EP4229498A1 - Dispositif de commande haptique pourvu d'un système de freinage magnétorhéologique et procédé associé - Google Patents

Dispositif de commande haptique pourvu d'un système de freinage magnétorhéologique et procédé associé

Info

Publication number
EP4229498A1
EP4229498A1 EP21799194.2A EP21799194A EP4229498A1 EP 4229498 A1 EP4229498 A1 EP 4229498A1 EP 21799194 A EP21799194 A EP 21799194A EP 4229498 A1 EP4229498 A1 EP 4229498A1
Authority
EP
European Patent Office
Prior art keywords
braking
brake
operating device
gap section
haptic
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
EP21799194.2A
Other languages
German (de)
English (en)
Inventor
Stefan Battlogg
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.)
Inventus Engineering GmbH
Original Assignee
Inventus Engineering GmbH
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 Inventus Engineering GmbH filed Critical Inventus Engineering GmbH
Publication of EP4229498A1 publication Critical patent/EP4229498A1/fr
Pending legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/03—Means for enhancing the operator's awareness of arrival of the controlling member at a command or datum position; Providing feel, e.g. means for creating a counterforce
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/10—Input arrangements, i.e. from user to vehicle, associated with vehicle functions or specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/005—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback
    • B62D5/006—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback power actuated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders
    • F16D57/002—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders comprising a medium with electrically or magnetically controlled internal friction, e.g. electrorheological fluid, magnetic powder
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/08—Controlling members for hand actuation by rotary movement, e.g. hand wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2360/00—Indexing scheme associated with groups B60K35/00 or B60K37/00 relating to details of instruments or dashboards
    • B60K2360/126—Rotatable input devices for instruments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/005—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback

Definitions

  • the invention relates to a haptic control device and in particular a haptic control button with a magnetorheological braking device with a fixed holder and with at least two braking components that can be continuously rotated relative to one another about an axis of rotation, and a method and the use of the device.
  • the haptic operating or actuating device can be used in particular when operating technical equipment in motor vehicles and other vehicles, for example as a turntable, rotary/push button, for infotainment, air conditioning (temperature, ventilation level, distribution), as a gear selector switch, for navigation, with cruise control, with distance control, as seat adjustment, in the steering (steer by wire or steering in general) or in the steering wheel, in the handlebar or steering column of a two-wheeler, three-wheeler or four-wheeler (e.g.
  • OFF-Highway vehicle such as vehicles Polaris), jet ski, snowmobile, ALL Terrain Vehicle, for the pedals, for adjusting the chassis, for changing the driving mode, for setting the windscreen wipers, for adjusting the windows or for the sunroof, for the parking assistant or for setting (partly) autonomous driving or even as a replacement steering wheel .
  • the invention can be used in motor vehicles, aircraft, airplanes, ships, boats, in agricultural engineering, for example in tractors or combine harvesters, harvesters and other field machines for agriculture. It can also be used in construction machinery and, for example, forklifts or similar machines or in medical or industrial systems.
  • the invention can also be used in the operation or as an input device of washing machines, kitchen appliances and household appliances, radios, cameras and film cameras, hi-fi and television systems, smart devices, smart home devices, laptops, PCs, smartwatches, in a crown wheel of wristwatches or used as a computer mouse or as a wheel in a computer mouse, on game consoles, in gaming equipment, as a knob in a keyboard or on other devices.
  • Magnetorheological fluids have, for example, very fine ferromagnetic particles, such as carbonyl iron powder, distributed in an oil.
  • magnetorheological fluids approximately round or spherical particles with a production-related diameter of 1 ⁇ m to 10 ⁇ m are used, with the particle size and particle shape not being uniform. If such a magnetorheological fluid is subjected to a magnetic field, the carbonyl iron particles of the magnetorheological fluid or the magnetorheological medium or the magnetorheological fluid link up along the magnetic field lines, so that the rheological properties of the magnetorheological medium are significantly influenced depending on the shape and strength of the magnetic field (transmissible shear stresses ) .
  • Brake units with magnetorheological fluids are known from the prior art, for example the MRF brake from Lord Corporation in various sizes (5 Nm, 12 Nm, 20 Nm): https : / /www. lord. com/products-and-solutions/ steer-by-wire-tactile-f eedback-device . These are also used, among other things, as "steer-by-wire tactile feedback”. These brakes function per se. However, a disadvantage of these MRF brakes is their relatively high basic friction (basic torque) in relation to the maximum torque (working range).
  • the working range of the 5 Nm brake According to Lord's website/specification, it is 0.5 to 5 Nm (factor 10), with the 12 Nm brake the working range is between 1 Nm and 12 Nm (factor 12) and with the 20 Nm brake it is Working range between 1 Nm and 20 Nm (factor 20) .
  • This relatively small working range is not sufficient for many applications, which is why these series products are primarily used in applications involving large motors (including operation mostly with gloves, as in industry, on agricultural machinery, on forklifts).
  • Fine motor applications such as operating infotainment with rotary/push controls using three fingers in the car, operating game consoles when gaming, but also steering a car require a significantly lower basic torque with a higher maximum torque at the same time, i.e. a significantly larger working range.
  • the high basic torque in particular quickly leads to fatigue and makes very fine adjustments difficult to feel.
  • the well-known MRF brakes do not allow a large working range because the friction surfaces are too large. Although smaller friction surfaces would reduce the basic torque, the maximum torque would also be smaller.
  • a magnetorheological transmission device which has two components which can be coupled and whose coupling intensity can be influenced.
  • a channel with a magnetorheological medium is provided to influence the coupling intensity.
  • the magnetorheological medium in the channel is influenced by a magnetic field.
  • Rotating bodies are provided in the channel, on which acute-angled areas containing the magnetorheological medium are provided.
  • the channel or at least part of it can be subjected to the magnetic field of a magnetic field generating device in order to selectively (magnetically) concatenate the particles and to wedge them with the rotating bodies or to release them.
  • This magnetorheological transmission device can also be used on a rotary knob to operate technical devices.
  • WO 2012/034697 A1 also discloses a rotary knob or operating knob in which the actual knob is mounted so that it can rotate about a shaft.
  • the braking torque can be controlled via the magnetic field generated by an electric coil. If an even higher braking torque that can be generated is desired, cylindrical rollers can also be used instead of spherical rotating bodies, so that the magnetic field acts over a longer distance or larger area (there is a magnetic field concentration and wedge formation over a larger area).
  • a haptic control device with such rotary bodies or rolling elements allows a satisfactory function and a very high torque for a haptic control knob, while at the same time there is a low braking/basic torque when the magnetic field is switched off (e.g. less than 0.5 Nm at a maximum torque of 50 Nm.
  • the ratio of maximum generated torque to minimum torque (basic torque) is high (> 100).
  • the disadvantage is that the high maximum torque can only be achieved at low speeds of the haptic operating device. If the speed exceeds a value that depends on the respective design, the maximum torque drops considerably and does not always meet the requirements.
  • a haptic control device can be designed in particular as a haptic control knob or rotary knob or rotary element.
  • the haptic operating device has at least one magnetorheological braking device with a stationary holder and with at least two braking components.
  • One of the two brake components is non-rotatably connected to the holder.
  • the two brake components are continuously rotatable relative to one another about a (common) axis of rotation.
  • a first braking component extends along the axis of rotation (in the axial direction) and includes a core of magnetically conductive material. This means that the first braking component extends at least in sections along the axis of rotation.
  • the second brake component comprises a hollow shell part (made of a magnetically conductive material) extending around the first brake component. Between the first and the second brake component are circumferential and in particular axially spaced apart brake gap sections that are at least partially filled with a magnetorheological medium. At least one third or middle brake gap section is arranged (in the axial direction) between a first brake gap section and a second brake gap section. A first electric coil is assigned to the first brake gap section and a separately controllable second electric coil is assigned to the second brake gap section.
  • the haptic operating device has many advantages.
  • a significant advantage of the haptic operating device according to the invention is that two separate electrical coils (with braking gap sections that interact with them) are provided and can be controlled differently. As a result, the haptic effect can be adjusted even better and more sensitively.
  • the braking effect can thus be set, for example, at low speeds or at a standstill with one or the first electrical coil (and the associated braking gap), while the braking torque can be optimally set, for example at higher speeds, with the second electrical coil (plus braking gap).
  • the respective current intensities and current curves can be set independently of one another.
  • the haptic operating device can be used as a rotary/push button to control the on-board computer or the various functions of the vehicle's components, or in the steering wheel as an operating roller or for steer-by-wire applications.
