DE102018202069A1 - Device for transferring a motor vehicle system from a first to a second state - Google Patents

Device for transferring a motor vehicle system from a first to a second state

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Publication number
DE102018202069A1
DE102018202069A1 DE102018202069.8A DE102018202069A DE102018202069A1 DE 102018202069 A1 DE102018202069 A1 DE 102018202069A1 DE 102018202069 A DE102018202069 A DE 102018202069A DE 102018202069 A1 DE102018202069 A1 DE 102018202069A1
Authority
DE
Germany
Prior art keywords
force
actuator
coupling
spring element
system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
DE102018202069.8A
Other languages
German (de)
Inventor
Johannes Bruckmaier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Priority to DE102018202069.8A priority Critical patent/DE102018202069A1/en
Publication of DE102018202069A1 publication Critical patent/DE102018202069A1/en
Application status is Pending legal-status Critical

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D5/00Power-assisted or power-driven steering
    • B62D5/001Mechanical aspects of steer-by-wire systems, not otherwise provided in B62D5/00
    • B62D5/003Backup systems, e.g. for manual steering

Abstract

The invention relates to a device for transferring a motor vehicle system, in particular a system influencing the longitudinal dynamics and / or the lateral dynamics and / or the vertical dynamics of the vehicle, from a first state, in which the system is operated by electronic control, to a second state in which the system is operated on the basis of mechanically transmitted prescriptions of the driver of the motor vehicle, wherein this transfer inducing spring element includes a provided in said mechanical way and having at least two coupling halves coupling closes when energized against the force of this spring element on a by this spring element displaceable coupling half acting and the clutch in the open state holding actuator is not supplied with energy. In this case, a transmission with a transmission ratio is provided in a mechanical transmission path from the actuator to the displaceable coupling half, which translates a lower actuator force by increasing a required for a desired displacement of the coupling half Aktuatorwegs into a higher force of the spring element counteracting force.

