DE102017215386A1 - Foot brake module with emergency steering function - Google Patents

Abstract

The invention relates to a device (1) for generating non-electrical control signals (4) for actuating braking of a vehicle, from at least two inputs (2, 3) which are intended to produce different effects on the vehicle, comprising:
a conversion unit (1a) which converts the inputs (2, 3) into operation inputs for at least two modules (MVAL, MVAR);
- At least two modules (MVAL, MVAR), which generate the control signals (4) when actuated. Furthermore, the invention relates to a system, a vehicle and a method for operating the system and / or the vehicle.

Description

The present invention relates to a Fußbremsmodul and a system with Notlenkfunktion for installation in a vehicle and a vehicle with emergency steering function itself and a method for operating such a system and / or vehicle.

In today's road vehicles, especially in passenger cars and trucks (cars and trucks), there is an increasing electrification of the individual subsystems. For example, a mechanical transmission of the steering signals in favor of an electrical transmission (steer-by-wire) is dispensed with. Steering signals are tapped here, for example, from the steering wheel or the steering column of the vehicle and used as control signals for actuators, which cause the impact of the wheels and thus the implementation of a steering movement.

This is associated with various advantages. On the one hand this space can be saved in the vehicle, on the other hand, thereby also a cost saving is made possible, inter alia, can be dispensed with a relatively expensive steering gear. In addition, a steer-by-wire version offers the option of depositing different steering characteristics on the software level with relatively little effort. For example, at low speeds, a steering input causes a strong impact of the steered wheels of a vehicle, at high speeds the same steering input results in less steering of the steered wheels. As a result, on the one hand the driving behavior in shunting on parking and on the other hand with faster trips, such as on highways, can be improved.

However, there are also disadvantages with such systems. These are mainly associated with a failure of the electrical systems, especially in the event of a failure of the vehicle electrical system supply. In a steer-by-wire steering, the driver in the event of failure of all electrical systems would have no influence on the steered wheels, since a mechanical connection of the steering wheel to the steered wheels on a possible steering gear is missing.

It is therefore essential to provide for such systems fallback levels in the vehicle, which ensure that in case of failure of the primary systems, such operation of the vehicle is possible, so that neither other road users nor for the vehicle and its occupants even safety-critical situations can arise.

For example, it is known from the prior art that a targeted braking of individual wheels of a vehicle has an influence on a yawing motion, that is to say a rotational movement of the vehicle about its vertical axis. As a result, an additional steering effect can be imposed on a vehicle independently of the steering angles of the steered wheels.

Furthermore, it is known from the prior art, to use this effect in a fallback level for targeted steering of a vehicle, for example, the hydraulic steering assistance should have failed. In this case, the control of individual vehicle brakes to achieve this steering effect is done electronically by tapping as input steering angle inputs of the driver by means of sensors, for example on the steering column.

In such systems, however, a failure of the complete electrical system supply is equivalent to the loss of the fallback level and a complete failure of the steering ability of such a vehicle, which can cause significant risks to road users and passengers.

This could also have a negative effect on the licensing ability of such equipped vehicles, if, for example, the legislature would require to ensure the steerability even in a vehicle electrical system failure, or if a further non-electrical fallback would be required.

As described above, a vehicle with targeted braking of individual wheels can be acted upon by a so-called yaw moment, which acts around the vehicle vertical axis, whereby the vehicle can be imparted with a rotational movement about the vertical axis of the vehicle which corresponds to a steering effect. However, such systems are used, for example, for driving stabilization or for improving the driving characteristics in an electronic embodiment. The best known of these systems is the electronic stability program (ESP®), in which targeted braking interventions are carried out on a wheel-by-wheel basis to improve driving characteristics and driving safety.

Below is to be explained by several examples, the achievement of a steering effect by braking individual wheels. However, it does not address the actual transmissibility of the tires, since with the present invention only control signals are sent to the individual wheel brakes. A feedback loop over which one could conclude a transmission capability is not provided.

1 exemplifies four of these situations on a vehicle in plan view. In the view on the top left, the characteristic quantities that have an effect on the steering effect are also shown. For reasons of clarity, these were not shown on the further illustrations.

It is a vehicle with a vehicle longitudinal axis pointing in the direction of travel X shown which four wheels RVL . RVR . RHL . RHR owns, which can be braked individually. The vehicle has a center of gravity SP That is, a point in which the entire vehicle mass can be shown concentrated as a point mass. In the illustrated configuration, the focus is SP on the vehicle's longitudinal axis X shown. However, this is only due to the simple presentation. The focus SP can rather be located in any position. The wheels RVL . RHL to the left side of the vehicle's longitudinal axis X are from this in the distance of the left gauge SL , the wheels RVR . RHR to the right side of the vehicle's longitudinal axis X are of this in the distance of the right gauge SR arranged. This also represents a simplification of the reality and requires that the respective front and rear wheels on a straight line parallel to the vehicle longitudinal axis X are arranged, which in turn corresponds to a special case.

