped intermediate discs which provide the raceways for the rolling elements of the cage elements, wherein the intermediate discs each have at least one stop element on their first end faces and at least one further stop element on their second end faces, and

[0010] • wherein a first cage element rolls with its rolling elements on the second end face of the first disc.

[0011] • a stop element arranged in the form of a ring disk and having an end face, wherein a last cage element rolls with its rolling elements on the first end face of the second disk, characterized in that

[0012] • the first disc is axially delimited by a first limiting element, wherein a clamping element is positioned between the first disc and the first limiting element, wherein the axial bearing is positioned between the first limiting element and the first disc in order to compensate for a relative movement between the rotating first disc and the housing and / or housing element.

[0013] One problem with angle limiters is that the various discs are connected to the steering shaft in a rotationally and directionally fixed manner, and some are connected to the housing in a rotationally and directionally fixed manner. In the current state of the art, the angle of rotation is limited by a stop element on a first disc meeting a stop element on a second disc. This generates an axial force in the system. This axial force is initially absorbed by a preload element, such as a spring, until it reaches its maximum force and the clamping element is completely compressed. The axial force is transferred to the shaft via the rotationally and directionally fixed connection of the disc to the housing. As a result, the elements of the second axial stop elements, the clamping element of the bearing, the annular key of the angular contact ball bearing, the inner ring of the bearing, the outer ring of the bearing and the bearing connection to the housing become part of the force flow.Since each of these elements has an axial stiffness, the steering shaft can cover a significantly greater axial travel, which means that the rolling elements can skip the stop.

[0014] The invention overcomes this disadvantage by limiting the maximum axial travel of the individual discs. A limiting element is provided for this purpose. For this purpose, the first disc is axially limited by a first limiting element, with a clamping element positioned between the first disc and the first limiting element. The axial bearing is positioned between the first limiting element and the first disc to compensate for relative movement between the rotating first disc and the housing element, which is positioned in a rotationally fixed manner relative to the housing.

[0015] Another advantage is that it creates an assembly unit that can be flexibly integrated into the steering column. The angle limiter also offers the advantages of precise mounting and guidance of the rotating steering shaft, as well as effective angle limitation. The annular disc-shaped shaft washer with stop elements, the intermediate discs, and the housing disc ensure correct torque transmission and smooth limitation of the rotational movement. The alternating arrangement of cage elements and intermediate discs ensures high stability and precise rolling behavior of the rolling elements, while the spring element enables constant preload and thus consistently low-friction operation. Overall, the angle limiter thus enables a high-quality steering feel with optimal use of space.

[0016] Furthermore, at least two stop elements are advantageously arranged offset from one another in the circumferential direction. Furthermore, it is also possible to design the axial bearing as a plain bearing.

[0017] Within the angle limiter, a disc is a mechanical component that can be coupled to a steering shaft rotatable about a rotational axis and serves to transmit torque and limit the angle of rotation of the steering shaft. The wave disc is annular disc-shaped and has a first and second end face, with the second end face having at least two stop elements arranged offset from one another in the circumferential direction. The function of the wave disc primarily involves the precise transmission of steering movements of the steering shaft to the angle limiter and the interactive limitation of the angle of rotation by the stop elements. These are designed so that when the maximum steering angle is reached, they come into contact with the corresponding counterparts within the angle limiter, thus preventing further rotation.Preferably, the wave washer is directly and positively coupled to the steering shaft to ensure low-loss and direct torque transmission. One possible design variant of the wave washer is the integration of teeth on the inner diameter, which engage with corresponding teeth on the steering shaft. This positive connection helps to minimize the mechanical play in the circumferential direction between the components and thus optimizes the accuracy of torque transmission and the responsiveness of the steering system. In addition, the stop elements of the wave washer can take on different designs; for example, they can be ramp-shaped to enable progressive rotation angle limitation and generate shock-free, haptically pleasant feedback on the steering wheel when the rotation angle reaches its maximum value.Furthermore, it is possible for the stop elements to be formed monolithically with the wave washer, which can lead to increased structural integrity and longevity of the component.

