DE102022110314A1 - Control unit for influencing the driving direction of a motor vehicle by a user - Google Patents

Abstract

The invention relates to an operating unit (1) for influencing the direction of travel of a motor vehicle (2) by a user, in particular for use in a steer-by-wire system (3), comprising an electric motor (4), which transmits torque with a spindle (6) is connected and a spindle nut (7) is operatively connected to the spindle (6) in such a way that a rotation of the spindle (6) causes a translational offset of the spindle nut (7) relative to the spindle (6), the motor (4 ) is fixed in position relative to a first jacket tube (8), and the spindle nut (7) is connected to an inner guide tube (10), which is arranged at least in sections axially displaceable within the jacket tube (8), so that the jacket tube (8) and that inner guide tube (10) form a telescopic extension (11) which can be actuated by the motor (4), the spindle (6) being coupled to a slide (16) which can be translated in translation through the spindle (6) and which, on the one hand, is connected to the inner guide tube (10 ) and on the other hand is connected to the spindle nut (7), a crash element (5) being arranged on the slide (16) for intercepting a force impulse that occurs in the retraction direction of the telescopic extension (11), in particular in the event of an accident of the motor vehicle (2).

Description

The present invention relates to an operating unit for influencing a driving direction of a motor vehicle by a user, in particular for use in a steer-by-wire system, comprising an electric motor which is connected to a spindle in a torque-transmitting manner and a spindle nut is thus operatively connected to the spindle that a rotation of the spindle causes a translational offset of the spindle nut relative to the spindle, the motor being fixed in position relative to a first jacket tube, and the spindle nut is connected to an inner guide tube, which is arranged at least in sections axially displaceable within the jacket tube, so that the The casing tube and the inner guide tube form a telescopic extension that can be actuated by the motor, the spindle being coupled to a slide that can be translated in translation through the spindle and which is connected on the one hand to the inner guide tube and on the other hand to the spindle nut.

Electric steering devices are used - among other things in motor vehicles - to receive a driver's direction request and to convert it into corresponding movements of one or more wheels. Compared to purely mechanical steering devices, a distinction is made between electrical steering devices between electrically assisted steering devices and fully electric steering devices, so-called “steer-by-wire” steering devices. These steer-by-wire steering devices in particular have the advantage that the control unit can be positioned relatively freely within the vehicle independently of mechanical connection components, which, in addition to cost savings when distinguishing between, for example, right-hand and left-hand drive vehicles, also improves accident behavior due to the absence a steering column. Furthermore, the control unit can be brought into a stowage position, which is also used, for example, with fully automatic steering.

A steer-by-wire steering system in the context of the present invention is to be understood as meaning a steering system which essentially consists of a so-called hand wheel actuator (HWA), for example the actuator system around the commanding vehicle steering wheel, and a road wheel actuator ( RWA), i.e. the actuator system that acts on the steering mechanism connected to the vehicle wheels. The steering signal is transmitted from the HWA to the RWA via wire.

Such systems are basically known from the prior art. This is how it reveals DE 10 2015 224 602 A1 an adjustable steering column for a steer-by-wire steering device of a motor vehicle, comprising an actuating unit which comprises a steering spindle rotatably mounted in a casing unit about a longitudinal axis, the casing unit having a first casing tube in which at least a second casing tube is rotationally fixed with respect to the longitudinal axis arranged and telescopically axially displaceably mounted, an actuator being connected to the first and second casing tube, of which the second casing tube can be axially retracted and extended relative to the first casing tube, and which comprises a spindle drive with a spindle drive arranged parallel to the longitudinal axis an electric servomotor rotatably drivable threaded spindle which is supported on a casing tube and which is screwed into a spindle nut which is attached to the other casing tube in a rotationally fixed manner, the threaded spindle extending within the first casing tube, and the spindle nut being attached to the second casing tube

The DE 10 2018 212 696 B3 an adjustment drive for a motor-adjustable steering column for a motor vehicle is also known, comprising a motor drive unit and an external threaded spindle which has an external thread and a coaxial internal thread into which an internal threaded spindle engages, the external threaded spindle and the internal Threaded spindle can be driven by the drive unit to rotate relative to one another about an axis. In order to provide an adjustment drive that requires a lower drive torque and offers an optimized free adjustment path, the DE 10 2018 212 696 B3 proposes that the external threaded spindle engages with its external thread in a drive nut, wherein the drive nut or the internally threaded spindle can be driven in rotation by the drive unit and is supported in the direction of the axis relative to the drive unit.