Description

  • The invention relates to a device for transferring a motor vehicle system from a first state in which the system is operated by electronic control, in a second state in which the system is operated by means of mechanically transmitted presets of the driver of the motor vehicle, wherein a spring element causing this transfer includes a coupling provided in said mechanical path and having at least two coupling halves when energy is not supplied to the actuator by force against the force of this spring element acting on a coupling half displaceable by said spring element while keeping the coupling in the open state becomes. The prior art is by way of example on the DE 198 41 913 A1 as well as on the DE 10 2014 209 120 A1 directed.
  • In motor vehicles, the so-called X-by-wire systems are known, which are mechanically decoupled in their primary function of an operating element, with which the driver pretends the system his desire and electronic control (usually based on the electronically transmitted driver request, but necessary corrections can be superimposed) work. The best known representatives of such systems are steer-by-wire or brake-by-wire systems. These systems have a mechanical fallback level, which in the case of a particular electronic or electrical system error the respective specification of the driver (for example, on his steering wheel or brake pedal) by a mechanical connection (between the steering wheel and the steerable vehicle wheels or between the brake pedal and the brake pressure hydraulic) converts. This ensures the secure functionality of the system and of the entire motor vehicle.
  • For example, in the first-mentioned document, a steer-by-wire system is shown, which in normal operation (that is without error) is purely electrically operated and thereby has no mechanical connection between the steering wheel of the driver and the steerable vehicle wheels. If there is a system error that leads to a de-energized state, the system falls into its fallback level. In this fallback level there is a mechanical coupling between the steering wheel and the vehicle wheels, via a then closed clutch (for example, in the so-called. Steering spindle), which is held in its open position braced in normal operation against a (mechanical) spring. In the open position and held open this coupling is doing here by a hydraulic actuator, which is not supplied in the event of an error with (hydraulic) energy and therefore can not muster the necessary force to hold open the clutch, so that this coupling through the Spring force is closed.
  • The still referred to as state of the art DE 10 2014 209 120 A1 describes a hydraulic brake-by-wire system with a hydraulic fallback level. In order to represent higher brake pressures in normal operation, an electro-hydraulic brake booster is provided. If this brake system goes into the fallback mode, its gain is missing, so that the driver has to apply the necessary brake pressure by means of his muscular strength. In order to keep the necessary actuating forces as low as possible, a transmission is provided between the brake pedal and the brake cylinder, whose gear ratio increases over the pedal travel covered.
  • Returning to a prior art according to the preamble of claim 1 (as for example in the cited DE 198 41 913 A1 Shown to ensure the or a mechanical coupling in the so-called fallback level said coupling must close safely and remain securely closed even with a transmission of movement and force or moment. To be able to guarantee this, a high force on the closed clutch and thus a high spring force is necessary. However, if the system is in normal operation, the actuator must apply a force of such magnitude that the clutch is kept open. This force is dependent on the clearance between the coupling halves, of which at least one is displaceable for opening and closing the clutch, and for safety's sake is in amount above the necessary closing force of the clutch. Due to the described as high closing force and correspondingly high spring force against which the actuator must work, an actuator is needed, which can generate relatively high forces. This is undesirable, inter alia, for energy reasons, especially when an electrically operated actuator is provided, which must be supplied with electrical energy practically constantly, if the clutch is to be kept open. (In this regard, while providing a hydraulically operated actuator according to the cited prior art is more advantageous, it would be uneconomic to install a hydraulic pressure equipment only for that particular function, if such is not required for other reasons).
  • To point out a remedy for this problem is the object of the present invention.
  • The solution of this problem arises with the features of the independent claim and is for a device according to the preamble of claim 1, characterized in that in a mechanical transmission path from the actuator to the displaceable coupling half a transmission with a transmission ratio is provided which a lower actuator force by increasing a required for a desired displacement of the coupling half Aktuatorwegs in translates a higher force counteracting the force of the spring element. Advantageous developments are content of the dependent claims.
  • According to the invention, in the mechanical so-called. Force and distance transmission path between the actuator and the displaceable half of said clutch, which is displaced by the actuator to open the held by spring force in its closed position clutch, provided a movement transmission, which a Displacement movement of the actuator in a smaller displacement movement for the displaceable coupling half stockpiled, so that the force applied by the actuator with respect to the overcoming of said spring force is reduced. Alternatively, of course, the spring force can also be replaced by an arbitrarily acting energy storage. By way of example, the actuator is an electric motor with a motor gearbox directly connected downstream of its rotor shaft, which translates the rotational movement of the electric motor into a linear displacement or displacement. However, this conventional engine transmission is not the claimed with the present invention transmission. Rather, the actuator itself should perform or cause a linear displacement movement and it is in a mechanical transmission path of this linear displacement exporting actuator the invention (possibly further) gear provided , With this transmission according to the invention remains (apart from minor mechanical losses) to be performed by the actuator work when moving the coupling half against the force of said spring element substantially unchanged when the actuator is indeed displaced over a greater distance, but it must muster a lower force , Incidentally, the coupling may be a positive or frictional coupling, i. To such embodiments in which the two coupling halves are connected with closed clutch via positive engagement or via frictional engagement.