In the illustration on the top left is the right front wheel RVR with the steering brake force FBL braked to let the vehicle describe a right turn. So it will be a moment around the center of gravity SP extending vertical axis, which is oriented perpendicular to the plane of representation, imprinted. The clockwise oriented moment M can be calculated via the geometric relationships $$\text{M}=\text{FBL}\times \text{SR}$$

However, this moment can also be done via a rear wheel RHR be imprinted on the vehicle as shown in the configuration below left. Due to the geometric conditions, the same equation can be determined here.

Another way to influence the yaw moment about the vehicle's longitudinal axis is shown in the illustration at the top right. Here are both the right front wheel RVR , as well as the right rear wheel RHR with half the steering brake force 0.5 x FBL acted upon. Here, too, arises around the vehicle vertical axis oriented in a clockwise direction, which has the same amount as in the other representations.

Another application is shown in the illustration below right. However, this corresponds to the illustration on the top left but to evenly distributed braking forces FB , which attack equally on each wheel, supplemented. This also represents a special case of reality, since braking forces are generally not distributed evenly across all wheels of a vehicle. In addition, the right front wheel is RVR the steering brake force FBL impressed. The moments, which are characterized by the evenly distributed braking forces FB result, they cancel each other, causing a deceleration of the vehicle, and there remains only a moment around the vehicle vertical axis $$\text{M}=\text{FBL}\times \text{SR}$$

It is therefore possible to apply a vehicle without impact of the steered wheels with a moment about the vehicle axle, and thus to effect a change in direction of the vehicle. It is irrelevant on which wheels the steering brake force FBL is imprinted.

It is therefore an object of the present invention to provide a device, a system, a vehicle and a method for operating such a system and / or vehicle available, which (s) ensure the steering ability even with complete electrical system failure, or maintained.

This object is achieved by the independent claims, advantageous developments are the subject of the dependent claims.

According to the invention, a device for generating non-electrical control signals from different inputs, which may preferably originate from a driver of the vehicle, but also preferably can be automated, is provided. Furthermore, the device has a conversion unit for converting the different inputs into actuation inputs for at least two modules, wherein the at least two modules generate the control signals for the brake actuation upon actuation.

The generation of control signals in a non-electrical manner has the advantage that this device can still be operated, or that this device even then outputs control signals when the entire electrical system supply of the vehicle has failed, whereby, for example, a steering means the steer-by-wire principle described above would no longer be possible. The device is thus advantageously suitable as a fallback system, which comes in case of an undesirable operating condition of the vehicle, just in case of failure of the entire electrical system used.

Preferably, the control signals are used to control at least one brake on each side of a vehicle longitudinal axis. Thus, it can be achieved that are generated by different inputs control signals for all brakes of the vehicle, or only for selected brakes of the vehicle, for example, as under 1 To produce shown driving dynamic steering effect.

Preferably, it is further provided that the different inputs are generated by two actuators. These actuators are preferably designed independently of each other and can be actuated, for example, by the driver, who is located on a driver's seat. Alternatively, the operation is preferably carried out by automated actuators.

This has the advantage that even with a failure of the entire vehicle electrical system or other systems that require the use of this device, no change for the driver results in the operation of the vehicle.

Preferably, the different inputs are a brake input and a steering input, so that advantageously steering inputs can also be converted into control signals of individual vehicle brakes.

Preferably, the device generates from a brake input control signals for braking on both sides of the vehicle longitudinal axis, preferably such that the vehicle is braked without entering a critical driving state, particularly preferably such that the braking forces are applied to the wheels of the vehicle that no moment around the vehicle's vertical axis.

Preferably, in turn, a control signal for at least one brake on only one side of the vehicle longitudinal axis is generated from a steering input, so that, as described above, adjusts a steering effect due to a moment about the vehicle vertical axis. Preferably, a control signal for at least one brake on the right side of the vehicle longitudinal axis and for a steering effect to the left a control signal for at least one brake on the left side of the vehicle longitudinal axis is generated for a steering effect to the right.

In this case, preferably a braking of a single wheel of a page can be done, but also several wheels of a vehicle side can be braked.

Preferably, the device according to the invention has at least one connection for receiving a brake input by a brake pedal of the vehicle and at least one connection for receiving a steering input by a steering wheel of the vehicle.

These connections are preferably made mechanically and / or pneumatically and / or hydraulically, whereby advantageously an electroless transmission of the brake inputs and / or steering inputs is made possible.

The actuation of the at least two modules of the device according to the invention preferably takes place by means of actuating forces and / or actuating torques. In this case, the height of the actuating force and / or of the actuating torque, which acts on an emerging module, preferably influences the control signal output by this module. Particularly preferably, an increased actuating force and / or an increased actuating torque causes an increased control signal.

Advantageously, this can be used to control the corresponding vehicle brakes and the associated level of braking forces influence.