With regard to the further development towards autonomous driving, the driver of the vehicle would like to be given the opportunity to retract the steering wheel almost completely towards the dashboard during autonomous driving in order to achieve an improved comfort level without a steering wheel that may be perceived as disturbing, which is also completely new Design concepts for the passenger cell are permitted.

With such new designs of the passenger cell in autonomously driving motor vehicles, there are often special requirements for the steering wheel to be retracted, in particular with regard to the required travel distance, which is usually significantly greater than the travel distance for an extendable steering column in a non-autonomously driving automobile.

Implementing larger travel distances over longer spindles using the approaches known from the prior art is critical in terms of installation space and stability. For example, in conventional concepts the spindle would have to be longer than the steering column, which would lead to a collision with the steering wheel when retracting. In addition, passive vehicle safety is significantly worsened because there is a penetrator in the driver's direction.

In the case of the spindle drives mentioned at the beginning, the spindle nut on the spindle drive is usually designed to be self-locking, which means that in the event of an accident, an impact force on the steering wheel is supported by the self-locking mechanism, which increases the risk of injury.

Against this background, the object of the present invention is to provide an improved length-adjustable operating unit compared to the prior art for influencing the direction of travel of a motor vehicle by a user, in particular for use in a steer-by-wire system. The object of the invention is, in particular, to realize a length-adjustable operating unit with the largest possible travel path of the length-adjustable operating unit while at the same time improving safety in the event of an accident.

This object is achieved by an operating unit for influencing a driving direction of a motor vehicle by a user, in particular for use in a steer-by-wire system, comprising an electric motor which is connected to a spindle in a torque-transmitting manner and a spindle nut is thus operatively connected to the spindle is that a rotation of the spindle causes a translational offset of the spindle nut relative to the spindle, wherein the motor is fixed in position relative to a first casing tube, and the spindle nut is connected to an inner guide tube, which is arranged at least in sections axially displaceable within the casing tube, so that the casing tube and the inner guide tube form a telescopic extension that can be actuated by the motor, the spindle being coupled to a slide that can be translated in translation through the spindle and which is connected on the one hand to the inner guide tube and on the other hand to the spindle nut, with a crash element on the slide is arranged in the retraction direction of the telescopic extension to intercept a force impulse that occurs in particular in the event of an accident of the motor vehicle.

By interposing a crash element between the slide and the spindle nut, the risk of injury to the driver is reduced in the event of an accident by allowing the steering wheel to give way or retreat when force is applied.

With the length-adjustable operating unit, travel lengths of greater than 200 mm can be implemented, which means that the operating unit is particularly suitable for use within a passenger compartment of an autonomous motor vehicle. For this purpose, the spindle preferably has a length of greater than 200mm, preferably between 200-1,000mm, most preferably between 200-500mm.

The motor can be designed as an axial flux motor or radial flux motor. Furthermore, it is possible to design a motor configured as a radial flux motor as an internal rotor or external rotor.

The motor is coupled via a rotor shaft to an actuator mechanism that includes a spindle drive. The spindle drive converts a rotational movement of the spindle into a linear movement of the spindle nut using a spindle and a spindle nut, which are geared together. In its simplest form, a spindle drive can be formed from the spindle and the spindle nut, with the thread of the threaded spindle meshing directly in a corresponding internal thread of the threaded spindle nut

In order to minimize these friction losses, the spindle drive can also be designed as a roller threaded spindle drive, in which rollers or balls are arranged between the spindle and the spindle nut, so that a rolling or. Rolling movement is realized, which leads to significantly better efficiency of the spindle drive mechanics.

According to an advantageous embodiment of the invention, it can be provided that the casing tube, the outer guide tube and the inner guide tube are arranged coaxially to a common axis of rotation, which contributes to a particularly compact design.

According to a further preferred development of the invention, it can also be provided that the spindle has an axis of rotation which is aligned axially parallel to the common axis of rotation of the telescopic extension, which also makes it possible to realize axially compact embodiments of the operating unit.

The invention can also be designed in an advantageous manner in such a way that the casing tube, the outer guide tube (if present) and the inner guide tube have a polygonal, in particular octagonal, cross-sectional contour sen, which means that the steering torque applied by the driver can be transferred particularly well. Most preferably, the casing tube, the outer guide tube (if present) and/or the inner guide tube are made of sheet metal.

According to an advantageous embodiment of the invention, it can be provided that the spindle is coupled to a slide which can be translated in translation through the spindle and which is connected on the one hand to the inner guide tube and on the other hand to the spindle nut, whereby the spindle and the motor of the operating unit are better suited to given installation space situations are customizable.