[0018] A cage element is a component of the angle limiter, which serves to accommodate the rolling elements at a defined distance from one another and in an orderly manner to enable and regulate their movement and interaction with the raceways. The function of the cage element is to precisely guide and retain the rolling elements. The cage element ensures that the rolling elements remain evenly distributed during bearing operation and do not collide with each other. The cage element preferably consists of annular disc-shaped structures with recesses or niches that accommodate the rolling elements. Possible design variants of the cage element can involve the use of different materials.For example, the cage element can preferably be made of a high-strength plastic, which not only enables cost savings compared to metal materials, but also has a lower mass and thus a lower moment of inertia, which positively influences the dynamics of the steering system. In addition, cage elements can be designed to have axial support geometries. These support geometries interact with adjacent components of the angle limiter to further stabilize the cage element and thus the entire bearing structure, as well as to support the high abuse moments. Such a design helps prevent axial tilting of the cage element and contributes to improving the running characteristics and service life of the angle limiter.

[0019] For the purposes of this patent application, an intermediate disc is a separate component within the angle limiter that is placed between the cage elements and specifically serves to provide the raceways for the rotating rolling elements. The function of the intermediate disc is to enable and control the relative movements between the rotatably mounted rolling elements and the adjacent bearing elements. This creates friction-reducing conditions for the rolling elements, which are necessary for efficient rolling and thus precise transmission of the steering movements. The intermediate discs contribute significantly to increasing the stability of the bearing by distributing the forces evenly across the rolling elements, thus ensuring optimal guidance.The intermediate discs are preferably designed in the shape of an annular disc and each have at least two stop elements on their end faces, arranged offset from one another in the circumferential direction. These stop elements, in conjunction with corresponding elements of the adjacent cages or the shaft washer, serve to limit the rotational movement of the rolling elements to defined angular ranges, thereby fulfilling the objective of limiting the angle of rotation within the steering arrangement. Possible design variants of the intermediate disc can relate to the shape of the stop elements, which can, for example, be ramp-shaped, in order to achieve a gentle start of the rolling elements at the end of the rotational range and enable a smooth transition to the stop. This improves the steering feel and haptics for the user.Furthermore, the intermediate disc can be designed in such a way that it has support geometries on its end faces in order to prevent the axial tilting of the discs and thus to additionally stabilize the entire bearing structure and to transmit the high abuse moments.

[0020] Within the angle limiter, a stop element is a functional component of the angle limiter that serves to limit the rotation of the steering shaft to a defined angular range by interacting with corresponding components of the angle limiter. The function of the stop elements is to act as physical limiters by effectively stopping further rotation of the steering shaft when the maximum intended steering angle is reached. This mechanism is of great importance for the safety of the entire steering system, as it prevents the steering shaft and, with it, the steering wheel from being moved beyond their mechanically permissible angles of rotation, which could lead to damage to the vehicle or loss of control. Stop elements are preferably attached to the annular disc-shaped components such as the shaft disc or the housing disc, as well as to the intermediate discs.They protrude axially from the surface of these components and are positioned at specific intervals in the circumferential direction. The shape of the stop elements can be varied and is tailored to the specific application of the angle limiter. Possible design variants of the stop elements include, for example, ramp-shaped designs, which allow a gradual limitation of the rotational movement and thus ensure shock-free and quiet limitation. Such a progressive angle limitation leads to a more comfortable and intuitive steering experience for the driver. Furthermore, the stop elements can be formed monolithically with the ring-disk-shaped components, which increases structural robustness and reduces the number of individual parts and potential weak points in the angle limiter.

[0021] For the purposes of this patent application, a housing element is the outer part of the angle limiter, which serves as a housing to accommodate and protect the other bearing components. According to one embodiment of the invention, the stop elements of the first disc and / or the stop elements of the intermediate discs and / or the stop elements of the second disc are ramp-shaped in the direction of travel of the rolling elements. Ramp-shaped stop elements promote smooth angle limitation by enabling progressive power transmission and avoiding shock peaks. This improves the feel at the end of the steering range for the driver and contributes to overall more comfortable and safer driving behavior.

