阅读说明：本技术 用于机动车辆的转向柱 (Steering column for a motor vehicle ) 是由 罗伯特·加莱尔 于 2019-08-23 设计创作，主要内容包括：本发明涉及一种用于机动车辆的转向柱,该转向柱包括转向轴(2)和阻尼装置(1),转向轴以能够绕纵向轴线(8)旋转的方式安装在外转向柱(33)中,其中,所述阻尼装置包括相对于外转向柱(33)固定的元件(4)和旋转地联接至转向轴(2)的可旋转元件(3),其中,可旋转元件(3)可以相对于固定元件(4)绕旋转轴线(7)旋转,并且其中,在可旋转元件与固定元件(3、4)之间布置有阻尼流体(6)。本发明的目的是使用简单的设计为所述转向柱提供转向轴在转向系统中的可靠阻尼。根据本发明,该目的以以下方式实现：可旋转元件(3)设置有至少两个面(20),所述面与旋转轴线(7)平行、与阻尼流体(6)接触并且布置成同轴地间隔开。(The invention relates to a steering column for a motor vehicle, comprising a steering shaft (2) which is mounted in an outer steering column (33) in a rotatable manner about a longitudinal axis (8), and a damping device (1), wherein the damping device comprises an element (4) which is fixed relative to the outer steering column (33) and a rotatable element (3) which is rotationally coupled to the steering shaft (2), wherein the rotatable element (3) is rotatable relative to the fixed element (4) about a rotational axis (7), and wherein a damping fluid (6) is arranged between the rotatable element and the fixed element (3, 4). The object of the invention is to provide a reliable damping of the steering shaft in the steering system for the steering column with a simple design. According to the invention, this object is achieved in the following manner: the rotatable element (3) is provided with at least two faces (20) parallel to the axis of rotation (7), in contact with the damping fluid (6) and arranged coaxially spaced apart.)

1. A steering column for a motor vehicle, the steering column having: a steering shaft (2), the steering shaft (2) being mounted in a steering column tube (33) in a manner rotatable about a longitudinal axis (8); and a damping device (1), wherein the damping device (1) has an element (4) which is fixed relative to the steering column tube (33) and a rotatable element (3) which is rotationally coupled to the steering shaft (2), wherein the rotatable element (3) is rotatable relative to the fixed element (4) about an axis of rotation (7), and wherein a damping fluid (6) is arranged between the rotatable element (3) and the fixed element (4), characterized in that the rotatable element (3) is provided with at least two surfaces (20), which surfaces (20) are parallel to the axis of rotation (7), are in contact with the damping fluid (6) and are arranged coaxially spaced apart from each other.

2. Steering column according to claim 1, characterized in that the rotatable element (3) has two or more hollow cylindrical elements (9) arranged concentrically and spaced apart from each other.

3. Steering column according to claim 2, characterized in that the fixing element (4) has two or more hollow cylindrical elements (10) arranged concentrically and spaced apart from each other, wherein the respective hollow cylindrical elements (9, 10) have a diameter (11) allowing a movement of the respective hollow cylindrical elements (9, 10) in engagement with each other.

4. Steering column according to claim 2 or 3, characterized in that all of the hollow cylindrical elements (10) of the fixed element (4) and all of the hollow cylindrical elements (9) of the rotatable element (3) are each configured to be connected to each other at an axial end (12).

5. Steering column according to one of the preceding claims, characterized in that the rotatable element (3) and the stationary element (4) have the same effective axial length (17).

6. Steering column according to one of the preceding claims, characterized in that the length (44) of the innermost surface (42) of the rotatable element (3) corresponds to the length (44) of the outermost surface (43) of the stationary element, said lengths being parallel to the rotation axis (7).

7. Steering column according to one of claims 2 to 6, characterized in that the distances (A) of the hollow cylindrical elements (9, 10) from the fixed element (4) to the rotatable element (3) perpendicular to the longitudinal axes of the hollow cylindrical elements (9, 10) are unequal, in particular smaller than the distance (B) between the free axial ends (18) of the hollow cylindrical elements (9, 10) and the annular discs (13, 14) each axially opposite said end.

8. Steering column according to one of the preceding claims, characterized in that the rotatable element (3) and the stationary element (4) are configured in a manner surrounding the steering shaft (2).

