Patent Publication Number: US-2021188352-A1

Title: Steering column for a motor vehicle

Description:
The present invention relates to a steering column for a motor vehicle, having a steering shaft, which is mounted in a steering column tube so as to be rotatable about a longitudinal axis, and a damping device, wherein the latter has an element which is stationary in relation to the steering column tube, and a rotatable element which is coupled in terms of rotation to the steering shaft, wherein the rotatable element is rotatable in relation to the stationary element about an axis of rotation, and wherein a damping fluid is arranged between the rotatable and the stationary element. 
     Such arrangements are known particularly in the case of a steer-by-wire steering system. In what are referred to as steer-by-wire steering systems, the wheels are not steered by the mechanical coupling thereof to the steering shaft and of the steering wheel connected to the latter. Instead, the steering lock of the steering wheel and the steering speed are determined by sensors and transmitted by a corresponding electrical signal to a steering actuator which triggers the steering of the wheels. As a result, although a vehicle still continues to be controllable manually, the vehicle driver no longer has a realistic steering and driving sensation because of the lack of mechanical steering resistance, in particular depending on steering angle and steering speed. In order to obtain a corresponding steering sensation for the vehicle driver and therefore to make the vehicle driver&#39;s control safer, it is known from the prior art to damp the steering movement via a damping device coupled to the steering shaft. A steering resistance corresponding to the current steering conditions is thus produced. 
     DE 10 2008 011 859 A1 discloses a damping apparatus in which an electric motor is coupled to a steering shaft. The electric motor is used here in the generator mode and has a resistance which can be regulated via a bridge circuit. A damping torque can thus be set by the selection of the bridge circuit or by the rotational speed of the electric motor. 
     Disadvantages of this solution include the comparatively complicated design and the associated poorer operational reliability. 
     It is therefore the object of the present invention to propose a damping system which permits operationally reliable damping of a steering shaft in a steering system with a simple design. 
     The object is achieved by the features of patent claim  1 . Advantageous developments emerge from the dependent claims. This object is achieved by a steering column for a motor vehicle, having a steering shaft, which is mounted in a steering column tube so as to be rotatable about a longitudinal axis, and a damping device, wherein the latter has an element which is stationary in relation to the steering column tube, and a rotatable element which is coupled in terms of rotation to the steering shaft, wherein the rotatable element is rotatable in relation to the stationary element about an axis of rotation, and wherein a damping fluid is arranged between the rotatable and the stationary element. According to the invention, at least two parallel surfaces of the rotatable element are provided with respect to the axis of rotation, which surfaces make contact with the damping fluid and are arranged so as to be spaced apart coaxially from one another. 
     A steering column with viscous damping produced with a damping device according to the invention is perceived here by the driver as being pleasant and at the same time is low-wearing and low-maintenance. The damping takes place here by means of a force which is directed counter to the rotation and is caused by a shear stress of the damping fluid. The damping force is proportional to the shear stress, which, in turn, is proportional or overproportional (squared) to the speed of movement of a surface in contact with the damping fluid. The damping is therefore proportional or overproportional (squared) with respect to the speed of rotation of the steering shaft. This means that, in the case of rapid steering movements, the rotation damper according to the invention has a greater damping effect than in the case of slow steering speeds, and this corresponds to the real reaction of the wheels on account of the inertia thereof and thus brings about a steering sensation closer to reality. In addition, the damping is fed back directly to the steering shaft and the steering wheel. The design of the surfaces of the rotatable element, which surfaces are in contact with the damping fluid and are parallel to the axis of rotation, permits transmission of a speed of rotation, which is increased in comparison to other embodiments, to the damping fluid, thus resulting in improved damping with a comparable use of space. The parallel surfaces are parallel to one another in the circumferential direction; said surfaces are thus preferably spaced apart constantly from one another, with at least the one surface at least partially surrounding the other surface. The parallel arrangement of the surfaces, which are in contact with the damping fluid, to the axis of rotation is also understood as meaning a deviation of up to ±10° with respect to an ideal parallel arrangement. It can thus also be stated that the surfaces of the rotatable element are at an angle to the axis of rotation, wherein the angle is smaller than or equal to 10°. The surfaces in this respect can thus be configured at an angle to the axis of rotation without departing from the scope of the invention. Such an angular arrangement can be required in order, for example, to be able to provide removal tapers and thus to be able to remove the rotatable element safely from a 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 can preferably be at a distance greater than zero from the longitudinal axis, and therefore the axis of rotation is arranged genuinely parallel to the longitudinal axis. Alternatively, the distance between the axis of rotation and the longitudinal axis can be zero, and therefore said axes are parallel to each other and coincide. In other words, the axis of rotation and the longitudinal axis coincide; said axes are thus coaxial with respect to each other. 
