Steering mechanism for a motor vehicle

Abstract

The invention relates to a steering device (1) for a motor vehicle, having a steering wheel carrier axle (3), which is rotatably mounted about its longitudinal axis (2), a spindle drive (4) for longitudinally adjusting the steering wheel carrier axle (3) along its longitudinal axis (2), and a motor (5) for driving the spindle drive (4) in order to longitudinally adjust same, the steering wheel carrier axle (3) having a steering wheel connection (6) for mounting a steering wheel (7) on the steering wheel carrier axle (3) and the motor (5) also being designed to reset a steering deflection exerted onto the steering wheel carrier axle (3) by means of the steering wheel (7).

Description

[0001]

[0002] Steering device for a motor vehicle

[0003] The present invention relates to a steering device for a motor vehicle with a steering wheel support axle rotatably mounted about its longitudinal axis and a spindle drive for longitudinal adjustment of the steering wheel support axle along its longitudinal axis and a motor for driving the spindle drive for longitudinal adjustment, wherein the steering wheel support axle has a steering wheel connection for mounting a steering wheel on the steering wheel support axle.

[0004] Patent specification KR 10-2021-0059982 A is known from the prior art. It discloses an electric steering column with telescopic function for longitudinal adjustment and steering assistance.

[0005] The object of the invention is to improve a device of the type mentioned above in such a way that as few components as possible are required for its design.

[0006] For this purpose, the invention proposes a steering device according to claim 1.

[0007] Starting with a steering device of the type mentioned above, the motor is also designed to return a steering angle applied to the steering wheel support axis by means of the steering wheel. The motor for returning a steering angle applied to the steering wheel support axis by means of the steering wheel can also be called a return motor or a force-feedback motor. In the invention, the motor is thus used to solve at least two tasks. On the one hand, it drives the spindle drive, and on the other hand, it returns the steering angle. This multiple use of the motor eliminates the need for at least one additional motor, thus solving the problem stated at the outset.

[0008] The motor is preferably an electric motor. It could be, for example, an electric axial flux motor or an electric radial flux motor.

[0009] In preferred embodiments, the motor can also be used, for example, to generate resistances and forces on the steering wheel support axis and thus on the steering wheel, simulating certain real-world driving conditions and making them perceptible to the driver. It is conceivable that these forces could make various aspects perceptible, such as changes in driving behavior due to different weather conditions, road surfaces, or the like. Sensors for detecting such boundary conditions, which often change in reality, are known in the prior art and can be used for implementing these preferred embodiments of the invention.

[0010] For the sake of completeness, it should be noted that in the description of this invention, the numerical terms used, such as one, two, three, and the like, generally only describe the minimum quantity of a feature of the steering device according to the invention. Individual features or components of the steering device can, of course, be present in larger numbers. In this sense, for example, the numerical term "one" should be understood as meaning at least one, etc.

[0011] The steering wheel connection of the steering wheel support axle is designed to attach a steering wheel to the steering wheel support axle.

[0012] The steering wheel itself is not necessarily part of the steering system. However, the steering system always has a steering wheel connection on the steering column axle, which is designed for mounting the steering wheel. Of course, it is also possible for the steering wheel to be an integral part of the steering system, for example, if the steering wheel is fixed to the steering wheel connection and thus fixed to the steering column axle. The term "steering wheel" is broadly defined. It can vary greatly in shape. Ultimately, it is the component that the driver grips to make steering movements with the steering system.

[0013] Preferably, the steering device includes a braking device that acts on the steering wheel support axis.

[0014] In preferred embodiments, the braking device is a braking device whose braking effect is adjustable.

[0015] In implementing the invention, a wide variety of known types of braking devices can be used as adjustable braking devices. These adjustable braking devices can be, for example, known disc brakes, drum brakes, or the like. However, particularly preferred embodiments of the invention provide for a magnetorheological braking device. Magnetorheological braking devices have the advantage that, on the one hand, their braking effect can be controlled very precisely. On the other hand, magnetorheological braking devices are known for their ability to react very quickly to a corresponding control signal. Furthermore, they can also provide high braking forces.