  • a first electrical coil e.g. with a star contour in the braking gap section
  • small torques e.g. 0.1Nm
  • controllable torque is also not (or only minimally) dependent on the speed.
  • the second electrical coil can, for. B. the magnetic field in another and z. B. the second or third brake gap section (e.g. wedge bearing with rolling elements) for high locking torques or the maximum torque or regulate, as is necessary with an end stop.
  • Such high torques do not require a high resolution and the speed dependency is not decisive in this case.
  • the invention makes it possible for braking at a standstill (blocking), for example, to use an electric coil or a magnetic circuit (designed especially for this purpose), making a special high braking torque can be generated.
  • the reproducibility often does not have to be particularly precise (at a standstill with high torques), which reduces the design effort and costs.
  • a stationary brake component does not rotate as long as the braking torque is high enough and not exceeded.
  • the other electrical coil or the other magnetic circuit can then be designed, for example, to brake the corresponding braking component in a targeted manner during operation when rotating. This regularly requires a higher level of reproducibility, so that no difference or only a small difference can be felt haptically. This usually requires higher demands on the structural conditions and can require greater technical effort and higher costs.
  • the invention makes both properties possible in a simple manner and, overall, a cost-effective design.
  • At least one braking gap portion is formed at a braking gap. It is possible and preferred that two or more braking gap sections are provided or formed on a common braking gap or on different (and optionally spatially or structurally separate) braking gaps. Thus, all braking gap sections can be formed at a single braking gap. It is also possible for each individual braking gap section to be formed on a separate braking gap.
  • At least two differently designed brake gap sections are particularly preferably included.
  • the first and the second brake gap sections are designed differently from one another.
  • the first and the second brake gap sections are preferably designed differently in the radial and/or axial (and/or oblique) direction and/or are designed differently in terms of function.
  • the haptic operating device can be braked in different ways at different speeds. while e.g. B. the first brake gap section (functional) a higher torque at lower speeds can generate, e.g. B. the second brake gap portion due to the other structure produce a relatively high torque even at higher speeds.
  • Such effects can also be generated by the two electrical coils and, in particular, can be significantly intensified.
  • a particularly high torque can be generated at standstill and at high speeds a finely controllable low torque or, if necessary, a high torque, depending on the activation of the two electric coils.
  • redundancy provided by such a system with two electrical coils is also advantageous. If one coil should fail, the second coil can still generate a magnetic field and thus provide a controllable torque (although not always with the same quality) via the associated braking gap section. Redundancy is very beneficial for applications that require a high level of reliability.
  • first brake gap section and the second brake gap section are designed differently. At least two (functionally) different and radially designed brake gap sections are preferably included.
  • the braking gap sections are preferably formed separately from one another and, in advantageous configurations, are separated from one another in the axial direction.
  • the first braking gap section and the second braking gap section have different widths (gap height) and/or have different cross-sectional profiles.
  • first braking gap section and the second braking gap section are used on the first braking gap section and the second braking gap section.
  • materials used on the core and / or the shell part differ at least in sections.
  • the same or different materials and constructions can be used for the electrical coils.
  • the two brake gap sections can have different running clearances and gap dimensions and/or gap contours and gap profiles (of the parts moving towards one another).
  • a small gap height can result in higher moments, but is often more difficult to control in terms of control technology.
  • a large gap height usually behaves in the opposite way (lower moment, but better controllable).
  • one (first) or the other (second) electric coil (electrical coil) can be energized.
  • an end stop (stop, barrier) usually requires very high torques and little control technology, since the actuator is virtually stationary (standstill).
  • a small gap (gap height) or possible rotating bodies/rollers in the braking gap section are efficient. Braking that is as constant as possible at higher speeds, on the other hand, regularly requires high control quality; a larger gap height and/or a disc/star contour on a braking gap section is advantageous here.
  • a significant advantage of such a haptic operating device is that it includes two functionally different brake gap sections that are each formed in the radial direction. As a result, the haptic operating device can be braked in different ways at different speeds. While one of the brake gap sections (functionally related) generates a higher torque at lower speeds, the other brake gap section generates a relatively high torque even at higher speeds due to the different structure. As a result, a constant maximum torque is achieved over the entire speed range, which is very advantageous in many applications.
  • the haptic control device has a simple structure, uses only a few parts and allows easy and inexpensive Production.
  • the basic friction is low and a high maximum torque can be provided for different speeds and also at standstill.
  • Manufacturing is simple and inexpensive.
  • the first braking component defines an axial direction.
  • an axis of symmetry of the first braking component is the axis of rotation.
  • the core of the first brake component extends in the axial direction, but may also have a slight angle to the axial direction.
  • the invention makes it possible to generate a high braking torque at different speeds in a small space.
  • the magnetic field passes through the two different braking gap sections between the core and the casing part, each essentially radially or at least transversely to the axis of rotation.
  • a disc contour is particularly preferably arranged or formed between the casing part and the core on at least one and in particular the first braking gap section.
  • the first brake gap section is in particular an axially outer brake gap section, in particular if a total of three (or four) brake gap sections are included.
  • all braking gap sections are at least partially filled with a magnetorheological medium.
  • the braking gap sections are formed in a common gap that extends circumferentially between the two braking components.
  • a disk contour is preferably arranged, fastened or formed on the first brake gap section or on at least one brake gap section on the casing part and/or the core. becomes practical the (first) brake gap section is preferably defined by the disc contour.
  • a disk contour is also understood to mean a shape similar to a disk contour.
  • the disk contour can be formed integrally with the core as an annular flange, but can also be a separate part which is arranged or attached to the core.
  • the disc contour can also be in several parts. It is also conceivable that the disk contour is formed integrally on the casing part or is attached to it. In the first case the disk contour projects radially outwards from the core and in the second case radially inwards from the shell part.
  • Two disc contours are also possible, one of which protrudes radially outwards from the core and the other protrudes radially inwards from the casing part.
  • the associated brake gap section is then formed (in particular radially) between the disc contours.
  • a defined axial gap which belongs to the braking gap section, is formed between a disc contour protruding radially outwards from the core and a disc contour protruding radially inwards from the casing part.
  • radial gaps have the advantage that axial play does not affect the gap height or gap width.
  • a plurality of rolling elements are preferably arranged on the circumference of the core at the second (or at least one) braking gap section.
  • the rolling elements are preferably accommodated on a holder (rolling element holder).
  • the holder or rolling body holder particularly preferably consists of a non-magnetically conductive material.
  • the second braking gap section is preferably also an axially outer braking gap section.
  • the second (or at least one)
  • At least one star contour is arranged in the braking gap section between the shell part and the core. This results in a variable gap height over the circumference of the brake gap section in the area of the star contour.
  • the second brake gap section is preferably also an axially outer brake gap section.
  • Magnetic field concentrators are preferably formed or arranged on a star contour, which protrude (radially) into the gap, so that in the region of the star contour the circumferential second brake gap section with a variable gap height results
  • the elements serving as magnetic field concentrators can protrude radially inwards or radially outwards or axially from a star contour.
  • the magnetic field concentrators can, for. B. tooth-shaped, arc-shaped, sinusoidal, trapezoidal and can be arranged regularly or irregularly distributed and be of different heights.
  • a (single) magnetic field concentrator can also be designed as an arm.
  • a magnetic field concentrator may be attached individually or integrally formed.
  • the first electrical coil and the second electrical coil are each accommodated (radially) between the casing part and the core and are each wound around the axis of rotation.
  • the third brake gap section is formed in particular by at least one ring contour, which is arranged or formed between the casing part and the core.
  • the ring contour can be designed integrally or as a separate part, also in several parts.
  • the ring contour is longer in the axial direction than the disk contour.
  • the ring contour preferably forms a peripheral thin gap section between the casing part and the core, namely the third braking gap section.
  • the first electrical coil is preferably arranged axially between the first braking gap section and the annular contour.
  • the second electric coil is preferably arranged axially between the ring contour and the second brake gap section.
  • the ring contour can be designed as a separate part.
  • the magnetic fields of the first electric coil and the second electric coil each run through the ring contour to a significant extent.
  • the first electrical coil and the second electrical coil are designed differently. As a result, different properties can be assigned to the braking gap sections.
  • At least two electrical coils and in particular the first electrical coil and the second electrical coil differ in at least one parameter from a group of parameters and in particular coil parameters.