     In a preferred embodiment, the rotatable element has two or more hollow cylinder elements which are arranged concentrically and are spaced apart from one another. The damping of the damping fluid is likewise proportional to a surface on which said damping is effective. By means of the hollow-cylinder-like design of the rotatable element, a damping surface, which corresponds to the respective cylinder lateral surface, of the damping fluid is advantageously increased—the cylinder lateral surface is significantly larger, with a sufficient longitudinal extent, than a corresponding cylinder base surface. The shear stress is likewise increased since the circumferential speeds, which are averaged over the respective cylinder lateral surfaces, are significantly greater at the same speed of rotation than circumferential speeds correspondingly averaged over the cylinder base surface. A damping effect is thus significantly improved overall. 
     In a development of the invention, it is provided that also the stationary element has two or more hollow cylinder elements which are arranged concentrically and are spaced apart from one another, wherein the respective hollow cylinder elements have diameters permitting a meshing movement of the respective hollow cylinder elements with one another. The damping fluid is thus very advantageously arranged in likewise hollow-cylindrical intermediate spaces between the meshing elements. This permits particularly effective damping since shearing of the damping fluid can in each case take place on both longitudinal sides of an intermediate space, said longitudinal sides being parallel to the axis of rotation. A first shearing action takes place relative to the rotating element and a second relative to the stationary element, wherein both shearing actions are effective in opposite directions since the rotatable element moves relative to the stationary element. 
     Furthermore, it is provided that all of the hollow cylinder elements of the stationary element and all of the hollow cylinder elements of the rotatable element are configured so as to be connected to one another in each case at an axial end, in particular in each case by means of an annular disk which in each case has a central passage opening for the steering shaft. This permits effective sealing of the damping fluid and a uniform rotational movement of the rotating element about an axis. 
     In a refinement of the invention, it is likewise provided that the rotatable and the stationary elements have an identical effective axial length, which permits effective use of space and corresponding manufacturing of the elements, and also facilitates the sealing. 
     According to a further embodiment of the invention, lengths of an innermost surface of the rotatable element and of an outermost surface of the stationary element, which lengths are parallel to the axis of rotation, correspond, as a result of which axial ends of the rotation damper according to the invention are configured to be annular, and the sealing of the damping fluid is facilitated. 
     It is also according to the invention that a distance between the hollow cylinder elements from the stationary element to the rotatable element perpendicular to their longitudinal axis is unequal, in particular is smaller than a distance between a free axial end of a hollow cylinder element and the annular disk which is in each case axially opposite said end. This achieves a certain buffer action of the movement of the damping fluid, which is advantageous, for example, in the event of rapid steering movements and changes in direction and also with respect to a possible heating of the damping fluid. 
     In a further embodiment, the rotatable element and the stationary element are configured in a manner surrounding the steering shaft, which in turn means a saving on space. In this embodiment, the steering shaft and the rotatable element are very advantageously coupled directly to one another. 
     It is also provided that the axis of rotation of the rotatable element coincides with the steering shaft axis, which in turn permits a direct coupling of the two rotational movements. 
     According to the invention, it is also provided that the damping fluid is silicone oil. Damping, which is scarcely affected by frictional heat, which occurs, is thus achieved because of the viscosity, which is substantially independent of temperature in the relevant region. Furthermore, silicone oil has the advantage of being non-toxic. 