[0016] In principle, all magnetorheological braking devices known per se and technically suitable can be used for the invention. The magnetorheological fluid used in the magnetorheological braking devices can be either a liquid, e.g., in the form of oil, or a gas, e.g., in the form of air, each containing suspended magnetizable particles.

[0017] The braking system can generate resistance that the driver of the motor vehicle can feel at the steering wheel. With adjustable braking systems, a wide variety of signals can be made perceptible to the driver at the steering wheel, e.g., the end range of the steering angle, an adjustment of the steering resistance to the current speed of the vehicle, etc.

[0018] The braking device can, by means of the coupling device described below, also act on the spindle drive in preferred embodiments. The spindle drive can be self-locking or non-self-locking.

[0019] In a self-locking spindle drive, the spindle or spindle nut can only be moved longitudinally when it is rotated accordingly. In non-self-locking spindle drives, the spindle or spindle nut can also be rotated by longitudinal compression. Both embodiments of the spindle drive are fundamentally conceivable in the invention.

[0020] For spindle drives, it is generally known that either the spindle or the spindle nut is rotated, while the other component of the spindle drive is stationary. In the invention, the stationary component of the spindle drive is preferably connected to the vehicle body in a rotationally fixed manner, for example, via at least one guide tube. The first and second guide tubes can be telescopically mounted within one another, so that they can be moved telescopically within each other for longitudinal adjustment of the steering mechanism. In particularly preferred embodiments, the spindle of the spindle drive is the rotatable component. Preferably, the invention provides that in the first operating state, which can also be described as longitudinal adjustment, the motor is positively coupled to the coupling device with respect to rotation about a longitudinal axis of the spindle.

[0021] In preferred embodiments of the invention, the longitudinal axis of the spindle can be arranged coaxially with the longitudinal axis of the steering wheel support axis. However, this is not mandatory. Other embodiments are also possible. The spindle drive could also be referred to as a spindle drive.

[0022] In preferred embodiments, the steering device is provided with a coupling device. Particularly preferably, the coupling device can be used to switch between a first operating state and a second operating state of the steering device.

[0023] In preferred embodiments, in a first operating state of the steering device, the motor is coupled to the spindle drive by means of the coupling device, and in a second operating state, it is preferably provided that the motor is coupled to the steering wheel carrier axis by means of the coupling device.

[0024] In preferred embodiments, the coupling device for setting the first operating state and the second operating state has a motorized coupling drive for adjusting a coupling piece of the coupling device.

[0025] The coupling piece could also be referred to as a coupling element or the like. In preferred embodiments, the coupling piece is moved, in particular back and forth, to switch between the first and second operating states.

[0026] In preferred embodiments, the motor is decoupled from the steering wheel carrier axis in the first operating state and decoupled from the spindle drive in the second operating state.

[0027] In the coupled state, the transmission of a rotary motion or, in other words, a torque from the motor, in particular its rotor, to the other component is provided, while in the decoupled state, no such transmission of the rotary motion or, in other words, a torque from the motor to the other component is possible.

[0028] Furthermore, it is preferably provided that the coupling piece is a coupling piece that can be displaced coaxially along the longitudinal axis of the steering wheel carrier axis.

[0029] Preferably, the coupling element comprises a first coupling means for a rotationally fixed connection of the coupling element to the spindle drive in the first operating state and a second coupling means for a rotationally fixed connection of the coupling element to the steering wheel support axle in the second operating state. The first and second coupling means, as well as the third coupling means mentioned below, can each be gear teeth and / or other positive locking elements or frictional locking elements. Advantageously, correspondingly shaped first and second counter-coupling means are provided on the steering wheel support axle and the spindle drive to create a correspondingly rotationally fixed positive connection suitable for torque transmission.In preferred embodiments, the coupling element has third coupling means which interact with third counter-coupling means of the motor, in particular its rotor, to transmit a rotary motion, or in other words, a torque from the motor, in particular its rotor, to the coupling element. The third coupling means and the third counter-coupling means are preferably engaged with each other in both the first and second operating states to transmit the rotary motion, or in other words, the torque. Of course, it is also conceivable that not only positive locking, but also frictional locking or the like, are used as corresponding coupling means and counter-coupling means for a rotationally fixed connection in the respective operating state.