9. Steering column according to one of the preceding claims, characterized in that the damping fluid (6) is silicone oil.

10. Steering column according to one of the preceding claims, characterized in that a transmission (19) is arranged between the steering shaft (2) and the rotatable element (3).

Technical Field

The invention relates to a steering column for a motor vehicle, having: a steering shaft mounted in the steering column tube in a rotatable manner about a longitudinal axis; and a damping device, wherein the damping device has an element which is fixed relative to the steering column tube and a rotatable element which is rotationally connected to the steering shaft, wherein the rotatable element is rotatable relative to the fixed element about an axis of rotation, and wherein a damping fluid is arranged between the rotatable element and the fixed element.

Background

Such an arrangement is known in particular in the case of a steer-by-wire system. In a steering system called a steer-by-wire system, the wheels are not steered by mechanical coupling of the wheels with a steering shaft and with a steering wheel connected to the steering shaft. Instead, the steering lock and the steering speed of the steering wheel are determined by sensors and transmitted by corresponding electrical signals to steering actuators that trigger the steering of the wheels. Thus, although the vehicle still continues to be manually controllable, the vehicle driver no longer has a realistic steering feel and driving feel due to the lack of mechanical steering resistance which is dependent in particular on the steering angle and the steering speed. In order to obtain a corresponding steering feel for the vehicle driver and thus to make the control of the vehicle driver safer, it is known from the prior art to dampen the steering movement via a damping device coupled to the steering shaft. Thus generating a steering resistance corresponding to the current steering condition.

DE 102008011859 a1 discloses a damping device in which an electric motor is coupled to a steering shaft. The electric motor is used here in generator mode and has a resistance which can be adjusted via a bridge circuit. The damping torque can thus be set by selection of the bridge circuit or by the rotational speed of the electric motor.

Disadvantages of this solution include a relatively complex design and associated poor operational reliability.

Disclosure of Invention

It is therefore an object of the present invention to provide a damping system which allows an operationally reliable damping of a steering shaft in a steering system with a simple design.

This object is achieved by the features of claim 1. Advantageous developments are presented in the dependent claims. This object is achieved by a steering column for a motor vehicle, having: a steering shaft mounted in the steering column tube in a rotatable manner about a longitudinal axis; and a damping device, wherein the damping device has an element fixed relative to the steering column tube and a rotatable element rotationally coupled to the steering shaft, wherein the rotatable element is rotatable relative to the fixed element about an axis of rotation, and wherein a damping fluid is arranged between the rotatable element and the fixed element. According to the invention, the rotatable element is provided with at least two parallel surfaces with respect to the axis of rotation, which surfaces are in contact with the damping fluid and are arranged coaxially spaced apart from each other.

A steering column with viscous damping made with a damping device according to the invention is considered satisfactory by the driver here and at the same time low wear and low maintenance. Here, the damping takes place by means of forces which are directed counter to the rotation and which are caused by the shear stress of the damping fluid. The damping force is proportional to the shear stress, which in turn is proportional or super-proportional (squared) to the velocity of motion of the surface with which the damping fluid is in contact. Thus, the damping is proportional or super-proportional (squared) with respect to the rotational speed of the steering shaft. This means that the rotary damper according to the invention has a stronger damping effect in the case of a fast steering movement than in the case of a slow steering speed, and this corresponds to a real reaction of the wheels due to the inertia of the wheels, and thus makes the steering feel closer to reality. In addition, the damping is fed directly back to the steering shaft and steering wheel. The design of the surface of the rotatable element which is in contact with the damping fluid and which is parallel to the axis of rotation allows to transmit an increased rotational speed to the damping fluid compared to other embodiments, thus resulting in an improved damping with a comparable space utilization. The parallel surfaces are parallel to each other in the circumferential direction; the surfaces are thus preferably constantly spaced apart from each other, wherein at least one surface at least partially surrounds the other surface. The parallel arrangement of the surfaces in contact with the damping fluid with respect to the axis of rotation is also understood to mean deviations of up to ± 10 ° with respect to an ideal parallel arrangement. It can therefore also be said that the surface of the rotatable element is at an angle to the axis of rotation, wherein this angle is less than or equal to 10 °. Thus, the surface may in this respect be configured at an angle to the axis of rotation without departing from the scope of the invention. Such an angular arrangement may be necessary, for example, to be able to provide a removal taper and thus to be able to safely remove the rotatable element from the tool.