     It is likewise according to the invention that a gearing is arranged between the steering shaft and the rotatable element. The gearing is preferably configured as a toothed gearing, bevel gearing, friction gearing or wrap-around gearing, particularly preferably as a belt gearing, for example a toothed belt gearing. A construction clearance is thereby advantageously increased. Furthermore, the amplitude of the rotation can be changed and direct coupling between rotation damper and steering shaft is prevented. The transmission ratio of the gearing is preferably selected in such a manner that the rotation of the steering shaft is geared up, and therefore the rotatable element rotates more than one full revolution during one full revolution of the steering shaft. The transmission ratio is preferably smaller than 0.8, particularly preferably smaller than 0.5. Such a transmission makes it possible to further improve the damping behavior. 
     The steering column tube is preferably connectable directly or indirectly to the motor vehicle. 
     The steering column tube is preferably accommodated displaceably in an outer steering column tube, wherein the outer steering column tube is supported by a bracket which is connectable to the vehicle. The steering column tube is preferably adjustable relative to the bracket. In one embodiment, this adjustment can take place manually. In an alternative variant embodiment, the adjustment takes place by means of at least one motorized adjustment drive. 
    
    
     
       The invention will now be explained with reference to the following figures, in which: 
         FIG. 1  shows the schematic illustration of a steer-by-wire steering system; 
         FIG. 2  shows an electrically adjustable steering column; 
         FIG. 3  shows a detail, which is partially illustrated in cross section, of the steering column, which is shown in  FIG. 2 , with a damping device; 
         FIG. 4  shows an illustration of 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 the cross section of the steering column according to  FIG. 5  in the region of the damping device; 
         FIG. 7  shows a detail of a rotation 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 a passive feedback actuator from  FIG. 8  in a partially exploded illustration; 
         FIG. 10  shows a steering column in a third variant embodiment, wherein the damping device is coupled to the steering shaft with the interconnection of a gearing; 
         FIG. 11  shows a steering column in a further variant embodiment, wherein the damping device is coupled to the steering shaft with the interconnection of a gearing. 
     
    
    
       FIG. 1  shows a schematic illustration of a steer-by-wire steering system. The latter comprises an input unit  24  which is connected via an electric line  25  to an electric steering drive  26 . The input unit  24  has a feedback actuator  23 , with a steering shaft  2 , to the rear end of which with respect to the direction of travel a steering handle  22  configured as a steering wheel is attached. The feedback actuator  23  serves for feeding in a feedback torque by a steering actuator which acts on the steering shaft  2 . A corresponding feedback signal is generated according to the driving properties, such as carriageway composition, steering wheel lock or driving speed, with the intention being to generate a realistic driving sensation for a driver. 
     The steering drive  26  comprises a servomotor  27 , which introduces a steering actuating torque into a steering gearing  28 . The steering actuating torque is converted there via a pinion  29  and a rack  30  into a translational movement of tie rods  31 , thus bringing about a steering lock of the steered wheels  32 . 
       FIG. 2  shows an electrically adjustable steering column. Within a steering column tube  33 , which is partially arranged in an outer steering column tube  38  and which may also be referred to as the inner steering column tube  33 , a steering shaft  2  is mounted rotatably, the steering shaft being connectable in the direction of the illustrated steering shaft end  36  to a steering wheel  22 , not illustrated, and therefore a steering or rotational movement can be introduced as a steering torque into the steering shaft  2  with the aid of the steering wheel  22 . A distance from a driver&#39;s seat opposite the steering wheel  22  is adjustable via a change in an effective steering column tube length  37  by inserting the steering column tube  33  into, or moving it out of the outer steering column tube  38 . For this purpose, an electric adjustment drive  34 , which is connected to the outer guide  38 , is configured so as to be movable along a threaded rod  35 . Furthermore, the outer steering column tube  38  is held pivotably on a supporting unit  300 , wherein the outer steering column tube  38  together with the steering column tube  33  and the steering shaft  2  is pivotable in relation to the supporting unit  300  about a pivot axis  301 . The pivoting takes place by means of a further electric adjustment drive  341 . The supporting unit  300  comprises fastening structures  302  for coupling the supporting unit to the motor vehicle, not illustrated. The supporting unit  300  may also be referred to as a bracket. 