[0030] Particularly preferably, the first and / or second and / or third coupling and counter-coupling means are toothed connections which allow longitudinal displacement of the coupling piece, but ensure the corresponding rotationally fixed engagement and thus the corresponding rotationally fixed connection in the corresponding operating state.

[0031] As already indicated above, in particularly preferred embodiments, the steering mechanism is adjustable in its longitudinal direction in the first operating state. This allows the steering wheel, mounted at the steering wheel connection, to be adjusted towards or away from the handlebars. Specifically, in this context, preferred embodiments of the invention provide that the steering wheel support axis is adjustable in the direction of its longitudinal axis by means of the spindle drive.

[0032] In principle, steering devices according to the invention can also be designed as mechanically operated steering devices. In such cases, the steering movement introduced into the steering wheel support axis via the steering wheel is transmitted purely mechanically to the wheels of the motor vehicle to be steered via a steering linkage or the like, whereby power steering boosters and the like are known and can also be implemented within the scope of the invention.

[0033] Particularly preferred embodiments of the invention provide that the steering system is a steer-by-wire system. Steer-by-wire systems are characterized in that a steering command from a sensor for determining a steering angle is transmitted exclusively electrically via corresponding control units to an electromechanical actuator, whereby the electromechanical actuator then executes the steering command to transmit the steering movement to the wheels of the vehicle. In such systems, there is generally no mechanical connection between the steering wheel and the steered wheels that transmits the steering movement. Particularly in such steer-by-wire steering system variants, the invention has the advantage that the driver of the vehicle can receive targeted, haptic feedback via the adjustable braking system and the steering wheel.Steer-by-wire steering systems could also be described as purely wired steering systems.

[0034] Particularly in such steer-by-wire steering systems, preferred embodiments of the invention provide that the steering system has a sensor for determining the steering angle of the steering wheel support axis about its longitudinal axis. However, corresponding sensors could also be present in principle if it is a purely mechanical steering system.

[0035] Suitable sensors for determining steering angle are known per se. They can pick up the signal directly from and / or be mounted on the steering wheel support axis. Alternatively, they can be mounted on the steering wheel itself or measure its steering angle. Even if the steering angle is measured at the steering wheel, the sensor still serves to determine the steering angle of the steering wheel support axis, since this is rigidly connected to the steering wheel during operation. To save space, preferred variants provide for the motor to be arranged between the steering wheel connection and the spindle drive. The braking device is also preferably arranged between the steering wheel connection and the spindle drive.

[0036] In preferred versions, it may also be provided that the braking device is arranged between the steering wheel connection and the engine.

[0037] Preferably, it may also be provided that in the steering device a rotor of the motor and a rotor of the brake device can be forcibly coupled with respect to their rotation about the longitudinal axis of the steering wheel carrier axis.

[0038] Preferably, the rotor of the motor and the rotor of the brake device are positively coupled with respect to their rotation about the longitudinal axis of the steering wheel carrier axis in the second operating state.

[0039] Further features and details of preferred embodiments of the invention are described below by way of example. These show:

[0040] Figs. 1 and 2 show a schematic side view of a steering device according to the invention in two different positions;

[0041] Fig. 3 shows a longitudinal section through a device according to the invention.

[0042] From an exemplary embodiment of a steering device according to the invention in the first operating state; Fig. 4 shows the area of ​​the clutch device from Fig.

[0043] 3 enlarged;

[0044] Fig. 5 shows the section along the section line AA.

[0045] Fig. 3;

[0046] Fig. 6 shows the section along the section line BB.

[0047] Fig. 3;

[0048] Fig. 7 the steering mechanism of this

[0049] Exemplary embodiment in a longitudinal section in the second operating state;

[0050] Fig. 8 shows the area of ​​the coupling device from Fig.

[0051] 7 enlarged;

[0052] Fig. 9 shows the section along the section line CC.

[0053] Fig. 7;

[0054] Fig. 10 shows the section along the section line DD.

[0055] Fig. 7;

[0056] Fig. 11 shows the section along the section line EE.

[0057] Fig. 7;

[0058] Fig. 12 shows the section along the section line FF.