In an advantageous development, the axis of rotation of the rotatable element is arranged parallel to the longitudinal axis of the steering shaft. The axis of rotation may preferably be at a distance from the longitudinal axis greater than zero, and thus the axis of rotation is arranged truly parallel to the longitudinal axis. Alternatively, the distance between the axis of rotation and the longitudinal axis may be zero, and thus the axes are parallel and coincident with each other. In other words, the rotation axis and the longitudinal axis coincide; the axes are thus coaxial with respect to each other.

In a preferred embodiment, the rotatable element has two or more hollow cylindrical elements arranged concentrically and spaced apart from each other. The damping of the damping fluid is also proportional to the surface on which the damping acts. By means of the hollow cylindrical design of the rotatable element, the damping surface of the damping fluid corresponding to the respective cylinder lateral surface is advantageously increased — the cylinder lateral surface with sufficient longitudinal extension is significantly larger than the corresponding cylinder base surface. Since the circumferential velocity averaged over the respective cylinder lateral surface is significantly greater than the corresponding averaged circumferential velocity over the cylinder base surface at the same rotational speed, the shear stress also increases. The damping effect is thus significantly improved overall.

In a development of the invention, it can be provided that the securing element also has two or more hollow cylindrical elements arranged concentrically and spaced apart from one another, wherein the respective hollow cylindrical elements have a diameter which allows a movement of the respective hollow cylindrical elements into engagement with one another. The damping fluid is therefore very advantageously arranged in the same hollow-cylindrical intermediate space between the engaging elements. This allows a particularly effective damping, since the shearing of the damping fluid can take place on two longitudinal sides of the intermediate space each, which are parallel to the axis of rotation. The first shearing action occurs with respect to the rotating element and the second shearing action occurs with respect to the stationary element, wherein the two shearing actions act in opposite directions as a result of the movement of the rotatable element with respect to the stationary element.

Furthermore, it is provided that all of the hollow cylindrical elements of the fixed element and all of the hollow cylindrical elements of the rotatable element are each configured to be connected to one another at an axial end, in particular each by means of annular discs each having a central passage opening for the steering shaft. This allows an effective sealing of the damping fluid and a uniform rotational movement of the rotary element about the axis.

In a development of the invention, it is also provided that the rotatable element and the stationary element have the same effective axial length, which allows an efficient use of space and a corresponding manufacture of the elements and facilitates sealing.

According to a further embodiment of the invention, the length of the innermost surface of the rotatable element corresponds to the length of the outermost surface of the stationary element, which lengths are parallel to the axis of rotation, so that the axial ends of the rotary damper according to the invention are configured as ring-shaped and facilitate sealing of the damping fluid.

Also according to the invention, the distance of the hollow cylindrical element from the fixed element to the rotatable element, perpendicular to the longitudinal axis of the hollow cylindrical element, is unequal, in particular smaller than the distance between the free axial ends of the hollow cylindrical element and the annular discs, each axially opposite said end. This achieves a certain damping effect of the movement of the damping fluid, which is advantageous, for example, in the case of rapid steering movements and direction changes and also in respect of possible heating of the damping fluid.

In a further embodiment, the rotatable element and the stationary element are configured in such a way as to surround the steering shaft, which in turn means a space saving. In this embodiment, the steering shaft and the rotatable element are very advantageously coupled directly to each other.

It is also provided that the rotational axis of the rotatable element coincides with the steering shaft axis, which in turn allows a direct coupling of the two rotational movements.

According to the invention, it is also provided that the damping fluid is silicone oil. Since the viscosity is substantially independent of the temperature in the relevant region, damping which is hardly affected by the resulting frictional heat is achieved. In addition, silicone oil has the advantage of being non-toxic.

Also according to the invention, a transmission is arranged between the steering shaft and the rotatable element. The gear is preferably designed as a toothed gear, bevel gear, friction gear or wrap-around gear, particularly preferably as a belt gear, for example a toothed belt gear. This advantageously increases the structural clearance. Furthermore, it is possible to vary the rotation amplitude and prevent a direct coupling between the rotary damper and the steering shaft. Preferably, the transmission ratio of the transmission is selected such that the rotation of the steering shaft is accelerated and thus the rotatable element is rotated more than one full revolution during one full revolution of the steering shaft. The transmission ratio is preferably less than 0.8, particularly preferably less than 0.5. Such a transmission makes it possible to further improve the damping performance.