       FIG. 3  shows a detail, illustrated partially in cross section, of the steering column, as is illustrated in  FIG. 2 , having a damping device  1 , which may also be referred to as a rotation damper. The rotation damper has a rotatable element  3  and a stationary element  4 , wherein, in the embodiment illustrated, the rotatable element  3  surrounds the steering shaft  2  and is connected to the latter for rotation therewith. This connection between the rotatable element  3  and the steering shaft  2  can take place with a force fit and/or form fit and/or in a manner bonded substance-to-substance. Rotation of the steering shaft  2  thus brings about rotation of the rotatable element  3 . In this embodiment, the stationary element  4  is connected to the steering column tube  33  and is coupled thereto in a torque-locking manner such that the stationary element  4  is held non-rotatably in the steering column tube  33 . This connection between the stationary element  4  and the steering column tube  33  can also take place with a force fit and/or form fit and/or in a manner bonded substance-to-substance. In the embodiment illustrated, the rotatable element  3  and the stationary element  4  are configured so as to mesh in one another, with said elements being at a distance from one another. A damping fluid  6  is provided between respective opposite surfaces of the two elements  3 ,  4 . Rotation of the rotatable element  3  causes, via shearing action, a rotational movement of the respectively adjacent fluid layers of the damping fluid  6 . The relative movement of those layers of the damping fluid  6  which are adjacent to the stationary element  4  causes a further shearing action directed counter to the first shearing force. Both shearing actions bring about a force which is directed counter to the rotation of the rotating element  3 , this being synonymous with damping. By the coupling of steering shaft  2  and rotatable element  3 , said damping likewise damps the rotation of the steering shaft  2  about a steering shaft axis  8 , and therefore a driver also feels a corresponding counterforce at a steering wheel  22  coupled to the steering shaft  2 . Surfaces  20  of the rotatable element  3 , which surfaces are parallel to the axis of rotation  7  and are in contact with the damping fluid  6 , are arranged in such a manner that they are opposite one another along a surface normal  21 . According to the invention, at least two parallel surfaces  20  of the rotatable element  3 , which surfaces make contact with the damping fluid  6  and are arranged spaced apart coaxially from one another, are provided with respect to the axis of rotation  7 . The damping fluid  6  is thus guided between coaxial cylindrical rotation surfaces. In the embodiment shown, the stationary and the rotatable element  3 ,  4  are in each case constructed from coaxial hollow cylinder elements  10 ,  9 , and therefore the surfaces  20  of the rotatable element  3 , which surfaces are parallel to the axis of rotation  7  and are in contact with the damping fluid  6 , correspond to the lateral surfaces of the hollow cylinder elements  9 . The hollow cylinder elements  9  of the rotatable element  3  are in each case configured so as to be connected at an axial end  12  by means of an annular disk  14 . Similarly, the hollow cylinder elements  10  of the stationary element are in each case configured so as to be connected at an axial end  12  by means of a further annular disk  13 . By means of the equivalent axial length  17  of the hollow cylinder elements  9 ,  10 , the stationary element  4  and the rotatable element  3  are constructed in a mirror-inverted manner except for a radial offset. The hollow cylinder elements  9 ,  10  of the stationary element  4  and of the rotatable element  3  are arranged in a manner alternating radially outward from the axis of rotation  7 . 
       FIG. 4  shows an illustration of 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 stationary element  4  from coaxial hollow cylinder elements  9 ,  10  can readily be seen. The diameters  11  of the hollow cylinder elements  9 ,  10  in the operationally ready state of the rotation damper, i.e. when the rotatable and the stationary element  3 ,  4  according to  FIG. 3  are joined together according to the invention, permit a meshing movement of the respective hollow cylinder elements  9 ,  10 . According to the invention, the diameter  11  of an innermost hollow cylinder  9  of the rotatable element  3  is smaller than the diameter  11  of an innermost hollow cylinder  10  of the stationary element  4 . The stationary and the rotatable element  4 , 3  in each case have a passage opening  15 ,  16  for the passage of the steering shaft  2 , or, in the case of the embodiment of the axis of rotation  7  parallel to the longitudinal axis  8  of the steering shaft  2 , for the passage of an axis of rotation  45 . The diameter  11  of an outermost hollow cylinder element  10  of the stationary element  4  is similarly larger than the diameter  11  of an outermost hollow cylinder element  9  of the rotatable element  3 . The hollow cylinder elements  10 ,  9  each have an axial end  12  connected to an annular disk  13 ,  14 , and a free axial end  18  opposite said axial end  12 . In the operationally ready state of the rotation damper according to the invention, the damping fluid is thus guided between the lateral surfaces of the hollow cylinder elements  9 ,  10  and between in each case free axial ends  18  and opposite annular disk  14 ,  13 . 