  • the group of parameters includes in particular the wire diameter and wire cross-section (round, square%), the number of windings, the winding window, the type of winding, the coil width, the coil geometry, the coil cross-section, the coil diameter and the material of the coil and/or the adjacent material .
  • the electrical coils can have different wire diameters, materials and also winding windows (total cross-sectional area of the winding). For example, a coil can have a thicker wire with a lower electrical resistance, which makes this coil faster to control.
  • the coils can thus be optimally designed with the special properties of the associated braking sections.
  • an electrical coil can be trimmed in the "fast" or energy-efficient direction.
  • An electrical coil and the braking device as a whole can thus generate high and rapid braking torques, while the other electrical coil generates energy-efficient braking torques, for example. The latter is particularly advantageous in battery-powered vehicles.
  • three or more electrical coils and braking gap sections can also be included or provided.
  • a disk contour is formed between the casing part and the core on the first brake gap section, and a plurality of rolling elements are arranged on the circumference of the core in the second brake gap section, and the ring contour is arranged in the third brake gap section.
  • the ring contour is in particular wider than the disk contour on the first brake gap section.
  • the holder preferably comprises an axle or shaft, on which a cable bushing is formed, through which electrical cables are routed via an inner part connected to the axle to the first and the second electrical coil.
  • the two electric coils can be taken to a (common or separate) holder (coil holder).
  • a first and a second cover are connected to the casing part at the axial ends, with the axis only being passed through a cover and being sealed off from the axis.
  • At least a fourth braking gap section is included. Then it is possible that the first electric coil z. B. the first and the third brake gap section are assigned and that the second electric coil z. B. the second and the fourth brake gap section are assigned. Another is also possible assignment. It is also possible that the magnetic field of at least one electrical coil passes through at least three brake gap sections.
  • rolling bodies are used in the second brake gap section, then these serve in practice, in particular, as magnetic field concentrators. Due to the rolling elements (serving as magnetic field concentrators) there can be acute angles between the individual magnetic field lines and the radial orientation, but generally or on average the magnetic field is essentially radial. The same also applies to the other brake gap section with the disk contour, in which a three-dimensional alignment of the magnetic field lines can also result at the radial end of the disk contour, but which are again essentially radially aligned on average or overall.
  • a disk contour or a disk body is formed between the casing part and the core, and in a (different) axial section (directly) adjacent to the second electrical coil, a plurality of rolling elements ( as magnetic field concentrators) arranged on the circumference of the core.
  • the rolling elements are arranged in a common plane transversely or perpendicularly to the axis of rotation.
  • the rolling elements can move completely around the core.
  • An outer surface of the core is preferably cylindrical in the second braking gap portion.
  • the ring contour is preferably arranged (directly) between the first electrical coil and the second electrical coil.
  • a radius or (typical or maximum) diameter of the first brake gap section is preferably approximately and in particular exactly the same size as a radius or (typical or maximum) diameter of the second brake gap section and/or the third brake gap section. This results in high torques even at higher speeds and when starting from a standstill producible .
  • the magnetorheological medium particularly wets the first and the second brake component at least in sections.
  • the first electrical coil and the second electrical coil are preferably wound around the axis of rotation and substantially generate a magnetic field in the axial direction within the core.
  • the two electric coils are taken up radially between the core and the casing part.
  • the electrical coils can be wound around the core or attached to the inside of the casing part.
  • the core consists of a magnetically (well) conductive material.
  • the first braking component comprises the core and in particular an axle or a shaft which in particular consists at least partially or completely of a magnetically non-conductive material.
  • the axle (the shaft) and the core are detachably connected to each other.
  • the disc contour consists at least partially or completely of a magnetically (well) conductive material.
  • the disk contour is designed as a separate disk body. It is also possible that the disk contour is formed in one piece with the core and z. B. T-shaped, with the long leg of the “T” running along the axis of rotation. It is also possible that part of the disc contour is designed in one piece with the core and is supplemented by a separate disc body. In simple and particularly preferred ones Configurations, the disk contour is formed by a separate disk body that is attached to or on the core.
  • the disk body is preferably applied to the core.
  • the core has, in particular, an adapted receptacle. It is possible and preferred, for example, for the disc body to be connected or pressed onto the core. However, it is also possible for the disk contour or the disk body to be connected to the casing part and, for example, to be pressed into it. It is also conceivable that two disk bodies adapted to one another are used, between which a radial braking gap section is formed.
  • a first hollow-cylindrical disk contour can be applied to the core and a second hollow-cylindrical disk contour with a correspondingly large inner diameter can be introduced into the casing part, so that the two disk contours are aligned with one another in the axial direction, for example, and leave a small (radial) gap between them. Between the two disc contours then remains a brake gap section which is in particular essentially radial in design.
  • the pane contour has at least one pane pack.
  • the pack of disks is formed in particular by a plurality of sheet metal disks that preferably lie directly against one another.
  • Punched parts can be produced particularly easily and inexpensively in large numbers. If they are stacked on top of one another and, for example, pressed together, a disk package or a disk body with a significantly greater thickness can be provided easily and inexpensively.
  • disk sheets (also called disks) and also disk packages can be produced very cost-effectively.
  • Individual discs can also have different properties (e.g. due to different materials).
  • Individual discs can also be made of (sintered) magnetic material (e.g. neodymium).
  • At least some sheet metal disks or almost all sheet metal disks or all sheet metal disks are each round and have the same diameter or at least similar diameters.
  • some or individual non-circular disk sheets on which, for example, a non-circular outer contour or a toothed structure or star contour is formed radially on the outside. If circular and non-circular disk sheets are stacked to form a disk pack, a complex outer contour can be created, which can locally lead to a greater magnetic field concentration.
  • a disk pack to include a plurality of round (or non-round) disk sheets with different outside diameters. In this way, round sheet metal plates with a smaller and a larger diameter can be provided alternately.
  • the disc contour has a cylindrical outer contour overall.
  • the disk contour prefferably has an (axially) outwardly protruding outer contour on at least one axial side.
  • the disk contour can be conical, bulbous, rounded or stepped overall.
  • the disc contour is rotationally symmetrical in the area of the outer contour.
  • the outwardly projecting outer contour can, for example, be supported on a cover or the like or be guided there. The outwardly protruding outer contour thereby makes it possible to provide a reservoir of magnetorheological particles.
  • a radial free space for a rolling element between the shell part and the core in the second brake gap section is greater than a gap height in the first brake gap section (in the area of the disk contour).
  • a radial free space results from the difference in the gap height in the second brake gap section minus the diameter of the rolling element.
  • the radial free space is typically divided approximately equally radially outside of the rolling body and radially inside of the rolling body.
  • the rolling element is arranged radially in the middle and the radial distance is the outer surface of the rolling element to the inner surface of the shell part and the radial distance from the outer peripheral surface of the core to the radially inner outer surface of the rolling element are approximately the same.
  • the radial free space (total) for a rolling body in the second brake gap section is preferably more than twice and in particular at least three times as large as the gap height in the first brake gap section. This means that in the normal case, the rolling element has more play radially outwards and radially inwards than the gap height on the disk body in the first braking gap section. It is also possible and preferred that the radial free space for a rolling body in the second brake gap section is four times or even greater than the gap height in the first brake gap section.
  • a gap height at the braking gap section on the disc contour is preferably less than 0.15 mm and preferably less than 0.1 mm.
  • the radial clearance in the second brake gap section and the gap height in the first brake gap section at the disc contour and the gap height in the third brake gap section are (considerably) smaller than a radial distance in other areas of the gap.
  • the radial distance from the outer diameters of the electrical coils or from the outer diameter of a coating over the electrical coils or an extrusion coating of the electrical coils to the radial inner wall of the casing part is (axially) outside of the two brake gap sections preferably (considerably) larger than in the two brake gap sections.
  • the difference in size can reach and far exceed a factor of 2 or 3.
  • the radial clearance for a rolling element in the second brake gap section is approximately 0.2 mm, while the gap height in the first brake gap section is approximately 0.05 mm. Deviations of +/- 50% are possible in each case.
  • the radial play on a haptic control button in the area of the rolling elements is then twice the radial free space, since it is on opposite sides of the core each rolling elements are arranged, a total of 0.4 mm in this example.
  • the inner contour or preferably the casing part can be non-round (e.g. elliptical).
  • the core can also be mounted eccentrically to the casing part. This results in a changing relative gap (section ) during rotation.
  • the electrical coils are arranged axially between the first and the second brake gap section.
  • at least one braking gap section is axially directly or indirectly adjacent to one of the electrical coils.