Preferably, the control signals, which are generated by the modules and output by the device, mechanical, and / or hydraulic, and / or pneumatically pronounced.

This has the advantage of being able to use the device preferably as a fallback system, which ensures the steerability and also the readiness to brake of the vehicle even without electrical processing of control signals. Preferably, at least one further module is provided in the device, which generates a control signal for braking on both sides of the vehicle longitudinal axis when actuated. Such a module is not suitable for implementing a steering input in a targeted braking intervention, however, so in a simple manner, a control signal for braking the vehicle, preferably via wheels of an axle of the vehicle, particularly preferably generated over all wheels of the vehicle.

The provided in the device conversion unit preferably has for actuating a module from a steering input to a first rotary wheel, which is rotatably mounted about an axis, wherein it is driven by a rotational movement of a steering column, which is preferably connected to the steering wheel.

Preferably, the first rotary wheel is in direct contact with a corresponding module, whereby the actuated by a rotary movement of the first rotary actuating forces and / or operating moments on the module, preferably on a Module actuator, can be applied.

In another advantageous embodiment of the invention, the contact between the module and the first rotary wheel is indirectly pronounced. Here are preferably at least one further element between the first rotary wheel and the module. This has the advantage that the at least one further element can be so pronounced that further functionalities, such as, for example, a freewheel or a low-friction realization of the mechanism, can be achieved.

In a further advantageous embodiment, a second rotary wheel is provided, which is located between the first rotary wheel and the module and is preferably rotatably mounted about the same axis as the first rotary wheel. Via the second rotary wheel, the first rotary wheel is supported indirectly on the module, preferably on a module actuating element. The first rotary wheel is thus indirectly connected to the module. Preferably, the connection between the first rotary wheel and the second rotary knob is non-rotatable, in at least one direction of rotation, preferably executed positively and / or frictionally, whereby the first rotary knob transmits a rotational movement to the second rotary wheel. The second rotary wheel is preferably designed so that it acts on the corresponding module with actuating forces and / or actuation torques.

This has the advantage that, for example, the transmission of the rotational movement from the first to the second rotary wheel can be designed freely. For example, a translation may be provided, whereby a rotation of the first rotary wheel has a greater or lesser rotation of the second rotary wheel result.

Preferably, the connection of the first rotary wheel is formed to the second rotary wheel such that a rotational movement of the first rotary wheel is transmitted only at certain angles of rotation and / or to certain directions of rotation of the first rotary wheel relative to the second rotary wheel on the second rotary wheel, wherein the transfer formally and / or non-positively.

This can preferably be achieved by a mutual rotation stop, which is preferably formed in the form of projections of the first rotary wheel and / or the second rotary wheel. These projections engage in the transmission of rotational movement into each other, or are adjacent to each other. Alternatively, if only one projection is provided, it preferably engages in a circumferentially formed pocket or recess of the other rotary wheel, wherein a transmission of the rotational movement takes place when the projection abuts the end of the pocket or recess. Preferably, such projections are integrally formed with the respective rotary wheel, but it can also be provided a multi-part design of projections and wheels.

In another embodiment, the power transmission preferably takes place by means of adhesion, wherein the transmission of the rotational movement of the first rotary wheel on the second rotary wheel, for example, by running a friction surface which is connected to the first rotary wheel, on a second friction surface which is connected to the second rotary wheel, he follows.

Preferably, a circumferentially extending ramp is formed between the first rotary wheel or the second rotary wheel, via which the first rotary wheel or the second rotary wheel are directly or indirectly connected to a corresponding circumferential ramp of a module actuating element. The two ramps are preferably oriented towards each other so that a rotation of the ramp of the first or the second rotary wheel relative to the ramp of the module actuating element causes a displacement of the module actuating element preferably in the direction of the axis of rotation of the rotary wheels. The ramps are preferably designed so that by a rotation of the corresponding rotary wheel in one direction, a displacement of the module actuating element away from the corresponding rotary wheel takes place, and by a rotation in the other direction, a displacement of the module actuating element towards the corresponding rotary wheel.

In a direct connection of both ramps, these are preferably in direct contact with each other and slide in a relative movement together. An indirect connection of both ramps preferably includes other elements that take over the power transmission between the two ramps. Preferably, these are rolling elements, particularly preferably balls, which preferably roll on both ramps.

This embodiment advantageously allows implementation of a rotary movement in a rectilinear motion, without the installation of further translation elements, such as cranks and connecting rods would be necessary.

Preferably, the first rotary wheel is mounted on the second rotary wheel, wherein the bearing is designed such that it allows a relatively low-friction relative movement between the wheels when no rotational movement between the first rotary wheel and the second rotary wheel to be transmitted.

Thus, between the first rotary wheel and the second rotary wheel, indirect support is preferably provided by means of further elements, preferably by means of rolling elements, particularly preferably by means of balls, which are preferably arranged in the circumferential direction and which permit a low-friction relative movement of the two rotary wheels to one another.