       FIG. 5  shows a cross section of a steering column according to  FIG. 2  with a damping device  1  and an active feedback actuator. The rotatable arrangement of the steering shaft  2  via the bearings  41 , configured as rolling bearings, in the steering column tube  33  can be seen. The electric adjustment mechanism is likewise illustrated, by means of the adjustment drive  34  and threaded rod  35 , said adjustment mechanism moving the steering column tube  33  axially in the outer guide. The steering column illustrated furthermore has a rotor  40 , which is connected to the steering shaft  2 , and a stator  39 , which is opposite said rotor and is connected to the steering column tube  33 . Said stator  39  and rotor  40  interact as an electric motor, wherein they are part of the active feedback actuator, with the latter being configured so as to introduce a torque into the steering shaft  2 . A damping torque which is generated in a manner corresponding to the driving properties and the friction of the wheels can be coupled between rotor and stator via the opposed movement thereof relative to each other and via correspondingly occurring frictional forces, and therefore here an active feedback actuator acts as an electric motor. 
       FIG. 6  shows the cross section of the installed rotation damper according to the invention according to  FIG. 3  and  FIG. 5 . In the embodiment shown of the invention, a length  44 , parallel to the axis of rotation  7 , of an innermost surface  42  of the rotatable element  3 , which surface is connected to the steering shaft  2 , is the same size as a length  44 , parallel to the axis of rotation  7 , of an outermost surface  43  of the stationary element  4 , which surface is connected to the steering column tube  33 . This permits an overall annular, compact design of the rotation damper according to the invention, thus permitting a particularly stable rotation. In the embodiment shown, the damping fluid  6  including seals  46  configured as a cord ring seal (O-ring) are provided between an innermost hollow cylinder  9  and annular disk  13  and between an outermost hollow cylinder  10  and annular disk  14 . Alternatively, other sealing arrangements, for example radial shaft sealing rings, can be used as the seal. 
       FIG. 7  shows an enlarged detail of a rotation damper according to the invention, as illustrated in  FIG. 6 . In the embodiment according to the invention that is illustrated, it can readily be seen that a distance A between the hollow cylinder elements  9 ,  10  of the rotatable and the stationary element  3 ,  4  is smaller than a distance B between a free axial end  18  of a hollow cylinder element  9  and of the annular disk  13  opposite the latter. In the corresponding intermediate space  47 , which is parallel to the axis of rotation  7  and has the width A and the length corresponding to the axial length of the hollow cylinder element  9 , the damping fluid  6  is guided parallel to the axis of rotation  7 . The smaller A, the greater is the shearing action, averaged over A, on the damping fluid  6 . The damping fluid  6  is likewise guided in a further intermediate space  48  with the width corresponding to a distance between two hollow cylinder elements  10  and with a length corresponding to the distance B. Since, in the advantageous embodiment illustrated, B is significantly larger than A, the shearing action, which is averaged over B, on the damping fluid  6 , ignoring the precise relative speed of rotation of those surfaces of the rotatable or stationary element  3 ,  4  which are in each case in contact with the damping fluid  6 , is significantly smaller than A. The effect thus achieved is that the damping fluid  6  in the intermediate spaces  48  with the length B has a type of buffer effect with respect to the more rapidly moving and more greatly sheared damping fluid  6  in the intermediate spaces  47  of 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 rotation damper according to the invention, not visible here, is arranged in a steering column tube  33 . The steering column tube  33  is arranged displaceably within an outer steering column tube  38 , analogously to the steering column, which is illustrated in  FIG. 2 . However, in the case of the steering column illustrated, displacement of the steering column tube  33  cannot be carried out electrically, but rather manually. For this purpose, the steering column comprises a fixing device  49 . The fixing device  49  can be switched over by means of a lever  491  between a release position and a fixing position, wherein the steering column tube  33  in the release position is adjustable relative to the support unit  300 , wherein the steering column tube  33  is telescopic in relation to the outer steering column tube  38  and/or the steering column tube  33  together with the outer steering column tube  38  is pivotable relative to the supporting unit  300  about a pivot axis  301 . In the fixing position, the steering column tube  33  is secured in relation to the outer steering column tube  38  and the supporting unit  300 . 