[0059] Fig. 7.

[0060] Figures 1 and 2 show side views of a steering device 1 according to the invention, wherein a steering wheel 7 is attached to the steering wheel connection 6 of the steering device 1. The spindle drive 4 connects the body 20 of the motor vehicle to the housing 18 of the steering device 1 and thus ultimately also to the steering wheel 7. In an embodiment not shown, it is conceivable that a device for adjusting the height of the steering wheel 7 is integrated into the steering device 1. The steering wheel 7 can be designed differently as an additional part and be attached to the steering wheel connection 6 in an interchangeable manner. The steering wheel 7 can, of course, also be part of the steering device 1 according to the invention. In this case, in particular, the steering wheel 7 can then also be fixed to the steering wheel connection 6. The steering device 1 of this embodiment is a steer-by-wire steering device.The steering angle of the steering wheel 7, determined by means of sensor 12, corresponds to the steering angle of the steering wheel support axis 3 about its longitudinal axis 2. This steering angle, determined in this way, is used in steer-by-wire steering systems 1, in a manner known per se, to generate the corresponding steering angle of the vehicle's wheels. All of this is known per se and requires no further explanation.

[0061] For the sake of completeness, it should be noted again that steering devices 1 according to the invention do not necessarily have to be steer-by-wire steering devices. They can also be steering devices 1 designed according to the invention which transmit the steering angle of the steering wheel 7 purely mechanically to the wheels of the motor vehicle to be steered.

[0062] Fig. 1 shows a collapsed position, which can be achieved, for example, after a corresponding length adjustment of the steering device 1. The length adjustment can also be referred to as longitudinal adjustment.

[0063] Fig. 2 shows the steering device 1 in an extended position, in which the steering wheel 7 extends relatively far into the motor vehicle, which is not shown in detail here.

[0064] Figure 3 shows a longitudinal section through an exemplary embodiment of how such a steering device 1 can be designed according to the invention. It is a steering device 1 for a motor vehicle with a steering wheel support axle 3 rotatably mounted about its longitudinal axis 2 and a spindle drive 4. The steering wheel support axle 3 has the steering wheel connection 6, on which the steering wheel 7 is already mounted in this exemplary embodiment.

[0065] According to the invention, the steering device 1 is characterized in that the motor 5 is designed to drive the spindle drive 4 for length adjustment and also to return a steering deflection exerted on the steering wheel support axis 3 by means of the steering wheel 7.

[0066] The spindle drive 4 used in this embodiment comprises the spindle 22, the spindle nut 29, the first guide tube 26, and the second guide tube 27. The rotatably mounted part of the spindle drive 4 in this embodiment is the spindle 22. The spindle nut 29 is fixed to the first guide tube 26 and thus to the body 20. The second guide tube 27, in which the spindle 22 is rotatably mounted, is telescopically extendable relative to the first guide tube 26 and fixed to it in a rotationally fixed manner.

[0067] When the spindle 22 is moved longitudinally along its longitudinal axis 2, a telescopic relative movement occurs between the body-fixed first guide tube 26 and the second guide tube 27. As already explained at the beginning, this can be used for longitudinal adjustment of the steering wheel support axis 3 and thus of the steering wheel 7.

[0068] In a preferred embodiment, such as the one shown here in Figures 3 to 12, the steering device 1 has a coupling device 9, which will be described in detail below, with which the first and second operating states can be set. In the first operating state, the motor 5 drives the spindle drive 4 for longitudinal adjustment. In the second operating state, the motor 5 serves to return the steering angle of the steering wheel support axis 3 about its longitudinal axis 2 and thus to return the steering angle of the steering wheel 7.

[0069] Figures 3 and 6 clearly show that in both the first and second operating states, the brake device 8 is arranged between the steering wheel connection 6 and the motor 5. In this preferred embodiment, as well as in other preferred embodiments, the brake device 8 and the motor 5 are located between the steering wheel connection 6 and the spindle drive 4.