[0022] Finally, the invention can also be advantageously implemented such that the stop elements are formed monolithically with the shaft washer and / or the stop elements are formed monolithically with the intermediate washers and / or the stop elements are formed monolithically with the housing washer. The monolithic design of the stop elements leads to a robust and durable construction, as fewer manufacturing steps are required and thus fewer potential weak points within the angle limiter. This results in increased overall rigidity of the bearing components and contributes to reliable limitation of the steering angle.

[0023] According to one embodiment of the invention, the raceways for the rolling elements of the cage elements formed on the intermediate discs and / or the first disc and / or the second disc are designed to be flat directly on the surfaces of the respective discs. "Flat" here means that the surfaces of the raceways are not only free of unevenness or profiling, but also have a high level of flatness and surface quality to minimize friction. In contrast to conventional designs, in which rolling elements may be guided in their movement along the raceways by specifically shaped or profiled raceways, the design according to the invention deliberately dispenses with such profile-dependent guide mechanisms.Instead, a configuration is preferred in which the rolling elements interact with the raceways via a single contact point or, depending on the geometric shape of the rolling elements and the precise design of the raceways, a single contact line. This design aims to reduce the contact area between the rolling elements and raceways to the absolute minimum, thus reducing frictional losses and increasing system efficiency.

[0024] The housing element is preferably designed as a housing sleeve. The housing sleeve can be made of a robust material such as metal, which ensures the necessary strength and durability under various operating conditions. The housing sleeve is preferably cylindrical in shape, providing the internal structures required for the bearing and establishing the external connection to the housing disc.

[0025] Possible design variants of the housing sleeve can include different manufacturing methods. For example, the housing sleeve can be formed without machining, which is material-efficient and economical to manufacture. Furthermore, the housing sleeve can feature flanged collars, snap connections, or other mechanical fasteners that facilitate assembly and ensure a permanent, secure connection between the angle limiter and the housing disc. The interior of the sleeve can also have special features, such as guide grooves or retaining structures for the internal components of the angle limiter.

[0026] According to an advantageous further development of the invention, the first limiting element can be formed as part of the housing sleeve or the first limiting element can be formed as part of the steering shaft. The limiting element can be provided as a separate element or as a single piece on the housing sleeve and / or the steering shaft.

[0027] According to one embodiment of the invention, a second limiting element is provided, which clamps the rotation angle limiter against the housing sleeve or the steering shaft. The second limiting element can be formed as part of the second disc or as part of the steering shaft. The limiting element can be formed as a separate element or as a single piece. According to a further preferred development of the invention, it can also be provided that the rolling elements of the cage elements are designed as rollers. The use of roller rolling elements enables particularly efficient torque transmission, since their geometry results in lower rolling resistance and thus less wear.This leads to an increased lifetime of the angle limiter and contributes to longer-term constant operating characteristics, which ultimately leads to lower maintenance costs and higher reliability, (we should also protect needles (smaller rollers) or balls; if this point has already been described, then it can be ignored.

[0028] According to one embodiment of the invention, the rolling elements can be inclined. This can contribute to reducing friction.

[0029] In a likewise preferred embodiment of the invention, the housing sleeve can also have a flanged collar on its end face accommodating the housing disc, which has at least one recess in the circumferential direction against which the form-locking element of the housing disc rests axially. The flanged collar securely fixes the housing disc in the housing sleeve, enabling permanent and stable integration of the bearing components. The collar with recesses for the form-locking element enables easy assembly and adjustment of the bearing components, resulting in reduced assembly times and costs.

[0030] It may also be advantageous to further develop the invention in such a way that the cage elements are made of a plastic. Manufacturing the cage elements from plastic not only enables cost-effective production but also reduces the overall weight of the angle limiter.