The steering column tube is preferably capable of being connected directly or indirectly to the motor vehicle.

The steering column tube is preferably accommodated in a displaceable manner in an outer steering column tube, wherein the outer steering column tube is supported by a bracket that can be connected to the vehicle. The steering column tube is preferably adjustable relative to the bracket. In one embodiment, the adjustment may be performed manually. In an alternative variant embodiment, the adjustment is performed by means of at least one motorized adjustment drive.

Drawings

The invention will now be described with reference to the following drawings, in which:

FIG. 1 shows a schematic diagram of a steer-by-wire system;

FIG. 2 shows an electrically adjustable steering column;

FIG. 3 shows a detail, partially illustrated in cross section, of the steering column illustrated in FIG. 2 with a damping device;

figure 4 shows a diagrammatic representation of the elements of the damping device according to the invention;

fig. 5 shows a cross section of the steering column according to fig. 2;

fig. 6 shows a detail of a cross section of the steering column according to fig. 5 in the region of the damping device;

fig. 7 shows a detail of the rotary damper according to the invention according to fig. 6;

FIG. 8 shows a steering column in a second variant embodiment with a passive feedback actuator;

FIG. 9 shows the passive feedback actuator from FIG. 8 in a partially exploded view;

fig. 10 shows a steering column in a third variant embodiment, in which the damping device is coupled to the steering shaft by an interconnection of gearing;

fig. 11 shows a steering column in another variant embodiment, in which the damping device is coupled to the steering shaft by an interconnection of gearing.

Detailed Description

Fig. 1 shows a schematic view of a steer-by-wire system. The steer-by-wire system includes an input unit 24, the input unit 24 being connected to an electric power steering driver 26 via an electric wire 25. The input unit 24 has a feedback actuator 23, wherein the steering shaft 2 is attached to a rear end portion of the feedback actuator 23 with respect to a traveling direction of the steering handle 22 configured as a steering wheel. The feedback actuator 23 serves to feed in a feedback torque through the steering actuator acting on the steering shaft 2. The corresponding feedback signal is generated as a function of driving performance, such as lane composition, steering wheel lock or driving speed, wherein the present invention is intended to generate realistic driving sensations for the driver.

The steering drive 26 comprises a servomotor 27, which servomotor 27 introduces a steering actuation torque into a steering gear 28. The steering actuation torque is converted at the steering gear 28 via the pinion 29 and the rack 30 into a translational movement of the tie rod 31, thus causing a steering lock of the steered wheels 32.

Fig. 2 shows an electrically adjustable steering column. Within the steering column tube 33, which is arranged partially in the outer steering column tube 38 and can also be referred to as inner steering column tube 33, the steering shaft 2 is mounted in a rotatable manner, which can be connected in the direction of the illustrated steering shaft end 36 to the steering wheel 22, not illustrated, and thus a steering movement or a rotational movement can be introduced into the steering shaft 2 as a steering torque by means of the steering wheel 22. The distance of the driver's seat from the steering wheel 22 can be adjusted via a change in the steering column tube effective length 37 caused by inserting the steering column tube 33 into the outer steering column tube 38 or removing the steering column tube 33 from the outer steering column tube 38. For this purpose, the motorized adjustment drive 34, which is connected to the outer guide 38, is configured to be movable along the threaded rod 35. Furthermore, the outer steering column 38 is pivotably held on the support unit 300, wherein the outer steering column 38 together with the steering column 33 and the steering shaft 2 can be pivoted about a pivot axis 301 relative to the support unit 300. This pivoting takes place by means of a further electrically adjustable drive 341. The support unit 300 comprises a fastening structure 302 for coupling the support unit to a not shown motor vehicle. The support unit 300 may also be referred to as a cradle.