     The lever  491  is coupled in terms of action to a clamping axis  492 , wherein furthermore a cam disk, which is coupled in a torque-locking manner to the lever  491 , interacts with a slotted disk such that, when the lever  491  is rotated, the cam disk is rotated in relation to the slotted disk, thus providing a stroke leading to clamping in the fixing position. A passive feedback actuator  50 , which is coupled to the steering shaft  2 , is arranged at an end  51  of the outer guide  38  that is opposite the steering-wheel-side steering shaft end  36 . Said feedback actuator produces a reaction torque which is directed counter to a steering torque introduced by a steering wheel  22 , which is not illustrated here and which is likewise coupled to the steering shaft  2 . 
       FIG. 9  shows a detail from  FIG. 8 , which shows the passive feedback actuator  50  in a partially exploded illustration. Said feedback actuator has oppositely arranged flat spiral springs  52 , which surround the outer steering column tube  38  and apply a resetting force when the steering wheel  22  is rotated and thus when the steering shaft  2  is rotated. A protective cap  53  can be placed onto the end  51  of the outer steering column tube  38 , and said protective cap, when placed on, surrounds the flat spiral springs  52  and protects the latter against soiling or against external stress. 
       FIG. 10  shows an electrically adjustable steering column similar to the one illustrated in  FIG. 5 . However, a rotation damper  1  is arranged here in a housing  54  outside the steering column tube  33  and outside the outer steering column tube  38  and is held in a bearing portion  540  of the outer steering column tube  38 . The rotatable element and the stationary element  3 ,  4  are arranged about an axis of rotation  45 . The axis of rotation  45  and thus also the axis of rotation  7  of the rotatable element  3  is parallel to the longitudinal axis  8  of the steering shaft  2 , wherein the axis of rotation  7  is at a distance greater than zero from the longitudinal axis  8 . The stationary element  4  is coupled to the axis of rotation  45  in a torque-locking manner, wherein the axis of rotation  45  is non-rotatable in relation to the bearing portion  540 . A transmission shaft  55  is mounted rotatably within the outer steering column tube  38  in a manner connected to the steering shaft  2  for rotation therewith. The steering shaft  2  is axially movable here via the adjustment drive  34  with respect to the transmission shaft  55  which is partially guided in said steering shaft. A gearing  19 , here a wrap-around gearing, which is preferably a belt gearing and particularly preferably a toothed belt gearing, is arranged on the transmission shaft  55 . The transmission shaft  55  has a toothed belt pulley  551 . The housing  54  has a further toothed belt pulley  541  on its outer circumference. The toothed belt pulleys  551 ,  541  are coupled to each other in a torque-locking manner via a toothed belt  190 . As a result, rotation of the transmission shaft  55 , caused by rotation of the steering shaft  2 , is converted into rotation of the housing  54  and the rotatable element  3  coupled to the housing  54 . The housing  54  is mounted rotatably on the axis of rotation  45 . A damping fluid  6  is arranged between the rotatable element  3  and the stationary element  4 . 
       FIG. 11  shows an electric adjustable steering column analogously to the one illustrated in  FIG. 10  with a gearing  19  which is changed in comparison to  FIG. 10 . Said gearing continues to be arranged between the steering shaft  2  or transmission shaft  55  and an embodiment according to the invention of the rotation damper  1 . In the illustration shown, the gearing  19  is configured as a toothed gearing, preferably as a spur gearing. The transmission shaft  55  is coupled to a spur gear  552  in a torque-locking manner. The spur gear  552  has a toothing with a multiplicity of teeth. The housing  54  has a toothing on its outer circumference with a multiplicity of teeth for forming a further spur gear  542 , wherein the spur gear  542  is in engagement with the spur gear  552 . As a result, rotation of the transmission shaft  55 , caused by rotation of the steering shaft  2 , is converted into rotation of the housing  54  and of the rotatable element  3  coupled to the housing  54 . The housing  54  is mounted rotatably on the axis of rotation  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 greater than zero from each other.