[0070] In the embodiment shown here, the braking device 8 is a braking device with adjustable braking effect. In this embodiment, this braking device 8, with adjustable braking effect, is designed as a magnetorheological braking device 8. It comprises the rotor 23 and a stator 25. The stator 25 of the braking device 8 is fixed in position and thus also rotationally fixed within the housing 18.

[0071] The magnetorheological braking device 8 of this exemplary embodiment has an electromagnet 19 that is fixedly mounted in the stator 25, which is advantageous with regard to the power supply of the electromagnet 19, which is not shown in detail here but is known per se. Between the stator 25 and the electromagnet 19 on the one hand and the rotor 23 of the magnetorheological braking device 8 on the other hand, there is a free space 32, in a manner known per se, in which the electromagnetic fluid, which is not explicitly shown here, is located.

[0072] By appropriately energizing the electromagnet 19, the viscosity of this magnetorheological fluid in the free space 32 can be varied in a manner known per se, thereby making the braking effect of this braking device 8 adjustable. Magnetorheological braking devices 8 have, as explained above, the advantage that their braking effect can be adjusted very quickly and very precisely by appropriately energizing the electromagnet 19. As explained above, however, another type of braking device 8, with a correspondingly adjustable braking effect, could also be used in steering devices 1 according to the invention. These could be, for example, disc brakes or drum brakes, as are also known per se.

[0073] The coupling device 9 implemented here in this exemplary embodiment will now be explained in detail with reference to Figures 4 and 8.

[0074] Figures 4 and 8 each show an enlarged view of the coupling device 9.

[0075] In Fig. 4, this coupling device 9, as in Fig. 3, is in the first operating state, in which the spindle drive 4 is coupled to the motor 5 for longitudinal adjustment by means of the coupling device 9 and the motor 5 is decoupled from the steering wheel carrier axis 3.

[0076] For coupling between motor 5 and spindle drive 4, or more precisely its spindle 22, the coupling piece 11 of the coupling device 9 engages with its first coupling means 30 in a rotationally fixed manner with the first counter-coupling means 13 of the spindle 22 in the first operating state. Additionally, motor 5, or more precisely its rotor 24, engages with its third counter-coupling means 34 in a rotationally fixed manner with the third coupling means 33 of the coupling piece 11. The rotationally fixed connection between motor 5, or rather its rotor 24, and the coupling piece 11 by means of the third coupling means 33 and the third counter-coupling means 34 is present in both the first and the second operating states. Fig.However, it is also clearly evident from figure 4 that the coupling piece 11 and the steering wheel carrier axle 3 are decoupled in this first operating state, since the second coupling means 31 of the coupling piece 11 and the second counter-coupling means 14 of the steering wheel carrier axle 3 are not in engagement with each other in this first operating state.

[0077] All coupling means 30, 31, and 33 mentioned, as well as counter-coupling means 13, 14, and 34, can be designed as toothed connections, as other positive locking elements, or as frictional locking elements. They are preferably designed, as in this exemplary embodiment, such that they allow displacement of the coupling piece 11 in the direction of the longitudinal axis 2 for adjustment between the first operating state and the second operating state. The coupling drive 10 is provided for moving the coupling piece 11 back and forth between the aforementioned positions in the aforementioned operating states; this drive can be designed as a linear drive of a type known per se, in particular a motorized one.

[0078] Figure 5 shows the section along section line AA from Figure 3, and thus the first operating state. It shows a section through the stator 28 of the motor 5. Inside the housing 18 are the cores 16 and the coils 15, which are known for corresponding electric motors. The steering wheel support shaft 3 is also shown in Figure 5. The second counter-coupling element 14 is arranged inside the steering wheel support shaft 3, or rather on the inside of the steering wheel support shaft 3. The second counter-coupling element 14 is designed here as a toothed section. The coupling piece 11 is not visible here, as it is not present in this section in the first operating state.

[0079] Fig. 6 shows section BB from Fig. 3 of the steering device 1 in the first operating state, which is intended for longitudinal adjustment. The second guide tube 27 is visible. A gap 17 is arranged in the second guide tube 27, and the spindle 22 is located within the gap 17. The spindle 22 is in rotationally fixed engagement with the coupling piece 11 located further inside via the first coupling element 30 and the first counter-coupling element 13. In the first operating state shown in Fig. 6, the first coupling element 30 forms a positive-locking and rotationally fixed connection with the first counter-coupling element 13. This makes it possible, as can be seen in Fig. 6, for longitudinal adjustment to the spindle drive 4 by means of the coupling device 9, in particular by means of the coupling piece 11 and the first coupling element 13 as well as the first counter-coupling element 30.