According to an advantageous embodiment of the invention, it can be provided that the crash element is designed as a sleeve which encompasses the slide and rests against it, the sleeve being supported on the one hand axially against the spindle nut and on the other hand axially against the slide and the sleeve under the action of the In particular, in the event of an accident of the motor vehicle, the force impulse in the retraction direction of the telescopic extension is deformed in such a way that the slide is axially displaceable in the retraction direction of the telescopic extension.

The sleeve is preferably made of a plastic. To accommodate the sleeve, the particularly cylindrical slide can preferably have a first region with a first diameter and a second region with a smaller diameter onto which the sleeve can be pushed. Advantageously, the outer diameter of the first region of the slide and the sleeve can be essentially the same, so that guidance of the slide is not hindered by a shoulder.

Furthermore, the transition between the slide and the sleeve is preferably beveled in such a way that the slide is pushed into the sleeve with a defined axial force and the sleeve is thereby expanded. The sleeve preferably has an axial contact shoulder on the spindle nut of the spindle drive and the slide is also preferably fastened/locked on the opposite side of the spindle nut of the spindle drive. This arrangement makes it easy to attach the slider to the spindle nut of the spindle drive.

According to a further preferred development of the invention, it can also be provided that the crash element is designed as a releasable frictional connection, which causes a releasable frictional connection between the slide and the spindle nut, which is configured so that under the influence of the in particular in an accident of the motor vehicle occurring force impulse in the retraction direction of the telescopic extension, the slider can be axially displaceable in the retraction direction of the telescopic extension.

Furthermore, according to a likewise advantageous embodiment of the invention, it can be provided that the crash element is designed as a non-positive coupling, which causes a releasable frictional connection between the slide and the spindle nut, which is configured in such a way that under the influence of the in particular Accident of the motor vehicle occurring force impulse in the retraction direction of the telescopic extension, the slider can be axially displaceable in the retraction direction of the telescopic extension.

In this way, an overload clutch can be provided on or on the slide of the longitudinal adjustment of the operating unit. The slide is preferably attached on the one hand to the front area of the inner guide tube of the telescopic extension, and on the other hand with the overload clutch on the spindle nut of the electric spindle drive.

The slide is preferably designed with a rectangular cross section and is guided on at least two longitudinal sides in the overload clutch, with a clamping force being advantageously exerted on the slide via a spring element. The overload clutch is configured so that the slider slips when a specified load is exceeded. This allows the control unit to give way and the risk of injury is significantly reduced. What is particularly advantageous with this design is that no further attachment of the slide to the spindle nut of the spindle drive is required. In addition, due to the constant cross section of the slide, guidance in a housing containing the operating unit is easily possible over the entire travel path. The overload clutch is not destroyed when triggered and can therefore be reset.

According to a further particularly preferred embodiment of the invention, it can be provided that the crash element is designed as a releasable form-fitting connection, which causes a releasable form-fitting connection between the slide and the spindle nut, which is configured so that under the influence of the in particular in an accident of the motor vehicle occurring force impulse in the retraction direction of the telescopic extension, the slider can be axially displaceable in the retraction direction of the telescopic extension.

Furthermore, the invention can also be further developed in such a way that the releasable positive connection comprises a locking ring, which is inserted into one in the slide brought first groove is releasably arranged so that under the influence of the force impulse that occurs in particular in the event of an accident of the motor vehicle in the retraction direction of the telescopic extension, the locking ring is pushed axially out of the first groove, so that the slider is axially displaceable in the retraction direction of the telescopic extension.

The locking ring is particularly preferably designed as a spring ring. The retaining ring can provide a spring force acting in the radial direction, which acts in the expanding or compressing direction of the retaining ring.

In a likewise preferred embodiment variant of the invention, it can also be provided that the slide is designed in two parts, with an outer slide tube and an axially displaceable inner slide cylinder guided in the outer slide tube, the first groove being formed on the slide cylinder and on the inner lateral surface a second groove is arranged in the outer slide tube, into which the locking ring engages, so that an axial movement of the outer slide tube relative to the inner slide cylinder is prevented during operation of the operating unit and under the influence of the force impulse that occurs, in particular in the event of an accident of the motor vehicle, in the retraction direction of the telescopic extension The locking ring is pushed axially out of the first groove and/or the second groove, so that the slide is axially displaceable in the retraction direction of the telescopic extension.