  • In one possible embodiment, the transmission according to the invention is designed as a simple lever drive, wherein the actuator acts on the longer lever arm of a lever supported on a bearing, while the displaceable coupling half is supported on the shorter lever arm. Such a simple lever drive, in which the two lever arms can be provided with respect to the bearing of the lever seen on opposite sides or on the same side, is easy to represent and works extremely reliable. However, a somewhat more complex mechanical transmission can also be provided, in particular if a transmission with a transmission ratio variable over the displacement path is desired. In this case, in particular for holding the clutch in the open state in which, for example, an electric motor is operated clocked as an actuator, so that alternately a minimal closing movement of the first opened clutch (without closing the same) takes place, whereupon these from the electric motor back into the fully open Condition is transferred, be provided a magnitude particularly high transmission ratio. Starting from the closed state of the clutch, however, can be provided for the initial displacement of the displaceable coupling half of the non-displaceable coupling half away a smaller amount gear ratio in order to achieve a temporally shortest possible opening of the clutch. In the open state, the clutch can then with increased displacement paths of the actuator with reduced actuator force.
  • The attached schematic diagram shows the essential limits and abstracts a possible embodiment of a device according to the invention, wherein only the two said coupling halves are shown with a said power storage element and an actuator with a transmission according to the invention.
  • With the reference number 1a is a first coupling half, for example, shown in a steering column of a motor vehicle, which is a shaft 2 carries, which is connected to a steering gear, not shown, of the vehicle, which can pivot steerable wheels of the vehicle about the steering axis of rotation. A second coupling half 1b carries (as well as the first coupling half 1a ) on its (each) other coupling half 1a opposite side of a wave 3 , which is connected to a steering wheel, not shown, of the vehicle, with a driver of the vehicle its steering request to said steering gear with the clutch engaged 1 - This is essentially through the two coupling halves 1a . 1b educated - can convey. The two waves turn 2 . 3 at least slightly about their longitudinal axes.
  • The two coupling halves 1a . 1b are here (initially only approximately described) formed by two discs, which at their edges of the other coupling half ( 1b or. 1a ) facing teeth 4 wear. Is the clutch 1 closed, so grab the teeth 4 of both coupling halves 1a . 1b each other. Pictured here is the clutch 1 in the open state, in which the teeth 4 the two coupling halves 1a . 1b spaced apart from each other. From the open state shown here can be converted to the closed state, the clutch 1 by one or here several force storage elements 5 , which here as prestressed helical compression springs (for this is also the reference numeral 5 used) are formed. These power storage elements 5 acts an actuator 6 suitable counter and holds - as long as this actuator 6 is powered - the clutch 1 in the open state shown here.
  • Described in more detail is the displaceable coupling half 1b by a plurality of so-called sector parts arranged approximately to a circular disk 11 formed slightly and together with each other pivotable in bearings 12 on the pot edge of a cup-shaped support structure 13 are stored, to which not only centrally the already mentioned wave 3 flanged on, but also on the screw compression springs 5 as well as the actuator 6 are supported. In the center of the cup-shaped supporting structure 13 (and thus coaxial with the shaft 3 ) is designed as an electric motor with downstream and not shown in detail spindle drive actuator 6 arranged or fixed, which in such a way with the centers Z of the sector parts 11 connected is that he has these centers Z here in axis direction of the wave 3 can shift to a certain distance or direction of the arrow s. Such a relocation of the centers Z of the sector parts 11 according to arrow direction s causes due to their storage in the camps 12 a pivoting of the radially outer R viewed outside teeth 4 these sector parts 11 or this coupling half 1b against arrow direction F.
  • In the direction of arrow F, the teeth can be pivoted 4 the sector parts 11 (and thus also the sector parts 11 even around their camps 12 ) by the force storage elements 5 , which at the respective edge or in the area of the teeth 4 at the sector parts 11 so oriented or biased attack that these energy storage elements 5 the sector parts 11 with her teeth 4 to the opposite teeth 4 the other (not displaceable) coupling half 1a strive to move. Here is the actuator 6 in its effective direction and direction of displacement according to the arrow direction s of the effective direction of the force storage elements 5 opposite set and thus (and in particular not self-locking) trained that when not operated, ie not energized actuator 6 the energy storage elements 5 the sector parts 11 pivot or shift in the direction of arrow F, so that the teeth of the two coupling halves 1a . 1b engage and thus the clutch 1 closes. With operation of the actuator 6 however, in the mechanical transmission path from the actuator 8th to the teeth 4 the movable coupling half 1b by shifting the centers Z of the sector parts 11 according to arrow s the sector parts 11 pivoted against the direction of arrow F and it comes with the teeth 4 the two coupling halves disengaged, leaving the clutch 1 is opened. That in the present embodiment, the actuator 6 as well as the energy storage elements 5 on the supporting structure 13 the movable coupling half 1b is a feature of the design of this embodiment and does not alter the fact that in a mechanical transmission path from the actuator 6 to the displaceable coupling half 1b specifically to their teeth 4 , A transmission is provided with a transmission ratio according to the invention.
  • As the schematic diagram obviously shows, the sector parts work 11 in the manner of a lever drive and thus constitute a transmission, which with the lever arm ratio shown here a larger displacement of the actuator 6 according to the direction of the arrow s in a contrast smaller displacement path F of the teeth 4 (the sector parts 11 ) translated. This results from the fact that the the actuator 6 associated lever arm, which extends from the center Z to the (respective) camp 12 extends larger than that of the bearing 12 to the respective tooth 4 (of the respective sector part 11 ) extending lever arm. With the (known) lever law thus results that of the actuator 6 against the force of the energy storage elements 5 applied force is less than the sum-force of the here several power storage elements.
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • DE 19841913 A1 [0001, 0005]
    • DE 102014209120 A1 [0001, 0004]