[0080] As already explained, Figures 7 to 12 show the second operating state. This is particularly evident in the enlarged view of the area of ​​the coupling device 9 in Figure 8.

[0081] Fig. 8 depicts the second operating state of the coupling device 9, which can also be referred to as the reset state. Fig. 8 illustrates that in the second operating state, the motor 5 is coupled to the steering wheel support axle 3 by means of the coupling device 9 and the motor 5 is decoupled from the spindle drive 4. In preferred embodiments, as also shown in Fig. 8, the second coupling means 31 arranged on the coupling piece 11 and the second counter-coupling means 14 arranged on the steering wheel support axle 3 can form a positive engagement to couple the motor 5 to the steering wheel support axle 3 accordingly by means of the coupling piece 11. Fig. 8 also shows that in this second operating state, the first coupling means 30 and the first counter-coupling means 13 are separated from each other, thus decoupling the motor 5 from the spindle 22 and therefore from the spindle drive 4.

[0082] Figure 9 shows the section along section line CC from Figure 7, and thus the second operating state. It shows a section through the stator 25 and the rotor 23 of the braking device 8, which is designed here as a magnetorheological braking device. The magnetorheological fluid, not shown in detail here, is located in the free space 32. The electromagnet 19 can generate a magnetic field of the currently desired strength in the region of the free space 32 in order to reduce the viscosity of the magnetorheological fluid accordingly.

[0083] Fig. 10 shows the section along section line DD from Fig. 7 and thus the position of the coupling piece 11, which, in the second operating state, couples the motor 5 to the longitudinal beam axis 3. Inside the housing 18 are the cores 16 and the coils 15, which are known for corresponding electric motors. Inside this, the steering wheel support axis 3 and, within it, the coupling piece 11 are visible. The coupling piece 11 is positively coupled to the steering wheel support axis 3 via the second coupling element 31, which is located on the coupling piece 11, and to the second counter-coupling element 14, which is located on the steering wheel support axis 3. The second coupling element 31 and the second counter-coupling element 14 are each designed as toothed connections and thus form a rotationally fixed connection and interact positively. Fig. Figure 11 shows the section along the section line EE from Fig. 7. Here, essentially, the housing 18 is visible.The rotor 24 of the motor 5 is also shown. Fig. 11 also shows the coupling piece 11 mounted inside the rotor 24. The rotationally fixed connection between the rotor 24 and the coupling piece 11 is achieved via the third coupling means 33 and the third counter-coupling means 34.

[0084] Fig. 12 shows section FF from Fig. 7 of the steering device 1 in the second operating state. The second guide tube 27 is visible. The gap 17 is arranged in the second guide tube 27, followed by the spindle 22. The coupling piece 11 is not visible in Fig. 12, as in the second operating state it couples the motor 5 to the steering wheel support axle 3 but not to the spindle 22. The spindle drive 4, in particular the spindle 22, is equipped with the first counter-coupling means 13, which is not engaged in this second operating state.

[0085] In short, in the first operating state according to Figures 3 to 6, the coupling device 9, and thus the coupling piece 11, couples the motor 5 to the spindle drive 4 and decouples it from the steering wheel support axis 3 and thus from the steering wheel 7. This first operating state is used for longitudinal adjustment of the steering device 1 without the steering wheel 7 rotating. Furthermore, it is conceivable that the braking device 8 can simultaneously brake the steering wheel 7 in the first operating state. In the second operating state according to Figures 7 to 12, the braking device 8 and the motor 5 are coupled to the steering wheel support axis 3, and thus to the steering wheel 7, with respect to rotation of the steering wheel support axis 3 about its longitudinal axis 2, while the spindle drive 4 is decoupled from the motor 5. This second operating state is used for steering the vehicle.