[0031] The invention will be explained in more detail below with reference to eleven figures.

[0032] It shows: Figure 1 a first embodiment of a rotation angle limiter in an exploded view,

[0033] Figure 2 is a side view of the rolling elements from Figure 1,

[0034] Figure 3 shows a second embodiment of a rotation angle limiter in an exploded view,

[0035] Figure 4 is a side view of the rolling elements from Figure 3,

[0036] Figure 5 shows a third embodiment of a rotation angle limiter in an exploded view,

[0037] Figure 6 shows the axial travel of the angle limiter,

[0038] Figure 7 shows the forces of the axial travel of the angle limiter,

[0039] Figure 8 shows a longitudinal section of an embodiment of a rotation angle limiter,

[0040] Figure 9 shows a longitudinal section of an embodiment of a rotation angle limiter,

[0041] Figure 10 shows a longitudinal section of an embodiment of a rotation angle limiter, and

[0042] Figure 11 shows a longitudinal section of an embodiment of a rotation angle limiter.

[0043] Figure 1 shows a first embodiment of a rotation angle limiter 1 for a steering assembly (not shown in detail) of a vehicle, in particular for the handwheel actuator of a steer-by-wire steering assembly. The rotation angle limiter 1 is configured to accommodate a steering shaft 2 mounted for rotation about a rotation axis and to limit the rotation angle of the steering shaft 2 as it rotates about the rotation axis.

[0044] As can be clearly seen from Figure 1, the angle of rotation limiter 1 comprises a first disc 3 which is connected in a rotationally fixed manner to the steering shaft 2. The first disc 3 is axially limited by a first axial limiting element 4 (not shown in detail in Figure 1) on a housing sleeve 5, with a clamping element 6 positioned between the first disc 3 and the first limiting element 4. An axial bearing 7 is positioned between the first limiting element 4 and the first disc 3 in order to compensate for relative movement between the rotating first disc 3 and the sleeve 5 which is positioned in a rotationally fixed manner to the housing element 8. The axial bearing is shown in more detail in Figure 2. The rolling elements 9 here are rollers 10. The clamping element 6 is positioned between an axial bearing ring 11 and the first limiting element 4 on the sleeve 5.

[0045] Several intermediate discs 13 can be arranged between the first disc 3 and a second disc 12 to adjust the steering wheel angle. These intermediate discs each have an inner collar 14 and an outer collar 15. These point in opposite directions relative to the steering axis.

[0046] Figure 1 shows a plurality of axially alternating annular disc-shaped cage elements 16, in each of which two rolling elements 9 designed as rollers are rotatably mounted, and annular disc-shaped intermediate discs 13, which provide the raceways 17 for the rolling elements 9 of the cage elements 16. The intermediate discs 13 each have at least two first stop elements 19 arranged offset from one another in the circumferential direction on their first end faces 18, and at least two second stop elements 21 arranged offset from one another in the circumferential direction on their second end faces 20.

[0047] The intermediate disk 13 is preferably made of a metallic sheet, with the stop elements 19, 21 advantageously being formed monolithically with the sheet, for example, by means of forming processes such as caulking or deep drawing. In principle, it would also be possible to form the intermediate disk 13 and the stop elements 19, 21 monolithically from a plastic, for example, by means of an injection molding process. Semicircular raceways 17 for the rolling elements 9 of the cage elements 16 are provided on both sides of the intermediate disk 13 between the stop elements 19, 21.

[0048] Figures 3 to 5 show further embodiments of the rotation angle limiter 1 according to the invention. To simplify the description, identical parts are designated by identical reference numerals. The description therefore focuses solely on the differences.

[0049] Figures 3 and 4 also show an axial bearing 7 with rolling elements 9 made of rollers 10. However, the rollers 10 are inclined.

[0050] In Figure 5, the axial bearing 7 is designed as a plain bearing with a sliding disk 22.

[0051] Figures 6 and 7 provide a more detailed description of the problem of the axial travel in a rotation angle limiter 1.