  • the magnetic field of the magnetic circuits passes at least partly axially through the core and the casing part and to a considerable extent radially and particularly preferably essentially radially through the third brake gap section. Furthermore, a significant part of the magnetic field of the first electrical coil passes radially and particularly preferably essentially radially through the first brake gap section and that of the second electrical coil through the second brake gap section.
  • the electrical coils are each wound around the core and generate a magnetic field in the axial direction of the axis of rotation within the core, which magnetic field is radially outward at the respective ends of the electrical coils and vice versa. Such a configuration allows a particularly simple, inexpensive and yet effective construction.
  • the rolling bodies consist at least partially and in particular almost completely or completely of a magnetically conductive material.
  • Non-conductive bodies or rolling elements can also be present.
  • Non-conductive bodies can serve as placeholders or guide elements and can have any shape.
  • magnetically non-conductive bodies can be arranged between the (magnetically conductive) rolling bodies.
  • Several non-conductive bodies e.g. guide elements
  • the disk contour particularly preferably guides the casing part in a rotatable manner and serves as a bearing point.
  • a closed chamber is preferably formed between the brake components.
  • the closed chamber is at least to a significant extent and in particular essentially filled with a magnetorheological medium such as a magnetorheological fluid and/or z.
  • the second brake component is rotatably received on the first brake component.
  • the first braking component preferably includes an axle formed at least in part from a non-magnetically conductive material.
  • the core made of a magnetically conductive material is attached to the axle or an inner part.
  • the second braking component is axially displaceable taken on the first brake component.
  • This can (also) serve, for example, to enable volume equalization in the event of temperature changes and/or in the event of a leak. It is preferred that a radial and/or axial position of the two brake components relative to one another is detected by sensors.
  • a click element is arranged at one and in particular at the distal end of the chamber.
  • a click element allows in particular two states, after pressing the click element z. B. switches over a metal sheet in an audible and/or tactile manner and thereby performs a (small) axial displacement.
  • Such z. B. designed as snap parts or snap disks click elements are known for example from keyboards or other devices and allow an inexpensive and effective tactile feedback when pressing a button or the like.
  • the click element is preferably arranged at one end of the chamber.
  • An elastic membrane particularly preferably separates the chamber from the click element.
  • the click element can be designed as a snap part or snap disk. This can provide volume compensation to the chamber as the axle continues to enter or exit the chamber.
  • the snap-action disk is designed such that a change in the clamped volume of the snap-action disk between the two states of the snap-action disk is adapted to a cross-sectional area of the axis multiplied by an axial offset of the snap-action disk when actuated.
  • the two volumes differ by less than 50% or 25% and preferably by less than 10% or less than 5%.
  • a sensor device or at least one sensor device for detecting a relative angle of rotation s between the core and the casing part is included.
  • a sensor device or at least one sensor device for detecting a relative axial position of the casing part in relation to the core is preferably included.
  • the sensor device or at least one sensor device comprises at least one magnetic field sensor, which is designed to detect an angle of rotation s and an axial position.
  • the sensor device comprises at least one Hall sensor.
  • the magnetic field sensor is accommodated on the stationary brake component and is exposed to a magnetic field acting in the radial direction.
  • a rotation angle can also be determined via the orientation of the magnetic field sensor relative to the magnetic field.
  • An axial displacement of the sensor device relative to the casing part can be derived from an intensity of the magnetic field strength.
  • a torque sensor can measure the torque.
  • the data recorded by the sensor device can be further processed by the electronics and also passed on to external devices.
  • data about the change in angle in a vehicle can be transferred to the on-board computer/vehicle electronics/external electronics.
  • Information about the condition of the roadway can be determined from this and/or the user behavior of the user can be recorded, evaluated and optimized. Artificial intelligence can then derive the user's wish from this and optimize/facilitate the control of devices.
  • At least one shielding device for at least partially shielding the sensor device from a magnetic field of the electrical coil is particularly preferred.
  • the shielding device preferably comprises at least one shielding body.
  • the shielding body is designed in particular to shield a magnetic ring unit for applying a defined (eg radial) magnetic field to the magnetic field sensor from interfering magnetic influences of the electric coil.
  • the shielding body is preferably at least in sections of the magnetic ring unit.
  • the shielding device surrounds the magnetic ring unit on three sides, namely on both axial sides and radially outwards.
  • the shielding device preferably comprises at least one separating unit arranged between the shielding body and the magnetic ring unit. This decouples the magnetic field of the magnetic ring unit from the shielding body.
  • at least one magnetic decoupling device arranged between the shielding body and the casing part is preferably included.
  • the separating unit and/or the decoupling device preferably have a magnetic conductivity that is many times lower than that
  • the shielding device and the magnetic ring unit are preferably arranged at a distance from one another.
  • a shielding device enables a significant improvement in the measurement quality. In particular, fine angular resolutions and small axial distances can be detected as a result.
  • a rotary knob or a rotary wheel is formed on the casing part.
  • the knob can be formed by a kind of coating.
  • At least one light source is preferably included for illuminating an at least partially transparent rotary knob.
  • a magnetic field strength of greater than 300 kA/m can preferably be achieved between the individual magnetically polarizable particles.
  • the electrical coil generates a maximum magnetic field or a magnetic field in the intended nominal range.
  • the magnetic field strength (which can be generated) in the braking gap is preferably greater than 500 kA/m.
  • the haptic operating device or a haptic operating or actuating device can also be designed as a joystick device or joystick.
  • a joystick device or other haptic operating device can also be attached via a gear, a belt (toothed belt/flat belt), a linkage or otherwise over or under, so that the operating angle and the angle of rotation of the braking device connected thereto are different.
  • At least one drive device is included for the active rotation of one of the brake components.
  • At least one drive device for actively rotating one of the brake components can be included in all developments and configurations of the haptic operating device or an operating or actuating device or a device equipped therewith.
  • the control button, the control roller or the rotary unit can preferably be actively rotated. This allows more haptic information to be returned to the user.
  • a device according to the invention comprises a haptic Operating device, as described above, and can in particular be designed as a device component or control button or at least include such a device component or such a control button.
  • Such a device or device component can include a user interface, a control panel, a display, a touch-sensitive display with or without haptic feedback and/or at least one sensor or other input and output options.
  • the user interface can (also) be loaded by inductive coupling. Since the outer brake component, on which the rotary knob and thus also the user interface are attached in particular, can be rotated, no cables for the electrical connection to the outer distal end can easily be routed up. Contacting via winding springs or sliding contacts is possible, but increases the basic torque and is therefore not particularly preferred.
  • An electrical coil can be attached to the light source for inductive coupling, which can be used both for energy transmission and for data transmission. In this way, the required electrical energy and the data for the display can be transmitted inductively to the user interface. Data coupling is also possible using other wireless methods.
  • the activation of the magnetic coil is preferably carried out mostly or mainly during the operating time with a voltage of 12V in particular.
  • a voltage of 12V in particular.
  • the braking torque of the magnetorheological braking device reaches the maximum or set value as quickly as possible. This is sometimes only possible with a larger voltage.
  • a maximum braking torque is generally achieved by a maximum magnetic field in the brake gap. Because the magnetic field is generated by the current in the electrical coil (magnetic coil), the current must therefore also be set to the maximum value as quickly as possible.
  • all the components electric coil or magnetic coil, the coil wire, etc.
  • would have to be designed differently and, for example, a wire with a larger diameter would have to be used).
  • a higher voltage (than would be necessary in continuous operation) is preferably set only at the beginning of a haptic feedback.
  • a higher voltage is set (e.g e.g. by a factor of 1.1 or 1.2 or 1.5 or 2 or 3 higher than would be necessary in continuous operation).
  • the higher voltage is maintained until the current (or magnetic field) reaches the desired follow-up or maximum value (close to, e.g., 90% or 95%) and/or the period of time that the higher voltage can act is reached or exceeded.
  • the voltage to the lower voltage of z. B. regulated back 12 V The system reacts more quickly and the desired braking torque is set more quickly. This achieves a closer approximation to a rectangle.
  • An (approximately) stepped progression can be set.
  • a method according to the invention is used to control or haptic control of a device with a magnetorheological braking device with two braking components, the two braking components being continuously rotatable relative to one another about an axis of rotation, a first braking component extending along the axis of rotation and comprising a core made of a magnetically conductive material and the second Brake component comprises a hollow casing part extending around the first brake component, with at least three axially spaced, circumferential brake gap sections being formed between the first and second brake components and at least partially filled with a magnetorheological medium.