The slide can therefore be telescopically composed of a solid and hollow shaft. The inner slide cylinder, which is preferably designed as a solid shaft, receives a circumferential first groove into which a locking ring, preferably shaped as a slotted spring ring, is inserted. The outer diameter of the relaxed locking ring is preferably larger than the outer diameter of the inner slide cylinder. The compressed outside diameter of the locking ring preferably corresponds to the outside diameter of the inner slide cylinder. The outer slide tube, which is designed, for example, as a hollow shaft, also preferably has an internal, circumferential second groove. When the inner slide cylinder is inserted into the outer slide tube, the locking ring snaps into the second groove, whereby both parts are axially secured to one another in order to ensure the transfer of the adjusting force from the spindle nut to the telescopic extension.

At a specified overload, the locking ring is compressed, overcoming the seat in the second groove of the outer slide tube. A telescopic movement can thus take place between the inner slide cylinder and the outer slide tube, with this movement being superimposed by friction between the locking ring and the outer slide tube, which can further reduce impact energy. The system is not destroyed when triggered and can be reset. A characteristic curve can be displayed and varied by providing a medium in the cavity between the solid and hollow shaft. This can, for example, be a porous material, which is destroyed when moving into one another in order to create a variable resistance.

The first and second grooves as well as the locking ring can be dimensioned such that the locking ring is compressed in the radial direction and is received in the first groove of the inner slide cylinder. Alternatively, it would also be possible for the locking ring to be expanded in the radial direction and to be received in the second groove of the slide tube.

It can also be advantageous to further develop the invention in such a way that a second groove is arranged on the inner surface of the spindle nut, into which the locking ring engages, so that an axial movement of the spindle nut relative to the slide is prevented during operation of the operating unit and under the influence of the In particular, in the event of an accident of the motor vehicle, the force pulse occurring in the retraction direction of the telescopic extension is pushed axially out of the first groove and/or the second groove, so that the slide is axially displaceable in the retraction direction of the telescopic extension.

The locking ring can therefore particularly preferably also be arranged between the slide and the spindle nut. This means that the slider is designed to be particularly simple and not as a telescopic linkage, and the slider can also be attached directly to the spindle nut via the locking ring. In addition, the uninterrupted cross section of the slide means that it can be guided over the entire travel path without any problems. Here too, the locking ring can be used to expand or compress.

According to a further preferred embodiment of the subject matter of the invention, it can be provided that the crash element is designed as a spring ring encompassing the slider with a spring force acting on the slider, which causes a releasable frictional connection between the slider and the spindle nut, which is configured in such a way that that under the influence of the force impulse that occurs, in particular in the event of an accident of the motor vehicle, in the retraction direction of the telescopic extension, the slide can be axially displaceable in the retraction direction of the telescopic extension.

It is preferred that the slide holder is designed to be floating in the spindle nut. On the one hand, the slide is secured against slipping out with a locking ring; on the opposite side of the spindle nut, there is a spring ring on the slide, which rests against the spindle nut. This means that the required adjustment force from the spindle nut to the telescopic extension can be guaranteed. At a specified overload, the clamping between the slider and the locking ring is overcome and the slider slips through the locking ring and the spindle nut, with this movement being superimposed by friction between the locking ring and the spindle nut, which can reduce further impact energy. This variant of a crash element offers a simple and cost-effective structure. Because of the uninterrupted cross section, the slide can be easily guided over the entire travel path, for example in a housing. The system is not destroyed when triggered and can be reset.

Finally, the invention can also be designed in an advantageous manner in such a way that the spring ring is designed as a claw ring.

The invention will be explained in more detail below using figures without restricting the general idea of the invention.

• 1 eine erste Ausführungsform einer Bedieneinheit in drei verschiedenen Betriebszuständen in jeweils einer Axialschnittansicht,
• 2 eine zweite Ausführungsform einer Bedieneinheit in zwei verschiedenen Betriebszuständen in jeweils einer Axialschnittansicht sowie in einer Querschnittsdarstellung,
• 3 eine dritte Ausführungsform einer Bedieneinheit in zwei verschiedenen Betriebszuständen in jeweils einer Axialschnittansicht sowie in einer Querschnittsdarstellung,
• 4 eine vierte Ausführungsform einer Bedieneinheit in zwei verschiedenen Betriebszuständen in jeweils einer Axialschnittansicht sowie in einer Querschnittsdarstellung,
• 5 eine fünfte Ausführungsform einer Bedieneinheit in zwei verschiedenen Betriebszuständen in jeweils einer Axialschnittansicht sowie einen Krallring in einer perspektivischen Darstellung.
• 6 ein Kraftfahrzeug mit einem Steer-by-wire-Lenksystem in einer schematischen Blockschaltdarstellung.