Fig. 3 shows a detail, partially illustrated in cross section, of a steering column with a damping device 1 as illustrated in fig. 2, the damping device 1 also being referred to as a rotary damper. The rotational damper has a rotatable element 3 and a stationary element 4, wherein, in the illustrated embodiment, the rotatable element 3 surrounds the steering shaft 2 and is connected to the steering shaft 2 for rotation with the steering shaft 2. Such a connection between the rotatable element 3 and the steering shaft 2 can be made in a force-fitting and/or form-fitting and/or substance-to-substance manner. Rotation of the steering shaft 2 thus causes rotation of the rotatable element 3. In this embodiment, the fixing element 4 is connected to the steering column 33 and is coupled to the steering column 33 in a torque-locked manner, so that the fixing element 4 is held in the steering column 33 in a non-rotatable manner. This connection between the fastening element 4 and the steering column 33 can also be made in a force-fitting and/or form-fitting manner and/or in a bonded substance-to-substance manner. In the illustrated embodiment, the rotatable element 3 and the stationary element 4 are configured to engage each other, wherein the elements are at a distance from each other. A damping fluid 6 is provided between the respective opposing surfaces of the two elements 3, 4. The rotation of the rotatable element 3 causes a rotational movement of the respective adjacent fluid layer of the damping fluid 6 via a shearing action. The relative movement of those layers of the damping fluid 6 adjacent to the fixed element 4 causes a further shearing action directed opposite to the first shearing force. Both shearing actions cause a force directed opposite to the rotation of the rotating element 3, which force is synonymous with damping. By the coupling of the steering shaft 2 and the rotatable element 3, the damping likewise damps the rotation of the steering shaft 2 about the steering shaft axis 8 and, as a result, the driver also experiences a corresponding reaction force at the steering wheel 22 coupled to the steering shaft 2. The surfaces 20 of the rotatable element 3, which are parallel to the axis of rotation 7 and in contact with the damping fluid 6, are arranged in such a way that the surfaces 20 are opposite to each other along a surface normal 21. According to the invention, the rotatable element 3 is provided with at least two parallel surfaces 20 with respect to the axis of rotation 7, which surfaces are in contact with the damping fluid 6 and are coaxially spaced apart from each other. The damping fluid 6 is thus guided between the coaxial cylindrical rotating surfaces. In the embodiment shown, the fixed element 4 and the rotatable element 3 are each constituted by coaxial hollow cylindrical elements 10, 9, and therefore the surfaces 20 of the rotatable element 3 correspond to the lateral surfaces of the hollow cylindrical element 9, which are parallel to the axis of rotation 7 and are in contact with the damping fluid 6. The hollow cylindrical elements 9 of the rotatable element 3 are each configured to be connected at an axial end 12 by means of an annular disc 14. Similarly, the hollow cylindrical elements 10 of the fixation element are each configured to be connected at an axial end 12 by means of a further annular disc 13. By means of the equivalent axial length 17 of the hollow cylindrical elements 9, 10, the fixed element 4 and the rotatable element 3 are constructed in a mirror-inverted manner, except for a radial offset. The hollow cylindrical elements 9, 10 of the stationary element 4 and the rotatable element 3 are arranged in a manner alternating radially outwards from the axis of rotation 7.

Fig. 4 shows a representation of the elements of the damping device according to the embodiment illustrated in fig. 3, wherein the rotatable element 3 and the stationary element 4 are pulled apart. The equivalent design of the rotatable element 3 and the stationary element 4 from the coaxial hollow cylindrical elements 9, 10 can be easily seen. The diameter 11 of the hollow cylindrical elements 9, 10 allows an engaging movement of the respective hollow cylindrical elements 9, 10 in an operational readiness of the rotary damper, i.e. when the rotatable element 3 and the stationary element 4 according to fig. 3 are joined together according to the invention. According to the invention, the diameter 11 of the innermost hollow cylinder 9 of the rotatable element 3 is smaller than the diameter 11 of the innermost hollow cylinder 10 of the stationary element 4. The fixed element 4 and the rotatable element 3 each have a passage opening 15, 16 for the passage of the steering shaft 2 or, in the case of the embodiment in which the axis of rotation 7 is parallel to the longitudinal axis 8 of the steering shaft 2, a passage opening 15, 16 for the passage of the axis of rotation 45. The diameter 11 of the outermost hollow cylindrical element 10 of the fixed element 4 is similarly larger than the diameter 11 of the outermost hollow cylindrical element 9 of the rotatable element 3. The hollow cylindrical elements 10, 9 each have an axial end 12 connected to an annular disc 13, 14 and a free axial end 18 opposite said axial end 12. In the operational readiness of the rotary damper according to the invention, the damping fluid is thus guided between the lateral surfaces of the hollow cylindrical elements 9, 10 and between the respective free axial end 18 and the opposing annular discs 14, 13.