  • a first electrical coil generates a (first) controlled magnetic field in a first braking gap section.
  • a second electrical coil generates a (second) controlled magnetic field in a second brake gap section in order to generate braking effects of different strengths, in particular depending on the speed.
  • the magnetic fields of the first and second electrical coils are in particular both closed via the third braking gap.
  • a further method according to the invention is used for the haptic control of a device with at least one magnetorheological braking device.
  • the magnetorheological braking device comprises two (or more) braking components.
  • the two brake components can be moved relative to one another.
  • a first braking component includes a core made of a magnetically conductive material.
  • Between the first and the second brake component there is at least one brake gap which is at least partially filled with a magnetorheological medium.
  • At least one electrical coil applies a controlled magnetic field to the braking gap.
  • at least one performance parameter of at least one electrical rule is used Coil changed more in a first period at the beginning of the change than would be permanently necessary to achieve the desired braking intensity.
  • This further method according to the invention is also very advantageous. It allows better control of the braking effect. In particular, an improved step response can be achieved. Stepped ( re ) progressions of the braking effect are possible. As a result, the braking intensity can be "rectangular" than with conventional control.
  • at least one performance parameter of the electrical coil is changed in the first period at least 10% or 20% or 30% or 50% or 100% more than the previous time than in the second Period.
  • the second period is more than three or five times as long as the first period.
  • the first time period preferably has a length of between 3 ms and 30 ms and in particular between 5 ms and 20 ms. In a specific embodiment, the first time period can be approximately 10 ms +/-5 ms.
  • the current and/or the voltage of the electric coil are changed in order to change the braking intensity.
  • the voltage is particularly preferably changed as a performance parameter.
  • the power (the power parameter) of at least two electric coils is changed.
  • the braking gap can comprise at least two or three braking gap sections. More than two braking gaps can also be provided. In particular, at least two braking gap sections can be subjected to magnetic fields from different electrical coils.
  • a haptic stop or a tactile raster performance parameter at least one performance parameter, in particular the voltage
  • at least one performance parameter in particular the voltage
  • the method is carried out using a device according to the application, as is disclosed within the scope of this application. Therefore such a device can have the features described in all the claims in whole or in part. The method can be carried out with the features disclosed in the context of this application. A corresponding use is also possible.
  • a use according to the invention claims the use of a haptic operating device with a braking device in order to generate a targeted and preferably high braking torque over a larger speed range.
  • the braking device comprises a first braking component and a second braking component.
  • the two brake components are continuously rotatable relative to one another about an axis of rotation.
  • a first braking component extends along the axis of rotation and includes a core of magnetically conductive material.
  • the second brake component includes a hollow shell portion extending around the first brake component.
  • first and second brake components are axially spaced and circumferential brake gap sections that are at least partially filled with a magnetorheological medium, with a third brake gap section being arranged axially between a first brake gap section and a second brake gap section (at least).
  • a first electrical coil is assigned to the first brake gap section and a separately controllable second electrical coil is assigned to the second brake gap section in order to generate different braking torques in a targeted manner.
  • a first braking gap portion z. B formed a disk contour between the shell part and the core to generate a high braking torque at higher speeds.
  • a second braking gap section z. B arranged a plurality of rolling elements on the circumference of the core to generate a high braking torque at lower speeds.
  • a first electric coil is assigned to the first brake gap section and a second electric coil is assigned to the second brake gap section in order to set a braking torque in the respective brake gap sections separately and (largely) independently of one another. Both magnetic fields are closed in particular via the third brake gap section.
  • a haptic operating device or a device component is used for use, as described above or disclosed in the context of the following exemplary embodiments.
  • the operating or actuating device can also be attached via a gear, belt (toothed belt/flat belt), linkage or otherwise superimposed or reduced, so that the actuation angle and the angle of rotation of the braking device connected thereto are different.
  • the haptic operating device or a haptic operating or actuating device can also be designed as a joystick device or joystick.
  • a joystick device can also be attached via a gear, a belt (toothed belt/flat belt), a linkage or otherwise geared up or down, so that the actuation angle and the angle of rotation of the braking device connected thereto are different.
  • At least one drive device for actively rotating one of the brake components can be included in all developments and configurations of the haptic operating device or an operating or actuating device or a device equipped therewith.
  • the control knob that Operating roller or the rotating unit can be actively rotated. This allows more haptic information to be returned to the user.
  • Figures la-lb schematic three-dimensional views of haptic operating devices with a magneto-rheological braking device
  • FIG. 2 shows a side view of a haptic operating device with a magnetorheological braking device
  • FIGS. 3a-3c different sections of haptic operating devices
  • FIGS. 4a-4b show a highly schematic view of a sensor device and measurement results
  • Figure 5 is a highly schematic view of a haptic
  • FIGS. 7-8 another haptic operating device in section and in a perspective
  • FIG. 9 shows a highly schematic circuit for driving the electric coil
  • FIG. 10 torque curves of an electric motor and a magnetorheological braking device over the electrically introduced power
  • FIG. 11 shows the resulting braking torque curves of a magnetorheological braking device for two different current strength curves over time
  • FIG. 12 shows a schematic view of a haptic operating or actuating device according to the invention with a drive device.
  • Figures la and lb show two different haptic operating devices 100 according to the invention, each of which includes a magnetorheological braking device 1 and which can be used on different device components 200 .
  • FIG. 1a shows a haptic control button 101 as a haptic control device 100.
  • the control button 101 is fastened via a console 50 designed as a holder 4 and can be mounted in a motor vehicle, for example.
  • the operating button 101 is operated via the casing part 13 or a rotary part fitted thereon.
  • a user interface 43 can additionally be used to transmit information.
  • the device component 200 is shown as a thumb roller 102 with a haptic operating device 100 in FIG.
  • the thumb roller 102 can preferably be used, for example, in steering wheels of motor vehicles or the like. However, the thumb roller is not limited to this use case. Depending on the installation situation, the thumb roller 102 can generally also be used with any other finger or with several fingers at the same time.
  • a haptic operating device 100 can be used, for example, to operate machines, medical devices, computer games, music terminals, input devices or for use in and for a motor vehicle.
  • the haptic operating device 100 can be used, for example, to operate air conditioning systems, radios, entertainment, navigation, the distance control, the driving assistant, the recuperation setting, to adjust the seats and to operate the infotainment. It is also possible to use it on other devices or devices.
  • FIG. 2 shows a side view of a haptic operating device 100, which can be used as an operating button 101.
  • the haptic operating device 100 includes a holder 4, which can be fastened to a console 50, for example, via a nut 51.
  • the haptic operating device 100 includes a magnetorheological braking device 1 with two braking components 2, 3, of which the inner braking component 2 is not visible in FIG.
  • the inner brake component 2 is connected to the holder 4 .
  • the holder 4 and the inner brake component 2 are designed to be stationary here.
  • the other brake component 3 includes the casing part
  • the haptic operating device 100 has a compact design and inside the shielding device 75, which has a two-part shielding body 76 as a shielding housing, has a sensor device 70 (not visible here) for detecting the rotational position and the axial position of the casing part 13.
  • the casing part is via pins 16 13 with a left cover
  • FIGS. 3a to 3c Possible cross sections of a haptic operating device 100 according to the invention are shown in FIGS. 3a to 3c, e.g. B. from Figure 2 shown.
  • the haptic operating device 100 has a magnetorheological braking device 1.
  • the braking component 2 is accommodated on the holder 4, which extends in the axial direction and to which the core 21 is fastened.
  • the core 21 is surrounded radially by the (magnetically conductive) casing part 13 as the outer or second brake component 3.
  • the magnetically conductive core 21 is made up of two electric coils 26, which are wound around the core 21.
  • the first electric coil 261 extends over an axial width 26e.
  • a disk contour 41 is formed, which is applied here to the core and z. B. is pressed.
  • the disk contour 41 has a disk body 42 designed as a hollow cylinder.
  • the receptacle on the core can also be non-round.
  • the core 21 can be made of sintered material (metal).
  • the core can thus be manufactured more easily in the desired shape.
  • the disk body 42 consists here of a disk pack 44 which is formed by a plurality of thin disk plates 46 .
  • the sheet metal disks 46 are each formed as a stamped part and can be stamped out, for example, from a magnetically conductive sheet metal with a thickness of 1 mm or 2 mm or even 3 mm. In this way, the required number of sheet metal panes can be punched out easily and inexpensively in order to produce the desired thickness of the pane body 42 .