Claims (3)

  1. Device for transferring a motor vehicle system, in particular a system influencing the longitudinal dynamics and / or the lateral dynamics and / or the vertical dynamics of the vehicle, from a first state, in which the system is operated by electronic control, to a second state, in which the System is operated on the basis of mechanically transmitted specifications of the driver of the motor vehicle, wherein this transfer inducing memory, in particular a spring element (5), provided in said mechanical way and at least two coupling halves (1a, 1b) having coupling (1) closes if an actuator (6) acting under energy supply against the force of this force accumulator, in particular spring element (5), acts on a coupling element (1b) displaceable by this energy accumulator, in particular this spring element (5), and the coupling (1) is held in the open state is no longer supplied with energy, thereby identified shows that in a mechanical transmission path from the actuator (6) to the displaceable coupling half (1b) a transmission (11) is provided with a transmission ratio, which is a lower actuator force magnifying a required for a desired displacement path of the coupling half (1b) Aktuatorwegs ( s) translated into a higher of the force of the energy storage, in particular spring element (5), counteracting force.
  2. Device after Claim 1 , wherein the transmission in the mechanical transmission path as a movement gear, in particular as a lever drive, is formed.
  3. Device after Claim 1 or 2 wherein the transmission in the mechanical transmission path has a path-dependent changing transmission ratio.
DE102018202069.8A 2018-02-09 2018-02-09 Device for transferring a motor vehicle system from a first to a second state Pending DE102018202069A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE102018202069.8A DE102018202069A1 (en) 2018-02-09 2018-02-09 Device for transferring a motor vehicle system from a first to a second state

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018202069.8A DE102018202069A1 (en) 2018-02-09 2018-02-09 Device for transferring a motor vehicle system from a first to a second state

Publications (1)

Publication Number Publication Date
DE102018202069A1 true DE102018202069A1 (en) 2019-08-14

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Family Applications (1)

Application Number Title Priority Date Filing Date
DE102018202069.8A Pending DE102018202069A1 (en) 2018-02-09 2018-02-09 Device for transferring a motor vehicle system from a first to a second state

Country Status (1)

Country Link
DE (1) DE102018202069A1 (en)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19841913A1 (en) 1998-09-14 2000-03-16 Bosch Gmbh Robert Electromechanical steering adjuster, especially for steer-by-wire use in cars has switchable clutch which upon occurrence of fault in steering system connects steering wheel in positive locking fashion to controlled member
DE102005002457A1 (en) * 2004-01-20 2005-08-25 Visteon Global Technologies, Inc., Van Buren Township Mechanical coupling connection safety device for an E-steering system
DE102014209120A1 (en) 2014-05-14 2015-11-19 Bayerische Motoren Werke Aktiengesellschaft Brake control device of a motor vehicle with an operable in by-wire mode brake system with hydraulic brake force transmission and hydraulic fallback level

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19841913A1 (en) 1998-09-14 2000-03-16 Bosch Gmbh Robert Electromechanical steering adjuster, especially for steer-by-wire use in cars has switchable clutch which upon occurrence of fault in steering system connects steering wheel in positive locking fashion to controlled member
DE102005002457A1 (en) * 2004-01-20 2005-08-25 Visteon Global Technologies, Inc., Van Buren Township Mechanical coupling connection safety device for an E-steering system
DE102014209120A1 (en) 2014-05-14 2015-11-19 Bayerische Motoren Werke Aktiengesellschaft Brake control device of a motor vehicle with an operable in by-wire mode brake system with hydraulic brake force transmission and hydraulic fallback level

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