[0086] Finally, it should be noted that in the exemplary embodiment shown here, the steering wheel support axle 3 is rotatably mounted in the housing 18 by means of rotary bearings 21 and the spindle 22 is rotatably mounted in the second guide tube 27 by means of rotary bearings 21, as can be seen in the corresponding figures.

[0087] Legend for the reference number:

[0088] Steering device 31 Second coupling device

[0089] Longitudinal axis 32 Free space

[0090] Steering wheel carrier axle 33 Third coupling means

[0091] Spindle drive 34 Third counter-coupling device

[0092] Motor

[0093] steering wheel connection

[0094] steering wheel

[0095] Braking system

[0096] Clutch assembly

[0097] Clutch drive

[0098] Coupling piece

[0099] sensor

[0100] First counter-coupling agent

[0101] Second counter-coupling agent

[0102] Sink

[0103] core

[0104] gap

[0105] Housing

[0106] Electromagnet

[0107] body

[0108] pivot bearing

[0109] spindle

[0110] rotor

[0111] rotor

[0112] stator

[0113] First guide tube

[0114] Second guide tube

[0115] stator

[0116] Spindle nut

[0117] First coupling agent

Claims

Patent claims 1. Steering device (1) for a motor vehicle with a steering wheel support axle (3) rotatably mounted about its longitudinal axis (2) and a spindle drive (4) for longitudinal adjustment of the steering wheel support axle (3) along its longitudinal axis (2) and a motor (5) for driving the spindle drive (4) for longitudinal adjustment, wherein the steering wheel support axle (3) has a steering wheel connection (6) for mounting a steering wheel (7) on the steering wheel support axle. (3) features, characterized in that the motor (5) is also designed to return a steering deflection applied to the steering wheel support axis (3) by means of the steering wheel (7).

2. Steering device (1) according to claim 1, wherein the steering device (1) has a braking device (8) acting on the steering wheel support axis (3).

3. Steering device (1) according to claim 2, wherein the braking device (8) is a braking device (8) whose braking effect is adjustable.

4. Steering device (1) according to claim 2 or 3, wherein the braking device (8) is a magnetorheological braking device (8).

5. Steering device (1) according to claims 1 to 4, wherein the Steering device (1) has a coupling device (9) .

6. Steering device (1) according to claim 5, wherein the motor (5) is coupled to the spindle drive (4) in a first operating state by means of the coupling device (9) and the motor (5) is coupled to the steering wheel carrier axle (3) in a second operating state by means of the coupling device (9).

7. Steering device (1) according to claim 6, wherein the clutch device (9) for adjusting the first operating state and the second operating state has a motorized clutch drive (9) for adjusting a clutch piece (11) of the clutch device (9).

8. Steering device (1) according to claims 6 and 7, wherein the motor (5) is decoupled from the steering wheel carrier axis (3) in the first operating state and the motor (5) is decoupled from the spindle drive (4) in the second operating state.

9. Steering device (1) according to claim 7 or 8, wherein the coupling piece (11) is coaxial along the longitudinal axis (2) the steering wheel carrier axle (3) is a sliding coupling piece (11).

10. Steering device (1) according to one of claims 1 to 9, wherein the steering device (1) has a sensor (12) for determining a steering angle of the steering wheel support axis (3) about its longitudinal axis (2).

11. Steering device (1) according to any one of claims 1 to 10, wherein the steering device (1) is a steer-by-wire steering device (1).

12. Steering device (1) according to one of claims 1 to 11, wherein the motor (5) is arranged between the steering wheel connection (6) and the spindle drive (4).

13. Steering device (1) according to one of claims 2 to 12, wherein the braking device (8) is arranged between the steering wheel connection (6) and the motor (5).

14. Steering device (1) according to one of claims 2 to 13, wherein a rotor (24) of the motor (5) and a rotor (23) of the brake device (8) are forcibly coupled with respect to their rotation about the longitudinal axis (2) of the steering wheel carrier axis (3).

15. Steering device (1) according to claim 14, wherein the rotor (24) of the motor (5) and the rotor (23) of the brake device (8) are positively coupled with respect to their rotation about the longitudinal axis (2) of the steering wheel carrier axis (3) in the second operating state.

Images