  • the individual disc plates 46 are pressed together and applied to the core 21 and thus, for example, screwed or pressed.
  • a braking gap section 5a remains in the area of the disc body 42 with a small gap height 41b between the outer diameter of the disc contour 41 and the inner circumference of the casing part 13.
  • the axial width 41e of the disc contour 41 or its braking gap section 5a is determined here by the number of disc laminations 46 and can be larger or smaller than shown.
  • the disc contour 41 is axially directly adjacent to the first electrical coil 261, which is accommodated in a coil holder 26b and is completely sealed radially on the outside by a casting compound 28.
  • the disc body 42 is connected to the core 21 and the fixed brake component 2 and rotates in the operation not. This enables a hole or recess to be formed for the cables 45 to be fed through for the electrical connection of the first and second electrical coils 261, 262.
  • the electrical coils 261, 262 can thereby be connected simply, inexpensively and quickly.
  • the disk contour 41 is formed here at the proximal end, that is to say at the end of the core 21 which faces the holder 4 .
  • a second braking gap portion 5b is formed at the distal end, ie at the other end of the core 21, a second braking gap portion 5b is formed.
  • the second brake gap section 5b extends over an axial width Ile.
  • the rolling elements 11 are distributed on the circumference of the core 21 .
  • the rolling elements 11 reinforce the magnetic field locally.
  • the rolling bodies 11 can form a type of magnetic field concentrators 80 for local amplification of the magnetic field as it passes through the second brake gap section 5b.
  • the second braking gap section 5b allows a very high braking torque to be achieved with the second electrical coil 262, in particular at low speeds of rotation of the casing part 13.
  • a still strong magnetic field can be transmitted from the core 21 to the casing part 13 with the first electrical coil 261 at high speeds, since the gap height 41b is considerably smaller than the radial free space 11c in the area whose brake gap section is 5b.
  • a high torque can be generated, which is also made possible, in particular, at higher speeds.
  • a high and finely adjustable torque can be made available over the entire speed range by targeted and separate activation of the two electric coils 261, 262.
  • the axial width Ile of the second brake gap section 5b and the width 41e of the first brake gap section 5a are approximately the same here (+/ ⁇ 25%) and each shorter than an axial width of the third brake gap section 5c. Overall, a very compact structure is achieved.
  • the jacket part 13 is surrounded by a cover 49 as a rotary knob 23 in FIG. 3a.
  • the knob 23 is at least partially transparent so that it can be illuminated by the lighting means 18 in the form of LEDs, for example. The lighting can be controlled depending on the situation or independently of the situation.
  • the closed chamber 110 inside the casing part 13 is closed off by a front cover 14 through which the brake component 2 is passed.
  • a seal 38 is used for sealing.
  • the chamber 110 is initially delimited by an elastic membrane 31, which is adjoined to the outside by a click element 29 designed here as a snap-action disk.
  • the snap-action disk or the click element is actuated by axial actuation of the rotary knob 23 and the jacket part 13 is moved somewhat to the left overall.
  • This axial movement can be detected by the sensor device 70 with the magnetic field sensor 72 inside the holder or the first brake component 2 , which is surrounded radially by a magnetic ring unit 71 .
  • the magnetic field sensor 72 is designed in particular as a Hall sensor 72 and detects the orientation of the radial magnetic field relative to the magnetic field sensor 72. An angular position of the casing part 13 relative to the core 21 can be detected via this.
  • An axial displacement of the casing part 13 by actuating the click element 29 leads to a relative axial displacement between the magnetic ring unit 71 and the magnetic field sensor 72, which causes a change in intensity of the detected signal. Actuation of the click element can be detected via this.
  • FIG. 3b shows a slightly different representation of a haptic operating device 100 with a magnetorheological braking device, with the cover 49 or the rotary knob 23 being omitted here, in contrast to FIG. 3a.
  • a major difference between Figures 3a and 3b is that in Figure 3b the first braking gap section 5a with the disk contour 41 is provided at the distal end of the casing part 13, while the second braking gap section 5b with the rotary bodies 11 is provided at the proximal end of the casing part 13 is.
  • the disk contour 41 can be formed (circumferentially) in one piece with the core, as is shown schematically in the lower part of FIG. 3b.
  • the disk contour 41 comprises a (circular) disk pack with a plurality of disk plates 46, as is shown by way of example in the upper part of FIG. 3b.
  • the disk contour can also be placed on the core as a solid separate part, that is to say it can practically consist of a single disk sheet of correspondingly greater thickness.
  • Some magnetic field lines 8 of the first electric coil 261 and the second electric coil 262 are drawn in as an example in FIG. Furthermore, it can also be seen that in each case an (approximately) radial passage of the magnetic field lines 8 takes place in the braking gap sections 5a and 5b. A higher torque is generated in the brake gap section 5a at higher speeds, while a higher torque is generated in the brake gap section 5b at lower speeds.
  • the respective magnetic field is closed in each case in the central area by the (roughly) radial transition to the third brake gap section 5c. At the braking gap portion 5c, there is practically a thin gap similar to the first Brake gap section when a cylindrical disk contour 41 is used there.
  • the magnetic field sensor 72 is mounted on a sensor circuit board 79 and can be contacted via the contact pins 79a.
  • the electrical coil 26 is also supplied with current via this.
  • inner brake component 2 is preferably made of a material that is not magnetically conductive or has little or no magnetic conductivity, in order to enable detection of the orientation and the intensity of the magnetic field of magnetic ring unit 71 in the interior of axle 12 or the to ensure first brake component 2.
  • the sensor device 70 is accommodated there in a particularly protected manner (protection from water and dust).
  • An O-ring 39 can be seen in FIG.
  • the third braking gap section 5c is formed on the ring contour 61 .
  • the ring contour 61 can be slid onto or attached to the core 21 as a separate ring, or the ring contour 61 is formed in one piece with the core 21 . In any case, the ring contour 61 is coupled to the core 21 in a magnetically conductive manner.
  • FIG. 3b shows an alternative embodiment in which a fourth braking gap section 5d is integrated.
  • the fourth brake gap section 5d can, for. B. arise from the fact that the annular contour 61 provides two separate braking gap sections 5c and 5d.
  • two magnetically conductive ring parts can be included, which are separated from one another by a magnetically less conductive intermediate part or ring part 61a. Then two axially separated brake gap sections 5c and 5d are formed.
  • the electrical coils 261, 262 and the brake gap sections 5c, 5d can also be arranged further apart from one another, so that two magnetic circuits which are further separated from one another are produced.
  • a structure with three braking gap sections, with the central braking gap section 5c being provided for both electrical coils 261, 262, enables a particularly compact structure.
  • a structure as shown in Figures 3a or 3b provides an advantageous embodiment.
  • the second electrical coil 262 enables a particularly strong braking torque in the second brake gap section 5b via the rolling elements 11, in particular at low speeds or at a standstill.
  • the first electrical coil 261 enables a high braking torque via the very small gap height in the first braking gap section 5a.
  • the first electric coil 261 on the first brake gap section 5a enables greater braking at higher speeds than the second electric coil 262 on the second brake gap section 5b.
  • the braking torque that can be generated with the second electric coil 262 in the second brake gap section 5b becomes greater than the braking torque that can be generated in the first brake gap section 5a at this speed. This is due to the fact that the braking torque that can be generated via the rolling bodies 11 is more dependent on the rotational speed and drops at higher rotational speeds.
  • a combination of different brake gap sections 5a, 5b can thus be used to set optimal conditions for different speeds.
  • FIG. 3c shows basically schematic cross sections of the braking gap sections 5a and 5b and 5c.
  • the second brake gap section 5b is shown on the left, wherein the core 21 can be seen on the inside, on which the rolling bodies 11 are arranged schematically all around.
  • the rolling bodies are in turn surrounded by the casing part 13 .
  • the rolling elements each have a diameter lld.
  • a radial gap height 11b is slightly larger than the diameter lld.
  • a radial free space 11c results as the difference between the gap height 11b and the diameter lld.
  • the radial free space 11c is divided up relatively evenly, radially on the inside and radially on the outside.
  • a magnetorheological medium which comprises magnetorheological particles 19 is accommodated in the chamber 110 .
  • a gap 5 is provided in the chamber 110 between the brake components 2 and 3 .
  • the three braking gap sections 5a, 5b and 5c are formed.
  • the chamber 110 is at least partially filled with a magnetorheological medium 6 here.