Fig. 5 shows a cross section of the steering column with the damping device 1 and the active feedback actuator according to fig. 2. The rotatable arrangement of the steering shaft 2 in the steering column 33 can be seen via a bearing 41 configured as a rolling bearing. An electric adjustment mechanism is also illustrated, which moves the steering column tube 33 axially in the outer guide by means of an adjustment drive 34 and a threaded rod 35. Furthermore, the steering column shown has a rotor 40 connected to the steering shaft 2 and a stator 39 opposite the rotor and connected to the column tube 33. The stator 39 and the rotor 40 interact as an electric motor, wherein the stator 39 and the rotor 40 are part of an active feedback actuator, wherein the active feedback actuator is configured to introduce a torque into the steering shaft 2. The damping torque generated in a manner corresponding to the driving performance and the friction of the wheel can be coupled between the rotor and the stator via a relative movement of the rotor and the stator with respect to each other and via correspondingly occurring friction forces, and thus the active feedback actuator here acts as an electric motor.

Fig. 6 shows a cross section of an installed rotary damper according to the invention according to fig. 3 and 5. In the embodiment of the invention shown, the length 44 of the innermost surface 42 of the rotatable element 3, which is connected to the steering shaft 2, parallel to the rotation axis 7, and the length 44 of the outermost surface 43 of the stationary element 4, which is connected to the steering column 33, parallel to the rotation axis 7, are of the same size. This allows an overall annular, compact design of the rotational damper according to the invention, thus allowing a particularly stable rotation. In the embodiment shown, the damping fluid 6 comprising a seal 46 configured as a rope ring seal (O-ring) is arranged between the innermost hollow cylindrical part 9 and the annular disc 13 and between the outermost hollow cylindrical part 10 and the annular disc 14. Alternatively, other sealing means, such as a radial shaft seal ring, may be used as the seal.

Fig. 7 shows an enlarged detail of the rotary damper according to the invention as illustrated in fig. 6, in the illustrated embodiment according to the invention it can be easily seen that the distance a between the hollow cylindrical elements 9, 10 of the rotatable element 3 and the stationary element 4 is smaller than the distance B between the free axial end 18 of the hollow cylindrical element 9 and the annular disc 13 opposite to the free axial end 18. In a corresponding intermediate space 47, which is parallel to the axis of rotation 7 and has a width a and a length corresponding to the axial length of the hollow cylindrical element 9, the damping fluid 6 is guided parallel to the axis of rotation 7. The smaller a, the greater the shear on the damping fluid 6 that is averaged over a. The damping fluid 6 is likewise guided in a further intermediate space 48, the intermediate space 48 having a width corresponding to the distance between the two hollow cylindrical elements 10 and having a length corresponding to the distance B. Since in the illustrated advantageous embodiment B is significantly larger than a, the shear effect on the damping fluid 6 averaged over B is significantly smaller than a, ignoring the precise relative rotational speeds of those surfaces of the rotatable element 3 or the stationary element 4, respectively, which are in contact with the damping fluid 6. The effect thus obtained is that the damping fluid 6 in the intermediate space 48 having the length B is of the damping action type with respect to the damping fluid 6 having a faster movement and a greater shear in the intermediate space 47 having the width a.

The value of the width a is preferably less than 75% of the value of the length B. The value of the width a is particularly preferably less than 50% of the value of the length B.