In a further embodiment, the first rotary wheel is mounted directly on the second rotary wheel, preferably by means of sliding bearing, preferably running in the circumferential direction. Thus, a less complex realization of the storage between the two rotary wheels can be achieved.

Both embodiments have the advantage that they are designed as low friction. This on the one hand ensures that the driver does not have to apply excessive steering forces on the steering wheel, since he is always with the steering column in engagement with the device, which could fatigue in the long term, or would require the installation of stronger support elements, such as servomotors. On the other hand, the wear of the bearings described, in particular the storage by means of rolling elements is very low, which ensures that the device according to the invention can also be operated over the entire life of the vehicle.

Preferably, the transmission of the rotational movement of the steering column on the first rotary wheel is formed positively and / or non-positively. Thus, the transmission of the rotational movement, for example, by a pinion, which is rotationally fixed on or mehrstückig executed with the steering column and which preferably engages positively in a sprocket, which is preferably provided on the outer circumference of the first rotary wheel.

In further embodiments, the power transmission between the first wheel and steering column is not done by means of sprocket and pinion, but for example by friction, preferably by means of friction wheels, which are preferably braced against each other, so that they do not slide off as possible, so that no slip between them, but roll against each other ,

In further embodiments, at least one arranged between the first wheel and steering column power transmission element, for example, a further gear, preferably a belt, more preferably a chain provided, on which the rotational movement of the steering column can be transmitted to the first rotary.

These embodiments have the advantage that a translation of the rotational movement of the steering column can take place on the first rotary wheel, whereby, for example, a large steering angle causes only a small rotation of the first rotary wheel, thereby setting a small stroke of the module actuating element. It can thereby be achieved that the corresponding device as small as possible in the direction of actuation of the modules, whereby space in the vehicle can be saved.

Preferably, the conversion unit further comprises at least one feed lever, which preferably has a mechanical connection to a brake pedal. The feed lever is designed such that it preferably translates a brake input via the preferably mechanical connection into a rotational and / or translatory deflection of the feed lever.

Preferably, the feed lever is in contact with at least one module actuating element of at least one module and acts on it by the previously described deflection with an actuating force and / or an actuating torque.

Preferably, this contact is formed directly by the feed lever with a free end, which describes the deflection abuts the module actuating element and thereby causes an actuation of the corresponding module.

In another advantageous embodiment, this contact is formed indirectly by the feed lever is in contact with at least one intermediate piece, which is actuated by the deflection of the feed lever and thereby acts on the module actuating element with an actuating force and / or an actuating torque.

Preferably, the intermediate piece is in contact with the first or second rotary wheel, wherein the actuation of the module preferably takes place via the intermediate piece, particularly preferably via the first or second rotary wheel.

Preferably, the at least one intermediate piece is designed so that it can act on a plurality of modules at the same time with an actuating force and / or an actuating torque.

Advantageously, the conversion unit for implementing a brake input into a plurality of control signals for a plurality of brakes can be designed such that the smallest possible quantity of components is required. Preferably, a feed lever is provided for this purpose, which can preferably actuate several modules via an intermediate piece.

Preferably, the modules, in particular the module actuating elements are guided in a guide, which preferably only allows one direction of displacement. In order to prevent rotation of the module actuating element with respect to the wheels located above it when actuated, preferably a rotation protection between the guide and the module actuating element is provided. This has the advantage of always keeping the angular position of the ramp of the module actuating element unchanged, since otherwise the rotational movement of the rotary wheel located above it can no longer be converted into a defined actuating stroke of the module actuating element.

Preferably, the anti-rotation device has at least one blocking element, which positively and / or non-positively prevents the corresponding module from rotating relative to a guide, and which is designed in one piece with the corresponding module and / or the guide or as a separate blocking element.

In this case, preferably, the blocking element allows a movement of the module actuating element in the actuating direction. This can preferably be achieved by correspondingly shaped recesses, which preferably prevent twisting of the module actuating element positively and / or non-positively with the blocking elements in the direction of rotation and develop no blocking forces in the direction of actuation by preferably the blocking elements are freely movable in this direction within the recess.

In a further embodiment, a system is provided which preferably comprises at least one device and preferably has signal blocking elements which block the control signals output by the device and the release of these control signals preferably occurs only when a predetermined operating condition of the vehicle occurs.

This operating state occurs when a change in direction of the vehicle by means of steered wheels is no longer possible, and / or if a transfer of steering and / or braking inputs can no longer be done in the usual way in a normal operating mode or very sluggish.

This is the case in a partial or complete failure of the conventional steering assistance systems, which provide support hydraulically and / or pneumatically and / or electrically, the case. Thus, it is ensured by the system according to the invention that in the case of such a failure, the vehicle can still be braked and / or steered. This system thus forms a fallback level for the error case for the generation of control signals by non-electrical means.