  • the medium here is preferably a magnetorheological fluid which, for example, comprises an oil as the carrier liquid, in which ferromagnetic particles 19 are present. Glycol, grease, water and viscous materials can also be used as a carrier medium, but are not limited to them.
  • the carrier medium can also be gaseous or the carrier medium can be dispensed with (vacuum). In this case, only particles 19 that can be influenced by the magnetic field are filled into the chamber 110 .
  • the ferromagnetic particles 19 are preferably carbonyl iron powder, with the size distribution of the particles depending on the specific application.
  • a particle size distribution of between one and ten micrometers is specifically preferred, although larger particles of twenty, thirty, forty and fifty micrometers are also possible. Depending on the application, the particle size can also become significantly larger and even reach the millimeter range (particle balls).
  • the particles can also have a special coating/shell (titanium coating, ceramic, carbon shell, etc.) so that they can better withstand the high pressure loads that occur depending on the application.
  • the magnetorheological particles can for this application not only from carbonyl iron powder (pure iron), but z. B. can also be made of special iron (harder steel).
  • the particles can be coated with PTFE.
  • a coating with PTFE or a comparable coating prevents the particles from clumping together and forming larger heaps. Such larger heaps do not disintegrate easily or may not disintegrate at all.
  • the disk bodies or roller bodies can be coated with PTFE to reduce friction.
  • silicic acid gel known as silica gel
  • another desiccant that absorbs water and thus removes moisture from its surroundings can be mixed in.
  • powder without a carrier liquid can preferably be used. Then the use of up to about 80 percent by volume of carbonyl iron (iron powder) is possible, which greatly increases the braking torque if the remaining design parameters are adjusted accordingly (e.g.
  • the field strength per particle should remain about the same as with a magnetorheological fluid (MRF), i.e the field strength in the braking gap section or braking gap or effective gap should be twice as high when changing from, for example, LORD MRF 140 (40 percent by volume carbonyl iron with oil as the carrier liquid, for example) to 80% carbonyl iron powder (without carrier liquid).
  • MRF magnetorheological fluid
  • Another advantage of powder as a medium in the active gap is that there is no sedimentation and no accumulation in the sense of "The iron particles in MR liquids are pulled in the direction of the magnetic field gradient (the force on magnetizable particles always acts in the direction of the stronger magnetic field, the carrier medium is displaced)" must come about in order to obtain such high particle concentrations. The maximum particle concentration is already present This improves the reproducibility of the moments (there is always a similar
  • the magnetically polarizable particles (especially when used as "dry" powder) (to a significant extent) include non-round particles (non-spherical particles) in which a ratio of the largest diameter to the largest transverse extension perpendicular thereto is greater than 1.25 or 1.5 It is also possible to form this ratio as a ratio of the greatest longitudinal extent to the greatest transverse extent, with the longitudinal and transverse extents in particular being measured perpendicular to one another.
  • out-of-round particles is particularly advantageous since they enable an effective canting structure, since different out-of-round sections of the particles jam or wedge with one another.
  • Ratios of the largest diameter to the largest transverse extension perpendicular thereto of 1.75 or 2.0 or more are also possible and preferred.
  • At least some of the magnetically polarizable particles are preferably designed to clamp or wedge together over a large area under the influence of the magnetic field. This is possible, for example, with particles that are angular in sections or, for example, are triangular or polygonal overall or the like. Then two (or more) correspondingly configured particles jam together and can cause the particles to clump together very effectively Cause jamming and braking of the two brake or clutch components together.
  • At least some of the magnetically polarizable particles are preferably designed to clamp or wedge together under the influence of the magnetic field at two or more locations spaced apart from one another.
  • Such particles which are non-circular, allow a very effective increase in the braking force or the braking torque, since, unlike spherical particles, they do not only touch at one point or in a small angular range, but at several points or even over an area.
  • At least some of the magnetically polarizable particles have at least one trough section.
  • Such an inwardly curved trough section allows particularly effective wedging with parts of other particles.
  • At least one surface of at least one clutch or brake component adjoining the brake gap is designed to be non-smooth or (locally) uneven at least in sections.
  • the particles or a significant part of the magnetically polarizable particles have elevations or elevations and/or depressions regularly or irregularly on the outer surface.
  • canting with the particles can be reinforced.
  • at least one surface can have elevations and/or depressions in the manner of pointed or rounded dimples in golf balls.
  • a surface with a pointed or rounded sawtooth profile is also possible.
  • a relative height (at least some) of the peaks or valleys is preferably at least 5% or 10% of the minimum diameter of a magnetically polarizable particle.
  • a magnetic field strength of greater than 150 kiloamperes/meter (kA/m) or 250 kiloamperes/meter or 500 kA/m or more is preferably generated in the braking gap.
  • a magnetic field strength greater than 500 kiloamperes/meter (kA/m) or 750 kiloamperes/meter or 1000 kA/m or more can be generated in the brake gap or is generated there.
  • a different type of seal can be selected, thereby reducing the basic friction.
  • the seal does not have to be pressed as hard against the surfaces, since it is not necessary to seal for liquids, only particles.
  • a non-contact shaft seal such as a labyrinth seal can also be used, for example. This type of seal only rests on one of the two mutually rotating parts.
  • the temperature dependence is reduced or almost eliminated.
  • Liquid carrier media change their viscosity with changing temperatures, while carbonyl iron powder hardly changes its properties in very large temperature ranges (until the Curie temperature is reached). The temperature-related volume change is also negligible for powder, since the particles can redistribute among themselves if the volume of the individual particles changes.
  • the maximum volume fraction of carbonyl iron particles in powder form (approx. 74%) is also higher than in MRF with e.g. oil as a carrier medium.
  • the magnetorheological particles 19 chain together when a magnetic field is applied, as shown very schematically on the left in FIG. 3c. This creates a wedge effect, which leads to a significant increase in the braking torque at low and medium speeds.
  • a cross section through the first or also the third brake gap section 5a, 5c in the area of the disk contour 41 is shown on the right in FIG. 3c is.
  • the disc body 42 can be solid or can be designed as a disc pack 44 and include a plurality of disc plates 46 .
  • the first and the third braking gap section 5a, 5c can in principle have identical or similar cross sections.
  • a rolling body 11 is shown in dashed lines in the right-hand part of FIG. 3c, just as an example, in order to clarify the differences. It can be clearly seen that the disc body 42 allows a gap height 41b with a smaller height. As a result, a strong braking torque and a high magnetic field strength can be achieved and transmitted there. A desired magnetic field strength and braking effect can be set independently via the other electric coil in the second brake gap section 5b. Both magnetic fields are closed via the third brake gap section 5c.
  • a cross section of a further embodiment of a brake gap section is shown in the center of FIG. 3c.
  • This braking gap section has a disk contour 41 designed as a star contour 40 .
  • the star contour 40 has a non-round peripheral surface. This creates a braking gap section with a variable gap height 40c over the circumference. This can also create a kind of wedge effect, especially at low speeds a high torque can be set.
  • the elements projecting radially outward (or inward) can be referred to as magnetic field concentrators 80, which locally concentrate the magnetic field.
  • a star contour 40 can also be in the form of a disk assembly 44 and can include a plurality of (e.g. star-shaped) sheet metal disks 46 .
  • a star contour can also be formed in the axial direction. This means that variable gap heights occur in the axial direction. As a result, the magnetic field can be concentrated in the axial direction at locations with smaller gap heights and reduced in the higher gaps.
  • a mixture of “radial” and “axial” and/or oblique star contours is also conceivable.
  • this configuration is suitable for the second brake gap section 5b as a replacement for a (second) brake gap section (5b) with rolling bodies.
  • the sensor device 70 is shown in detail in FIG. 4a.
  • the first brake component 2 and the second brake component 3 embodied here as a casing part 13 are only indicated (dashed lines).
  • the sensor device 70 is supported via the decoupling device 78 on the rotatable second brake component in a magnetically decoupled manner.
  • the shielding device 75 consists here of three shielding bodies 76, which reduce the scattering of the magnetic field 8 of the electric coil 26.
  • the shielding device 75 can also consist of only pot-shaped bodies or a pot-shaped body and a disk-shaped body which are connected to one another.
  • the magnetic ring unit 71 is used to measure the orientation or the angle of rotation of the magnetorheological braking device 1 .
  • Magnetic field sensor 72 is arranged within first brake component 2, which is non-magnetic in this area. Small relative axial displacements, such as those caused by actuating a snap-action disk, for example, can be used to detect the actuation of the control button 101, as shown in FIG. 4b. The angle of rotation and the orientation of the magnetic field lines drawn in by arrows can be detected by the magnetic field sensor 72 .