Fig. 8 shows a manually adjustable steering column with a passive feedback actuator 50. A rotary damper according to the invention, which is not visible here, is arranged in the steering column 33. The steering column tube 33 is displaceably arranged within an outer steering column tube 38 similar to the steering column illustrated in fig. 2. However, in the case of the illustrated steering column, the displacement of the steering column tube 33 cannot be performed electrically but manually. For this purpose, the steering column comprises a fixing device 49. The fixing device 49 can be switched by means of a lever 491 between a release position, in which the steering column 33 is adjustable relative to the support unit 300, and a fixing position, in which the steering column 33 is telescopic relative to the outer steering column 38 and/or the steering column 33 together with the outer steering column 38 is pivotable about a pivot axis 301 relative to the support unit 300. In the fixed position, steering column 33 is fastened relative to outer steering column 38 and support unit 300. The rod 491 is operatively coupled to the clamping axis 492, wherein cam discs, which are furthermore coupled to the rod 491 in a torque-locked manner, interact with slotted discs, such that when the rod 491 is rotated the cam discs rotate relative to the slotted discs, thus providing a stroke that results in clamping in a fixed position. A passive feedback actuator 50 coupled to the steering shaft 2 is arranged at an end 51 of the outer guide 38 opposite to the steering wheel-side steering shaft end 36. Said feedback actuator generates a reaction torque directed opposite to the steering torque introduced by the steering wheel 22, which steering wheel 22 is not shown here and is likewise coupled to the steering shaft 2.

Fig. 9 shows a detail from fig. 8, and fig. 9 shows the passive feedback actuator 50 in a partially exploded view. The feedback actuator has oppositely disposed flat coil springs 52, which flat coil springs 52 surround the outer steering column 38 and exert a restoring force when the steering wheel 22 is rotated and thus when the steering shaft 2 is rotated. A protective cap 53 can be placed on the end 51 of the outer steering column 38 and, when placed, surrounds the flat spiral spring 52 and protects the flat spiral spring 52 from contamination or from external pressure.

Fig. 10 shows an electrically adjustable steering column similar to that illustrated in fig. 5. However, the rotary damper 1 is here arranged in the housing 54 outside the steering column 33 and outside the outer steering column 38, and the rotary damper 1 is held in the bearing part 540 of the outer steering column 38. The rotating element 3 and the stationary element 4 are arranged around a rotation axis 45. The rotation axis 45 and thus also the rotation axis 7 of the rotatable element 3 are parallel to the longitudinal axis 8 of the steering shaft 2, wherein the rotation axis 7 is at a distance from the longitudinal axis 8 which is greater than zero. The fixing element 4 is coupled to the rotation axis 45 in a torque-locked manner, wherein the rotation axis 45 cannot rotate relative to the bearing part 540. The propeller shaft 55 is rotatably mounted within the outer steering column 38 in such a way that it is connected to the steering shaft 2 for rotation with the steering shaft 2. The steering shaft 2 can be moved axially relative to a transmission shaft 55, which is partially guided therein, via the adjusting drive 34. A transmission 19, here a wrap-around transmission, is arranged on the drive shaft 55, which transmission 19 is preferably a belt transmission and particularly preferably a toothed belt transmission. The drive shaft 55 has a toothed pulley 551. The housing 54 also has a toothed pulley 541 in the outer circumferential direction of the housing 54. The toothed pulleys 551, 541 are coupled to each other in a torque-locked manner via the toothed belt 190. Thus, the rotation of the transmission shaft 55 caused by the rotation of the steering shaft 2 is converted into the rotation of the housing 54 and the rotatable element 3 coupled to the housing 54. The housing 54 is rotatably mounted on the rotation axis 45. A damping fluid 6 is arranged between the rotatable element 3 and the stationary element 4.

Fig. 11 shows an electrically adjustable steering column similar to the one illustrated in fig. 10, with a modified transmission 19 compared to fig. 10. The transmission is arranged further between the steering shaft 2 or the transmission shaft 55 and the rotary damper 1 according to an embodiment of the invention. In the illustration shown, the gear 19 is designed as a toothed gear, preferably a spur gear. The drive shaft 55 is coupled to a spur gear 552 in a torque-locked manner. The spur gear 552 has a tooth portion with a plurality of teeth. The housing 54 has a toothed portion with a plurality of teeth on its outer circumference for forming a further spur gear 542, wherein the spur gear 542 is in engagement with the spur gear 552. Thus, the rotation of the transmission shaft 55 caused by the rotation of the steering shaft 2 is converted into the rotation of the housing 54 and the rotatable element 3 coupled to the housing 54. The housing 54 is rotatably mounted on the rotation axis 45. A damping fluid 6 is arranged between the rotatable element 3 and the stationary element 4. The axis of rotation 7 and the longitudinal axis 8 are oriented parallel to each other, wherein the longitudinal axis 8 and the axis of rotation 7 are at a distance from each other that is greater than zero.