It shows:

• 1 a first embodiment of an operating unit in three different operating states, each in an axial section view,
• 2 a second embodiment of an operating unit in two different operating states, each in an axial section view and in a cross-sectional view,
• 3 a third embodiment of an operating unit in two different operating states, each in an axial section view and in a cross-sectional view,
• 4 a fourth embodiment of an operating unit in two different operating states, each in an axial section view and in a cross-sectional view,
• 5 a fifth embodiment of an operating unit in two different operating states, each in an axial section view, and a claw ring in a perspective view.
• 6 a motor vehicle with a steer-by-wire steering system in a schematic block diagram.

The 1-5 each show an embodiment of an operating unit 1 for influencing the direction of travel of a motor vehicle 2 by a user, in particular for use in a steer-by-wire system 3, as exemplified in the 6 is sketched. It can be seen there that the steer-by-wire system 3 has the length-adjustable control unit 1 and a steering actuator 32, which converts the steering commands into a corresponding wheel position of the motor vehicle 2. The steering commands are transmitted from the operating unit 1 to the steering actuator 32 in a wired or wireless manner, which is indicated by the dotted line. The operating unit 1 has a steering wheel 28 that can be operated by a user.

The control units 1 of the 1-5 each include an electric motor 4, which is connected to a spindle 6 in a torque-transmitting manner. A spindle nut 7 is then operatively connected to the spindle 6 in such a way that a rotation of the spindle 6 causes a translational offset of the spindle nut 7 relative to the spindle 6. The spindle nut 7 and the spindle 6 are designed to be self-locking, meaning that a force acting axially on the spindle nut 7 and/or spindle 6 does not cause an axial offset of the spindle nut 7 relative to the spindle 6.

The motor 4 is fixed in position relative to a first casing tube 8, for example by arranging the motor 4 and the first casing tube 8 in or on a common housing.

The spindle nut 7 is connected to an inner guide tube 10, which is arranged at least in sections axially displaceable within the jacket tube 8, so that the jacket tube 8 and the inner guide tube 10 form a telescopic extension 11 that can be actuated by the motor 4. The spindle 6 is coupled to a slide 16 which can be translated in translation through the spindle 6 and which is connected on the one hand to the inner guide tube 10 and on the other hand to the spindle nut 7, so that the slide 16 transfers the axial offset of the spindle nut 7 to the inner guide tube 10.

A crash element 5 is arranged on the slide 16 to intercept a force impulse that occurs in the retraction direction of the telescopic extension 11 on or in the slide 16, in particular in the event of an accident of the motor vehicle 2. This allows the self-locking of the spindle drive consisting of spindle nut 7 and spindle 6 to be bypassed and the axial flexibility of the telescopic extension 11 is relocated to a connection point between the slide 16 and the spindle nut 7. Various embodiments are conceivable, which are described below based on 1-5 be explained in more detail.

From the 1 a first embodiment of the operating unit 1 can be seen, in which the crash element 5 is designed as a sleeve 15 which encompasses the slide 16 and rests against it. In the figure a the 1 is the control unit 1 in its fully extended operating position and in Figure b 1 shown in its fully retracted operating position.

The sleeve 15 is supported axially against the spindle nut 7 on the one hand and axially against the slide 16 on the other hand. The sleeve 15 is configured in such a way that it is deformed in the retraction direction of the telescopic extension 11 under the influence of the force impulse that occurs, in particular in the event of an accident of the motor vehicle 2, in such a way that the slide 16 is axially displaceable in the retraction direction of the telescopic extension 11. This operating state is in the c the 1 to recognize.

In the example shown, the sleeve 15 is made of a plastic. To accommodate the sleeve 15, the cylindrical slide 16 has a first area with a first diameter and a second area with a smaller diameter onto which the sleeve 15 is pushed. The outer diameter of the first area of the slide 16 and the sleeve 15 are essentially the same, so that guidance of the slide 16 is not hindered by a shoulder, which can also be clearly seen when figures a and c are viewed together 1 can be understood.

Furthermore, the transition between the slide 16 and the sleeve 15 is beveled in such a way that the slide 16 is pushed into the sleeve 15 with a defined axial force and this is expanded, as in the the 1 is shown. The sleeve 15 has an axial contact shoulder on the spindle nut 7 of the spindle drive and the slide 16 is fastened/locked on the opposite side of the spindle nut 7 of the spindle drive, so that the slide 16 thereby receives axial forces in both directions from the spindle nut during normal operation of the operating unit 1 7 can be transferred to the slider 16, as shown in figures a and b in the 1 is shown. This arrangement makes it easy to attach the slide 16 to the spindle nut 7 of the spindle drive.