In a further advantageous embodiment of the invention, a vehicle is provided which has at least three wheels, wherein at least two wheels are mounted on respectively different sides of the vehicle longitudinal axis, and at least one device according to the invention, and / or at least one system according to the invention.

A vehicle equipped in this way can still be steered and braked in the event of failure of its standard systems for carrying out braking and steering, by controlling its individual brakes as far as all brakes by non-electric means as described above.

In addition, a method for operating such a system and / or such a vehicle for generating at least one non-electrical control signal for actuating braking of a vehicle is provided.

Preferably, the method has the following steps, which can be processed particularly preferably in any order. Particularly preferably, the at least one control signal is initially generated from at least two inputs, preferably steering inputs and braking inputs, wherein no input, ie a steering angle of 0 ° and a brake input of 0%, are also evaluated as an input and from this preferably actuating signals with the value Zero be generated. Subsequently, it is checked whether at least one predetermined operating state of the vehicle, as described above, has occurred. If this predetermined operating state has not occurred, the control signals are blocked. If, on the other hand, the predetermined operating state has occurred, the blocking is ended and the control signals are transmitted to the brakes of the vehicle in order to actuate them.

Preferably, the above-mentioned steps of the process are repeated at least once, more preferably, the process is repeated several times.

The embodiments described above are merely exemplary articles of the invention and do not limit the invention to these embodiments. Rather, further embodiments are conceivable, which can be formed from the combination of individual features of the embodiments described above.

For example, it is not absolutely necessary the turning wheels completely in the circumferential direction train. Rather, they could also be formed only in the circumferential direction over a circle segment, which is sufficiently formed to ensure the functionality of the invention. Also, these do not necessarily have to be circular. Rather, any configurations are possible in order to provide a rotary element which has the same functionality of a rotary wheel.

Furthermore, the execution of the bearings as a ball bearing or ball ramp is also to be understood as an example. The balls can also be designed as a rolling element, preferably in cone shape, or omitted altogether. The bearings would then preferably designed as a plain bearing.

In the following, the description of the invention with reference to preferred embodiments with reference to the accompanying drawings.

• 1 vier Situationen an einem Fahrzeug in der Draufsicht, in denen ein Lenkeffekt durch radindividuellen Bremseingriff erzeugt wird.
• 2 eine schematische Darstellung einer erfindungsgemäßen Vorrichtung.
• 3 eine Schnittdarstellung einer erfindungsgemäßen Vorrichtung.
• 4 eine detaillierte Darstellung des Ausschnitts A aus 3.
• 5 eine weitere Ausführungsform einer erfindungsgemäßen Vorrichtung.

In detail shows:

• 1 four situations on a vehicle in plan view, in which a steering effect is generated by wheel-individual braking intervention.
• 2 a schematic representation of a device according to the invention.
• 3 a sectional view of a device according to the invention.
• 4 a detailed view of the section A from 3 ,
• 5 a further embodiment of a device according to the invention.

2 shows a schematic representation of a device according to the invention 1 , This receives several inputs from a driver, especially a brake input 2 and a steering input 3 and converts these into control signals 4 which can be used to control brakes on individual wheels of a vehicle up to all brakes of the vehicle. The implementation of braking and steering input 2 . 3 is designed so that it can be done independently of an electrical system of the vehicle. This ensures that the functionality of this device 1 is maintained even with complete failure of the electrical system, whereby the vehicle remains steerable.

3 shows a sectional view of a device according to the invention 1 and 4 an enlarged view of the detail A , The device 1 has to receive the steering input 3 via a mechanical connection of a steering column 5 with one end in the device 1 ends. In this embodiment, this end is the steering column 5 in the form of a pinion 5a executed. The other, not shown end of the steering column 5 is rotatably connected to a steering wheel.

There is also a mechanical connection of a brake pedal 6 via a brake lever 6a provided, which is a fixed connection with a brake shaft 6b having. This is rotatable by means of bearings 6c in the device 1 stored and has delivery lever 6d on. These delivery levers 6d each with an intermediate piece 6e in connection. This intermediate piece 6e is either directly with the respective module MHA , or indirectly via a first wheel 7 with the modules MVAL . MVAR in connection. This is supported by the corresponding intermediate piece 6e in a depression 7b of the first rotary wheel 7 from, wherein the depression with a pressure range 7c is executed, on which the corresponding intermediate piece 6e supported. This arrangement allows a brake input 2 the brake pedal 6 to the device 1 transferred to.