[0052] The first disc 3 is rotationally and directionally fixed to the steering shaft 2, the second disc 12 is rotationally and directionally fixed to the housing element 8.

[0053] The angle of rotation is limited by a stop on a first disc 3 meeting a stop on a second disc 12.

[0054] In addition, an axial force Fax is generated in the system.

[0055] This axial force is initially absorbed in the clamping element 6 until it is completely compressed. This causes the axial travel A1 to be covered.

[0056] The axial force is transmitted to the shaft 2 via the rotationally and directionally fixed connection of the second disc 12 to the housing 8. As a result, the elements second axial stop, clamping element of the lower bearing, ring wedge of the angular contact ball bearing, inner ring of the SKL, outer ring of the SKL and bearing connection to the housing 8 become part of the force flow.

[0057] Since each of these elements has an axial stiffness, the steering shaft 2 can cover a significantly larger axial travel A2, which means that the rolling elements can skip the stop.

[0058] Figures 8 to 11 each show a longitudinal section of various embodiments of a rotation angle limiter 1, which partially overlap with the descriptions of Figure 1. Therefore, the same components are designated by the same reference numerals here.

[0059] Figure 8 shows a longitudinal section of an embodiment of a rotation angle limiter 1. The rotation angle limiter 1 has a first disc 3 which is connected in a rotationally fixed manner to the steering shaft 2. The first disc 3 is axially limited by a first axial limiting element 4 on a housing sleeve 5, with a clamping element 6 being positioned between the first disc 3 and the first limiting element 4. An axial bearing 7 is positioned between the first limiting element 4 and the first disc 3 in order to compensate for relative movement between the rotating first disc 3 and the sleeve 5 which is positioned in a rotationally fixed manner to the housing element 8. The clamping element 6 is positioned between an axial bearing ring 11 and the first limiting element 4 on the sleeve 5.

[0060] Several intermediate discs 13 can be arranged between the first disc 3 and a second disc 12 to adjust the steering wheel angle. These intermediate discs each have an inner collar 14 and an outer collar 15. These point in opposite directions relative to the steering axis.

[0061] The angle of rotation limiter is tensioned by a second limiting element 23 on the housing sleeve 5.

[0062] To simplify the description, only the differences between the embodiments will be discussed below. Figure 9 shows a longitudinal section of another embodiment of a rotation angle limiter 1. A first disc 3, which is connected to the shaft 2 in a rotationally fixed manner (axially freely), is axially limited by a first limiting element 24 on the shaft, with a clamping element 6 positioned between the first disc 3 and the first limiting element 24. The rotation angle limiter is clamped to the shaft 2 by a second limiting element 25, with an axial bearing 26 positioned between the second limiting element 25 to compensate for the relative movement between the shaft 2 and the second disc 12, which is connected to the housing element 8 in a rotationally fixed manner (axially freely).

[0063] Figure 10 shows a longitudinal section of another embodiment of a rotation angle limiter 1. In this case, no clamping element 6 is positioned between the first disc 3 and the first limiting element 24. Instead, a second clamping element 27 is provided between the second limiting element 25 and the axial bearing 26.

[0064] Figure 10 shows a longitudinal section of another embodiment of a rotation angle limiter 1. This embodiment of the rotation angle limiter 1 does not provide any clamping elements 6, 27.