The 2 shows an embodiment of the operating unit 1 in which the crash element 5 is designed as a releasable frictional connection 14, which causes a releasable frictional connection between the slide 16 and the spindle nut 7, which is configured in such a way that under the influence of the motor vehicle, in particular in the event of an accident 2 force impulse occurring in the retraction direction of the telescopic extension 11, the slide 16 can be axially displaceable in the retraction direction of the telescopic extension 11. The figure a the 2 shows the telescopic extension 11 in the fully extended operating state. In the exemplary embodiment 2 the crash element 5 is designed as a non-positive coupling 27, which causes a releasable frictional connection between the slide 16 and the spindle nut 7, which is configured in such a way that under the influence of the force impulse that occurs, in particular in the event of an accident of the motor vehicle 2, in the retraction direction of the telescopic extension 11 the slide 16 is axially displaceable in the retraction direction of the telescopic extension 11.

As a result, an overload clutch can be provided on or on the slide 16 of the longitudinal adjustment of the operating unit 1. The slide 16 is on the one hand attached to the front area of the inner guide tube 10 of the telescopic extension 11, and on the other hand is connected to the clutch 27, designed as an overload clutch, on the spindle nut 7 of the electric spindle drive.

The slider 16 is - like from the the 2 can be seen - here designed with a rectangular cross section and is guided on at least two long sides in the coupling 27. A clamping force is exerted on the slide 16 via a spring element 24. The clutch 27 is configured so that when a specified load is exceeded, the slide 16 slips, as shown in Figure b 2 is shown. This allows the control unit 1 to yield in the axial direction and the risk of injury to the driver in the event of an accident is significantly reduced. What is particularly advantageous in this embodiment is that no further attachment of the slide 16 to the spindle nut 7 of the spindle drive is required. In addition, due to the constant cross section of the slide 16, guidance in a housing comprising the operating unit 1 is possible without any problems over the entire travel path. The clutch 27 is not destroyed when triggered and can therefore be reset.

The 3-4 show embodiments of the operating unit 1, in which the crash element 5 is designed as a releasable positive connection 13, which causes a releasable positive connection between the slide 16 and the spindle nut 7, which is configured so that under the influence of the, in particular in the event of an accident Motor vehicle 2 occurring force impulse in the retraction direction of the telescopic extension 11 of the slide 16 is axially displaceable in the retraction direction of the telescopic extension 11.

The slider 16 is in the embodiment shown 3 Designed in two parts, with an outer slide tube 19 and an axially displaceable inner slide cylinder 20 guided in the outer slide tube 19, the first groove 17 is formed on the slide cylinder 20 and on the inner surface of the outer slide tube 19 a second groove 21 is arranged, into which the locking ring 18 engages, so that an axial movement of the outer slide tube 19 relative to the inner slide cylinder 20 during operation of the operating unit 1 is prevented and under the influence of the force impulse that occurs, in particular in the event of an accident of the motor vehicle 2, in the retraction direction of the telescopic extension 11, the locking ring 18 is pushed axially out of the first groove 17 and/or the second groove 21, so that the slide 16 is axially displaceable in the retraction direction of the telescopic extension 11 .

The slide 16 can therefore be telescopically composed of the inner slide cylinder 20 designed as a solid shaft and the outer slide tube 19 designed as a hollow shaft. The inner slide cylinder 20 has a circumferential first groove 17, into which the locking ring 18, which is preferably shaped as a slotted spring ring, is inserted. The outer diameter of the relaxed locking ring 18 is preferably larger than the outer diameter of the inner slide cylinder 20. The compressed outer diameter of the locking ring 18 corresponds to the outer diameter of the inner slide cylinder 20. The outer slide tube 19, which is designed as a hollow shaft, also has an internal, circumferential second groove 21 on. When the inner slide cylinder 20 is inserted into the outer slide tube 19, the locking ring 18 snaps into the second groove 21, whereby both parts are secured axially to one another in order to ensure the transmission of the adjusting force from the spindle nut 7 to the telescopic extension 11.

At a specified overload, the locking ring 18 is compressed, the seat in the second groove 21 of the outer slide tube 19 being overcome. A telescopic movement can thus take place between the inner slide cylinder 20 and the outer slide tube 19, with this movement being superimposed on friction between the locking ring 18 and the outer slide tube 19, whereby impact energy can be further reduced. The system is not destroyed when triggered and can be reset. A characteristic curve can be represented and varied by providing a medium in the cavity between the solid and hollow shaft, i.e. between the outer slide tube 19 and the inner slide cylinder 20. This can, for example, be a porous material, which is destroyed when moving into one another in order to create a variable resistance.