The device shown 1 also has three modules, especially a left front axle module MVAL , a right front axle module MVAR and a rear axle module MHA , which are indicated in this illustration. On the representation of the lower areas of the modules MVAL . MVAR . MHA was omitted for reasons of clarity. Each of the modules MVAL . MVAR . MHA is signal technically connected to a likewise not shown braking system of a vehicle in connection, to which it can transmit the control signals. In the illustrated embodiment, the modules generate MVAL . MVAR . MHA pneumatic control signals 4 , However, other embodiments are also conceivable which generate control signals in a mechanical and / or pneumatic and / or hydraulic manner. To generate a pneumatic control signal in the form of a pneumatic pressure, the module actuator must 9 of the corresponding module MVAL . MVAR . MHA be moved down in the illustrated embodiment. In this case, the corresponding module actuating element 9 through a guide 10 guided, which ensures that this performs a translational movement when actuated.

In the upper part of the device shown 1 there is a conversion unit 1a which the brake input 2 over the brake pedal 6 and the steering input 3 over the steering column 5 in activation inputs for the individual modules MVAL . MVAR . MHA implements.

In the illustrated embodiment of the device according to the invention 1 causes a steering input 3 over the steering column 5 a braking of a wheel RVL . RVR on a front axle of the vehicle. A steering effect can therefore be as shown 1 reached on the top left, by one of the two front wheels RVL . RVR is slowed down. The implementation of this functionality will be discussed below.

To implement the steering input 3 in the form of a rotary movement of the steering column 5 in a translatory actuating movement of one of the two Vorderachsmodule MVAL . MVAR a mechanism is provided. To describe the function of this mechanism is in 4 right the neckline A shown enlarged. It is a first wheel 7 provided, which circumferentially with a sprocket 7a is provided with the pinion 5a the steering column 5 is engaged. This can cause a rotational movement of the steering column 5 on the first wheel 7 be transmitted.

Under the first wheel 7 is a second wheel 8th intended. Both wheels 7 . 8th are arranged concentrically with each other and provided rotatable about the common axis. In the illustrated embodiment is between the two wheels 7 . 8th a bearing provided in the form of a ball bearing, which consists of two ball treads 7e . 8b the wheels 7 . 8th and the balls 11 is formed. Thus, a slight or low-resistance twisting of the two turning wheels 7 . 8th possible against each other.

The second wheel 8th in turn is supported on the module actuator 9 from. The support is in the form of a ball ramp through the ramps 8c . 9a and the balls in between 12 realized. 3 shows in the left illustration the two turning wheels 7 . 8th and the module actuator 9 in a development over 360 °, so over a full turn.

Furthermore, here is a rotation stop 7d of the first rotary wheel 7 and another rotation stop 8a of the second rotary wheel 8th shown. The two rotation stops 7d . 8a allow, when both abut one another, a transmission of the rotational movement of the first rotary wheel 7 on the second wheel 8th in the direction of rotation 14 ,

In 2 is still a twist protection 13 shown having balls. These are in a recess of the guide 10 provided and at the same time engage in a recess of the module actuating element 9 one. This prevents the module actuator 9 within the leadership 10 can twist. The balls act as blocking elements. The twist protection 13 is designed so that only the rotation of the module actuating element 9 is prevented, but not the same shift down. This is, as shown, realized by a recess which has a greater extent in the direction of displacement, as would be necessary for receiving the balls.

The functioning of the cut-out A shown mechanism is as follows. Is at a steering input 3 a rotational movement of the steering column 5 over the pinion 5a and the sprocket 7a on the first wheel 7 transferred, twisted the first wheel 7 along the marked direction of rotation 14 , This rotational movement is on the second wheel 8th by means of the contacting rotation stops 7d . 8a transfer. The second wheel 8th therefore rotates synchronously with the first wheel 7 , so also along the marked direction of rotation 14 ,

This has the consequence that the ramp 8c relative to between the second rotary wheel 8th and the module actuator 9 arranged balls 12 shifts, causing them, led by the ramps 8c . 9a along the marked direction 14a move. This shift creates a force between the second rotary wheel 8th and the module actuator 9 , which is oriented vertically in the drawing.

Upwards, this force is supported by the balls 11 , the first wheel 7 , the intermediate piece 6e , the feed lever 6d , the brake shaft 6b in the camps 6c from. Downwards, the support of this force takes place on the module actuating element 9 , which thereby translational displacement along the drawn direction 14b experiences. By the displacement of the module actuating element 9 a corresponding control signal is generated by the corresponding module.

Furthermore, the rotation stop and the gear ratio of the pairing of the ring gear 7a with the pinion 5a tuned so that upon rotation of the steering wheel to the left only the first wheel 7 of the left front axle module MVAL with its second rotary wheel 8th about the rotation stops 7d . 8a communicates. Thus, when driving on a left turn only the left front axle module MVAL actuated.

When the steering wheel is turned to the right, the ring gear moves 7a and thus the first wheel 7 of the left front axle module MVAL contrary to the marked direction of rotation 14 , The rotation stops 7d . 8a separate from each other and the first wheel 7 moves freely on the ball bearing, consisting of the ball treads 7e . 8b and the balls 11 , A transmission of the rotational movement of the first rotary wheel 7 on the second wheel 8th and an associated operation of the left front axle module MVAL does not take place. This ensures that the left front wheel RVL is braked to the left only with a rotation of the steering wheel. Instead of the left front axle module is instead the right front axle module MVAR operated in the same way.