[0065] List of reference symbols

[0066] 1 steering arrangement

[0067] 2 steering shaft

[0068] 3 first slice

[0069] 4 first boundary element

[0070] 5 Housing sleeve

[0071] 6 clamping element

[0072] 7 thrust bearings

[0073] 8 Housing element

[0074] 9 rolling elements

[0075] 10 rolls

[0076] 11 Thrust bearing ring

[0077] 12 second disc

[0078] 13 intermediate discs

[0079] 14 inner cantilever

[0080] 15 outer cantilever

[0081] 16 cage elements

[0082] 17 careers

[0083] 18 first end faces

[0084] 19 first stop elements

[0085] 20 second end faces

[0086] 21 second stop elements

[0087] 22 sliding disc

[0088] 23 second boundary element

[0089] 24 first boundary element

[0090] 25 second boundary element

[0091] 26 thrust bearings

[0092] 27 second clamping element

[0093] A1 Axial travel 1

[0094] A2 Axial travel 2

Claims

Patent claims 1. A rotation angle limiter (1) is a handwheel actuator of a steer-by-wire steering arrangement of a vehicle, wherein the rotation angle limiter (1) is configured to receive a steering shaft (2) mounted so as to be rotatable about a rotation axis and to limit the rotation angle of the steering shaft (2) during its rotation about the rotation axis, wherein the rotation angle limiter (1) comprises the following bearing elements: • a first disc (3) in the form of an annular disk, which is coupled to the steering shaft (2) in a torque-transmitting manner and has a first end face (18) and a second end face (20), wherein the second end face (20) of the first disc (3) has at least one stop element (19) which protrudes in the axial direction from the second end face (20) of the first disc (3), • an axial bearing (7) designed as a rolling bearing with a plurality of rolling elements (9) accommodated in a bearing cage, • a plurality of axially alternating ring-disk-shaped cage elements (16), in each of which at least two rolling elements (9) are rotatably mounted, and ring-disk-shaped intermediate discs (13) which provide the raceways (17) for the rolling elements (9) of the cage elements (16), wherein the intermediate discs (13) each have at least one stop element (19) on their first end faces (18) and each have at least one further stop element (21) on their second end faces (20), and • wherein a first cage element (16) rolls with its rolling elements (9) on the second end face (20) of the first disc (3). • a stop element arranged in the form of a ring disk and having a front surface, wherein a last cage element (16) with its rolling elements (9) on the first end face of the second disc (12), characterized in that • the first disc (3) is axially delimited by a first limiting element (4), wherein a clamping element (6) is positioned between the first disc (3) and the first limiting element (4), wherein the axial bearing (7) is positioned between the first limiting element (4) and the first disc (3) in order to compensate for a relative movement between the rotating first disc (3) and the housing and / or housing element (8).

2. Angle of rotation limiter according to claim 1, wherein the stop elements (19, 21) of the first disc (3) and / or the stop elements (19, 21) of the intermediate discs (13) and / or the stop elements (19, 21) of the second disc (12) are ramp-shaped in the running direction of the rolling elements (9).

3. Angle of rotation limiter (1) according to one of the preceding claims, wherein the stop elements (19,21) are formed monolithically with the first disc (3) and / or the stop elements (19,21) are formed monolithically with the intermediate discs (13) and / or the stop elements (19,21) are formed monolithically with the second disc (12).

4. Angle of rotation limiter according to one of the preceding claims, wherein the raceways (17) formed on the intermediate discs (13) and / or the first disc (3) and / or the second disc (12) for the rolling elements (9) of the cage elements (16) are designed to be flat directly on the surfaces of the respective discs.

5. Angle of rotation limiter according to one of the preceding claims, wherein the housing element (8) is provided as a separately formed housing sleeve (5), 6. Rotation angle limiter (6) according to one of the preceding claims, wherein the first limiting element (4) is formed as part of the housing sleeve (5) or the first limiting element (4) is formed as part of the steering shaft (2).

7. Angle of rotation limiter (6) according to one of the preceding claims, wherein a second limiting element (23) is provided which clamps the angle of rotation limiter against the housing sleeve (5) or the steering shaft (2).

8. Rotation angle limiter (6) according to one of the preceding claims, wherein the second limiting element (23) is formed as part of the second disc (12) or the second limiting element (23) is formed as part of the steering shaft (2).

9. Angle of rotation limiter (6) according to one of the preceding claims, characterized in that the rolling elements (9) of the cage elements (16) are designed as rollers (10).

10. Angle of rotation limiter (6) according to one of the preceding claims, wherein the Rolling elements (9) have an inclined position.

Images