The first and second grooves 17, 21 and the locking ring 18 can be dimensioned such that the locking ring 18 is compressed in the radial direction and is received in the first groove 17 of the inner slide cylinder. Alternatively, it would also be possible for the locking ring 18 to be expanded in the radial direction and to be received in the second groove 21 of the outer slide tube 19.

Even if it is in the 3 is not shown, an embodiment is nevertheless also possible in which the releasable form-fitting connection 13 comprises a locking ring 18, which is releasably arranged in a first groove 17 made in the slide 16 in such a way that under the influence of the particularly occurring in the event of an accident of the motor vehicle 2 Force pulse in the retraction direction of the telescopic extension 11, the locking ring 18 is pushed axially out of the first groove 17, so that the slide 16 is axially displaceable in the retraction direction of the telescopic extension 11.

The 4 shows an embodiment of the invention, in which a second groove 22 is arranged on an inner surface of the spindle nut 7, into which the locking ring 18 engages, so that an axial movement of the spindle nut 7 relative to the slide 16 is prevented during operation of the operating unit 1 and under influence of the force impulse that occurs, in particular in the event of an accident of the motor vehicle 2, in the retraction direction of the telescopic extension 11, the locking ring 18 is pushed axially out of the first groove 17 and/or the second groove 22, so that the slide 16 is axially displaceable in the retraction direction of the telescopic extension 11.

The locking ring 18 is thus arranged between the slide 16 and the spindle nut 7. As a result, the slide 16 is designed to be particularly simple and not as a telescopic linkage, as in the 3 , In addition, the slide 16 is directly attached to the spindle nut 7 via the locking ring 18. In addition, due to the uninterrupted cross section of the slide 16, guidance over the entire travel path is possible without any problems. Here too, the locking ring 18 can be used to expand or compress.

The 5 shows a further embodiment of the operating unit 1 in which the crash element 5 is designed as a spring ring 23 encompassing the slide 16 with a spring force acting on the slide 16, which causes a releasable frictional connection between the slide 16 and the spindle nut 7, which is configured in this way is that under the influence of the force impulse that occurs, in particular in the event of an accident of the motor vehicle 2, in the retraction direction of the telescopic extension 11, the slide 16 can be axially displaceable in the retraction direction of the telescopic extension 11. The spring ring 23 is in this version tion designed as a claw ring, which is clear from the detailed representation of the the 5 is visible.

Here, the slide 16 is accommodated in the spindle nut 7 in a floating manner. On the one hand, the slide 16 is secured against slipping out with a locking ring 25; on the opposite side of the spindle nut 7, the spring ring 23 sits on the slide 16, which rests against the spindle nut 7. The required adjustment force from the spindle nut 7 to the telescopic extension 11 can thus be guaranteed. With a specified overload, the clamping between the slide 16 and the spring ring 23 is overcome and the slide 16 slips through the spring ring 23 and the spindle nut 7, with this movement being superimposed by friction between the spring ring 23 and the spindle nut 7, whereby further impact energy is reduced can be. This variant of a crash element 5 offers a simple and cost-effective structure. Because of the uninterrupted cross section, the slide 16 can be easily guided over the entire travel path, for example in a housing. The system is not destroyed when triggered and can be reset.

The invention is not limited to the embodiments shown in the figures. The foregoing description is therefore not to be viewed as limiting but rather as illustrative. The following patent claims are to be understood as meaning that a stated feature is present in at least one embodiment of the invention. This does not exclude the presence of other features. If the patent claims and the above description define 'first' and 'second' features, this designation serves to distinguish two similar features without establishing a ranking.

Reference symbol list

1

Control unit

2

motor vehicle

3

Steer-By-Wire system

4

engine

5

Crash element

6

spindle

7

spindle nut

8th

casing pipe

10

Guide tube

11

Telescopic extension

13

Positive connection

14

Adhesive connection

15

sleeve

16

Slider

17

Nut

18

Circlip

19

slide tube

20

Slide cylinder

21

Nut

22

Nut

23

spring ring

24

Spring element

25

Circlip

27

coupling

28

steering wheel

32

Steering actuator

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was 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 102015224602 A1 [0004]
• DE 102018212696 B3 [0005]

Claims (10)