Will instead of a steering input 3 over the steering column 5 a brake input 2 over the brake pedal 6 to the device 1 transferred, so all modules shown MVAL . MVAR . MHA pressed simultaneously.

The operation of the brake pedal 6 causes a pivoting movement of the brake lever 6a resulting in a rotational movement of the brake shaft 6b results. This rotational movement shifts the point of contact between the feed lever 6d and intermediate piece 6e so that the intermediate piece 6e undergoes a shift in the representation down.

In the embodiment shown is an intermediate piece 6e directly with the module actuator 9 of the rear axle module MHA in connection. A shift of the corresponding intermediate piece 6e thus causes a direct displacement of the module actuating element 9 and thus an actuation of the rear axle module MHA ,

The actuation of the two front axle modules MVAL . MVAR takes place indirectly in this embodiment, by the displacement of the corresponding intermediate pieces 6e a shift of the corresponding first and second wheels 7 . 8th about the corresponding wells 7b and their pressure ranges 7c causes.

In 5 is another embodiment of a device according to the invention 1 in plan view, ie in the direction of the steering column 5 shown. In contrast to the embodiment of the 3 and 4 Here, the ball bearings are not arranged on concentric circles with the same radii, but on concentric circles with different radii.

So are the ball ramp with the balls 12 on a circle with a larger radius and the ball bearing with the balls 11 on a circle with a smaller radius. The intermediate piece 6e for actuating the rear axle module MHA is next to the pinion 5a the steering column 5 and between the two wheels 7 and their sprockets 7a arranged as space-saving as possible.

LIST OF REFERENCE NUMBERS

1

Foot brake module (device)

1a

conversion unit

2

Brake input (input)

3

Steering input (input)

4

Control signals (brake signals)

5

steering column

5a

pinion

6

brake pedal

6a

brake lever

6b

brake shaft

6c

camp

6d

feed lever

6e

connecting piece

7

first rotary wheel

7a

gearing

7b

deepening

7c

pressure range

7d

rotary stop

7e

Ball tread

8th

second rotary wheel

8a

rotary stop

8b

Ball tread

8c

ramp

9

Module actuator

9a

ramp

10

guide

11

Rolling elements (ball bearings)

12

Rolling element (ball ramp)

13

twist protection

14

direction of rotation

14a

direction

14b

direction

A

neckline

MVAL

Front axle module left

MVAR

Front axle module right

MHA

rear axle

Department

braking force

FBL

Steering brake

RHL

Wheel rear left

RHR

Wheel rear right

RVL

Wheel front left

RVR

Wheel front right

SL

Track left

SP

main emphasis

SR

Track right

X

vehicle longitudinal axis

Claims (21)

Device (1) for generating non-electrical control signals (4) for actuating brakes of a vehicle, comprising at least two inputs (2, 3) intended to produce different effects on the vehicle, comprising: a conversion unit (1a) which converts the inputs (2, 3) into operation inputs for at least two modules (MVAL, MVAR); - At least two modules (MVAL, MVAR), which generate the control signals (4) when actuated. Device (1) according to Claim 1 wherein the device (1) is adapted to generate control signals (4) which serve to control at least one brake on each side of a vehicle longitudinal axis (X). Device (1) according to one of the preceding claims, wherein the device (1) comprises two actuators (5, 6) adapted to generate the inputs (2, 3), and / or the inputs (2, 3) are a brake input (2) and a steering input (3). Device (1) according to Claim 3 , which is designed such that by a brake input (2) control signals (4) for braking on both sides of the vehicle longitudinal axis (X) are generated, and by a steering input (3) control signals (4) for at least one brake on one side of the vehicle longitudinal axis (X) are generated. Device (1) according to one of the preceding claims, comprising at least one connecting device (6a, 6b) for receiving a brake input (2) by a brake pedal (6), and / or at least one connecting device (5, 5a, 7a) for receiving a steering input (3) by a steering wheel of the vehicle, wherein the at least one connecting device (6a, 6b) for receiving a brake input (2), and / or the at least one connecting device (5, 5a, 7a) is designed to receive a steering input (3) mechanically and / or pneumatically and / or hydraulically. Device (1) according to one of the preceding claims, wherein the device (1) is designed such that the actuation of the at least two modules (MVAL, MVAR) takes place by actuating forces and / or actuation torques, and / or the control signals (4) are mechanically, and / or hydraulically, and / or pneumatically pronounced. Device (1) according to one of the preceding claims, comprising at least one further module (MHA), which generates a control signal (4) for braking on both sides of the vehicle longitudinal axis (X) when actuated. Device (1) according to one of the preceding claims, wherein the conversion unit (1a) for actuating a module (MVAL, MVAR) from a steering input (3) comprises: a first rotary wheel (7) which is mounted rotatably about an axis and which is driven by a rotational movement of a steering column (5), the first rotary wheel (7) being in direct or indirect contact with a module (MVAL, MVAR), and is designed so that it is acted upon by a rotational movement, a module (MVAL, MVAR) with actuating forces and / or actuation torques. Device (1) according to Claim 8 wherein the conversion unit (1a) further comprises: - a second rotary wheel (8), via which the first rotary wheel (7) is in indirect contact with a module (MVAL, MVAR), the first rotary wheel (7) rotating directly or by means of Transmission to the second rotary wheel (8) transmits, and the second rotary wheel (8) is formed so that it acts by a rotational movement of a module (MVAL, MVAR) with actuating forces and / or actuating torques. Device (1) according to Claim 9 , wherein the device (1) is designed such that the rotational movement of the first rotary wheel (7) only at certain angles of rotation and / or to certain directions of rotation relative to the second rotary wheel (8) are transmitted to this, and the transmission of this rotary motion form and / or non-positively. Device (1) according to one of Claims 8 to 10 in that the first rotary wheel (7) or the second rotary wheel (8) is connected via a circumferential ramp (8c) to a ramp (9a) of a module actuating element (9) of a module (MVAL, MVAR), whereby a rotational movement of the first rotary wheel (7) or the second rotary wheel (8) causes an actuating force on the module actuating element (9), wherein the ramp (8c) and the ramp (9a) directly contact each other and slide on each other, or indirectly via rolling elements (12) in contact with each other. Device (1) according to one of Claims 9 to 11 , in which the first rotary wheel (7) is mounted directly on the second rotary wheel (8) and the first rotary wheel (7) slides on the second rotary wheel (8), or the first rotary wheel (7) is mounted indirectly on the second rotary wheel (8) and the first rotary wheel (7) on the second rotary wheel (8) by means of rolling elements (11) is supported. Device (1) according to one of Claims 8 to 12 , wherein the transmission of the rotational movement of the steering column (5) to the first rotary wheel (7) takes place positively and / or non-positively. Device (1) according to one of Claims 2 to 13 wherein the conversion unit (1a), for actuating at least one module (MVAL, MVAR, MHA) on each side of the vehicle longitudinal axis (X) from a brake input (2) comprises: - at least one feed lever (6d) with a connection (6a, 6b ) to the brake pedal (6), wherein the at least one feed lever (6d) is in direct or indirect contact with the modules (MVAL, MVAR, MHA), and a brake input (2) via the brake pedal (6) has a translatory and / or causes a rotational deflection of the feed lever (6d), whereby a module (MVAL, MVAR, MHA) is acted upon by actuating forces and / or actuation torques. Device (1) according to Claim 14 , wherein the at least one feed lever (6d) indirectly via at least one intermediate piece (6e) and / or the first rotary wheel (7) and / or the second rotary wheel (8) with the corresponding modules (MVAL, MVAR, MHA) is in contact. Device (1) according to one of the preceding claims, wherein at least one module (MVAL, MVAR) has a rotation protection (13) which positively and / or non-positively upon actuation, a rotation of the corresponding module (MVAL, MHAL), in particular of the corresponding module actuating element (9), with respect to a guide (10) prevented. Device (1) according to Claim 16 , wherein the anti-rotation device (13) has at least one blocking element which positively and / or non-positively prevents rotation of the corresponding module (MVAL, MHAL) with respect to the guide (10), and integrally with the corresponding module (MVAL, MVAR) and / or the guide (10), or is designed as a separate blocking element. A system comprising: - a device (1) according to one of Claims 1 to 17 , and - at least one signal blocking element which blocks at least one control signal (4) output by the device (1) for actuating a brake, and is designed such that the blocking of said at least one control signal (4) is terminated only if at least one predetermined one Operating condition of the vehicle occurs. System after Claim 18 wherein the system is designed so that the predetermined operating state of the vehicle occurs when a change in direction of the vehicle by means of steered wheels is no longer possible, and / or if a transmission of steering and / or braking inputs (2, 3) is no longer on which can be done in a normal operating state usual manner or only very stiff. A vehicle, comprising: - at least three wheels, at least two wheels being mounted on respective different sides of the vehicle longitudinal axis (X), and - at least one device (1) according to one of Claims 1 to 17 , and / or - at least one system according to one of Claims 18 or 19 , Method for operating a system according to Claims 18 or 19 and / or a vehicle Claim 20 for generating non-electrical control signals (4) for actuating braking of a vehicle, comprising the steps of: - generating the control signals (4) from at least two inputs (2, 3), - checking whether at least one predetermined operating state of the vehicle has occurred, Blocking the at least one control signal (4) for actuating a brake if the at least one predetermined operating state of the vehicle has not occurred, and / or - terminating the blocking if the at least one predetermined operating state of the vehicle has occurred.

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