Operating unit (1) for influencing the direction of travel of a motor vehicle (2) by a user, in particular for use in a steer-by-wire system (3), comprising: an electric motor (4), which transmits torque with a spindle (6). is connected and a spindle nut (7) is operatively connected to the spindle (6) in such a way that a rotation of the spindle (6) causes a translational offset of the spindle nut (7) relative to the spindle (6), the motor (4) relative to one first jacket tube (8) is fixed in position, and • the spindle nut (7) is connected to an inner guide tube (10), which is arranged at least in sections axially displaceable within the jacket tube (8), so that the jacket tube (8) and the inner guide tube (10) form a telescopic extension (11) which can be actuated by the motor (4), • the spindle (6) being coupled to a slide (16) which can be translated in translation through the spindle (6) and which, on the one hand, is connected to the inner guide tube (10). and on the other hand is connected to the spindle nut (7), characterized in that a crash element (5) is arranged on the slide (16) to absorb a force impulse that occurs in the retraction direction of the telescopic extension (11), in particular in the event of an accident of the motor vehicle (2). is. Control unit (1). Claim 1 , characterized in that the crash element (5) is designed as a sleeve (15) which encompasses the slide (16) and rests against it, the sleeve (15) being axially against the spindle nut (7) on the one hand and axially against on the other hand supports the slide (16) and the sleeve (15) is deformed in the retraction direction of the telescopic extension (11) under the action of the force impulse that occurs in particular in the event of an accident of the motor vehicle (2) in such a way that the slide (16) is deformed in the retraction direction of the telescopic extension (11). is axially displaceable. Control unit (1). Claim 1 , characterized in that the crash element (5) is designed as a releasable frictional connection (14), which causes a releasable frictional connection between the slide (16) and the spindle nut (7), which is configured so that under the influence of the in particular in the event of an accident of the motor vehicle (2), the force impulse occurring in the retraction direction of the telescopic extension (11) is axially displaceable in the retraction direction of the telescopic extension (11). Control unit (1). Claim 3 , characterized in that the crash element (5) is designed as a non-positive coupling (27), which causes a releasable frictional connection between the slide (16) and the spindle nut (7), which is configured so that under the action of the in particular in the event of an accident of the motor vehicle (2), the force impulse occurring in the retraction direction of the telescopic extension (11) is axially displaceable in the retraction direction of the telescopic extension (11). Control unit (1). Claim 1 , characterized in that the crash element (5) is designed as a releasable positive connection (13), which causes a releasable positive connection between the slide (16) and the spindle nut (7), which is configured so that under the influence of the in particular in the event of an accident of the motor vehicle (2), the force impulse occurring in the retraction direction of the telescopic extension (11) is axially displaceable in the retraction direction of the telescopic extension (11). Control unit (1). Claim 5 , characterized in that the releasable positive connection (13) comprises a locking ring (18), which is releasably arranged in a first groove (17) made in the slide (16) in such a way that under the influence of the motor vehicle (2 ) occurring force impulse in the retraction direction of the telescopic extension (11), the locking ring (18) is pushed axially out of the first groove (17), so that the slide (16) can be axially displaceable in the retraction direction of the telescopic extension (11). Control unit (1). Claim 6 , characterized in that the slide (16) is designed in two parts, with an outer slide tube (19) and an axially displaceable inner slide cylinder (20) guided in the outer slide tube (19), the first groove (17) on the slide cylinder (20) is formed and a second groove (21) is arranged on the inner surface of the outer slide tube (19), into which the locking ring (18) engages, so that an axial movement of the outer slide tube (19) relative to the inner slide cylinder ( 20) is prevented during operation of the operating unit (1) and under the influence of the force impulse that occurs in the retraction direction of the telescopic extension (11), in particular in the event of an accident of the motor vehicle (2), the locking ring (18) axially comes out of the first groove (17) and/or the second groove (21) is pushed so that the slide (16) can be axially displaceable in the retraction direction of the telescopic extension (11). Control unit (1). Claim 6 , characterized in that a second groove (22) is arranged on an inner surface of the spindle nut (7), into which the locking ring (18) engages, so that an axial movement of the spindle nut (7) relative to the slide (16) is prevented during operation of the operating unit (1) and under the influence of the force impulse that occurs, in particular in the event of an accident of the motor vehicle (2), in the retraction direction of the telescopic extension (11), the locking ring (18) axially comes out of the first groove (17) and/or the second groove (22) is pushed so that the slide (16) can be axially displaceable in the retraction direction of the telescopic extension (11). Control unit (1). Claim 1 , characterized in that the crash element (5) is designed as a spring ring (23) which engages around the slide (16) and has a spring force acting on the slide (16), which creates a releasable frictional connection between the slide (16) and the Spindle nut (7), which is configured in such a way that the slide (16) can be axially displaceable in the retraction direction of the telescopic extension (11) under the influence of the force impulse that occurs, in particular in the event of an accident of the motor vehicle (2), in the retraction direction of the telescopic extension (11). Control unit (1). Claim 9 , characterized in that the spring ring (23) is designed as a claw ring.

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