  • FIG. 4b shows the course of the amplitude 69 of the signal s 68 detected by the magnetic field sensor 72 as a function of the axial displacement of the brake components 2, 3 relative to one another (push).
  • An axial displacement of the magnetic field sensor 72 in relation to the magnetic ring unit 71 changes the amplitude 69 of the detected signal s 68 .
  • An axial displacement or a depression (push) of an operating knob s 101 can be detected in this way. This preferably confirms a selection or position.
  • the angle of rotation can also be detected with the same sensor 72, the direction of the magnetic field 8 (arrows shown) being determined to detect the angle of rotation s.
  • the intensity determines the axial position.
  • a change in signal s 68 can therefore indicate an actuation of a button or of the snap disk 29 are closed back. This is advantageous because a single (multidimensional) Hall sensor can be used to determine the angular position and to determine an axial position.
  • FIG. 5 shows, very schematically, the haptic operating device with a snap-action disc 29 in two different positions, the unactuated position being illustrated on the left and the actuated position on the right.
  • the snap-action disc is curved outwards and downwards here and is guided here by the guide 29a in the core (but not supported, so there is almost no friction).
  • the volume of the stretched triangle 29b can be seen in the right half of Figure 5.
  • the volume 29b results approximately from the three-dimensional cone. If the haptic operating button 100 is actuated and the snap disk 29 is transferred from the rest position (deflected) to a linear position within one plane, the casing part 13 is displaced axially downwards here in relation to the first brake component 2 .
  • the change in volume 29b of the snap disk 29 is preferably dimensioned in such a way that it essentially corresponds to the immersed volume of the first brake component 2 .
  • the immersed volume is calculated from the axial path 22 multiplied by the cross-sectional area of the first brake component 2 on the axle 12 .
  • FIG. 6 shows, purely schematically, two differently constructed electrical coils 261, 262, in which case the number of windings can differ.
  • the size/type of the diameter and the shape and material of the wires 263, 264 can also be different.
  • the size and external shape of the electrical coils 261, 262 can be the same (shown with a solid line) or can be different.
  • B. have a smaller cross-section, as indicated by the dashed line.
  • different properties can be set on the magnetic circuits.
  • One magnetic circuit can be designed for a faster reaction speed and/or a higher braking torque, while the other can be designed to be better in terms of braking properties and/or more energy-efficient.
  • a wide variety of property combinations can be achieved.
  • the material at the brake gap sections can be different.
  • FIG. 7 shows a schematic cross section of a further haptic operating device, with the first brake component 2 being accommodated on a holder 4 designed as an axle 12 .
  • three brake gap sections 5a, 5b, 5c are provided, with a disk contour 41 being formed on the first brake gap section 5a and rolling bodies 11 or rotating bodies on the circumference of the core 21 being accommodated on the second brake gap section 5b.
  • the rolling elements 11 are guided over brackets llf.
  • a reservoir 32 for magnetorheological particles can be present in the interior in order to ensure an adequate supply of the brake gap sections with magnetorheological particles.
  • carbonyl iron particles are attracted from the environment and concentrated in the magnetic field transition region.
  • a cover 14 is attached to the front (left) end and a cover 15 is attached to the rear end.
  • the disk body 41 is designed here in one piece with the core 21 , but can also be designed as a disk assembly 44 with a plurality of disk plates 46 .
  • a cable bushing 12a is formed on the hollow axle 12, through which the cables for supplying the two electric coils 261 and 261 are passed.
  • the (separate) core 21 is accommodated on the inner part.
  • the two electric coils 261 and 262 are wound on coil holders 26b.
  • the ring contour 61 for the third brake gap section 5c is taken or formed.
  • the ring contour 61 is applied to the core 21 as a separate part and provides a thin gap between the outside of the ring contour 61 and the inner circumference of the casing part 13 .
  • the third brake gap section 5c is used to close the two Magnetic fields of the two electric coils 261 and 262.
  • the magnetic field of the first electrical coil 261 runs essentially radially through the first brake gap section 5a and the third brake gap section 5c and axially through the core 21 and the casing part 13.
  • the magnetic field of the second electrical coil 262 runs essentially radially through the second brake gap section 5b and the third brake gap section 5c and axially through the core 21 and the casing part 13.
  • the two electrical coils 261, 262 are wound and energized in such a way that the magnetic fields of the two electrical coils 261, 262 in the region of the third brake gap section 5c run in the same direction , as also shown schematically in FIG. 3b.
  • a haptic operating device that can be produced very cost-effectively is provided, with at least one bearing being able to be saved if necessary by “bearing” via the disk contour 41, which also reduces the overall height.
  • a very low basic friction is achieved.
  • a smaller number of parts also improves the tolerance requirements, since tolerance chains are avoided.
  • a haptic control knob e.g. as a rotary knob or rotary element with a haptic control device, can be used in a wide variety of areas. With the two electric A braking torque can be set separately for coils 261, 262.
  • an actuation can be detected via a snap part or a snap disk or a button or the like.
  • the rotary knob can be illuminated, for example, via LEDs or the like.
  • the body of the rotary knob can then be made partially or entirely milky in order to achieve a corresponding scattering effect.
  • FIG. 6 shows schematically a circuit for fast Activation of the electric coil 26.
  • the electric coil 26 (magnet coil ) is activated here by an H circuit. This is only indicated in FIG. 9 by switches.
  • a voltage source 35a used in normal operation or in continuous operation with a lower voltage of z. B. 12V provides the voltage for normal operation.
  • a voltage source 35b with a higher voltage of, for example, 18V or 24V is connected via a switch.
  • the lower voltage power source 35a is temporarily disconnected.
  • the higher voltage source 35b is again disconnected from the circuit and the electrical coil 26 and the lower voltage source 35a is reconnected.
  • the switches can be any electrical components that are particularly capable of coupling and decoupling in the millisecond range.
  • the current in the electrical coil 26 reaches the desired value more quickly.
  • the desired current is reached within 10ms instead of 40ms.
  • the change between the voltages can take place via an electrical circuit.
  • FIG. 10 shows a schematic representation of two braking torque curves generated, the braking torque generated (normalized and therefore dimensionless here—Y axis) being plotted against the electrically introduced power (normalized and therefore dimensionless here—X axis).
  • the curve for a BLDC motor brushless direct current motor
  • the curve for a magnetorheological braking device is shown on the right. It can be seen that the electric motor requires considerably more power than the magnetorheological braking device for the same braking torque a braking torque of "14" requires the electric motor more than "130" normalized power, while the magnetorheological braking device requires a (significantly) lower power of less than "0.3".
  • the power consumption ratio is greater than 100:1 and is around here 500:1
  • Magnetorheological clutch devices and brakes have the advantage, among other things, that they require little power to engage or dampen movements, are quiet, generate little heat and react very quickly ( ⁇ ms), etc.
  • the low power requirement is particularly advantageous for battery-operated components such as e.g. B. Electric vehicles, in which the power consumption of all components is automatically reflected in the range of the vehicles.
  • B. Electric vehicles in which the power consumption of all components is automatically reflected in the range of the vehicles.
  • power consumption is also an issue in vehicles with combustion engines or electrical devices in general.
  • FIG. 11 shows the resulting braking torque curves of a magnetorheological braking device 1 for two different current strength curves (Y axis) over time (X axis).
  • the dashed curve in the upper half of the figure represents the conventional course, in which the current intensity is increased directly to the desired current intensity.
  • the voltage of the electrical coil 261 can also serve as a performance parameter.
  • the performance parameter 271 is significantly increased at the earlier point in time 270 . In fact, it is increased more than is necessary to permanently achieve the braking torque that is then to be set.
  • the performance parameter 271 is at least 10% or 20% higher than the second performance parameter 272. Here even much higher. It is clearly recognizable that the braking torque profile 265 reaches the desired value considerably more quickly due to the excessive increase. As a result, a better approximation of a box-shaped profile can be achieved.
  • the current intensity is increased from 0 amperes to 2 amperes at the point in time 0.1 seconds.
  • the resulting course of the braking torque or the coupling intensity is shown in broken lines in the lower half of FIG.
  • the transmittable braking torque increases from the dashed curve Starting time at 0.1 seconds within about 25 milliseconds (time 0.125 seconds) to a reading of about 1.25 (normalized to e.g. a mean value or a standard unit) and after about 75 milliseconds (time 0.175 seconds) reaches asymptotically ( almost) the set limit of about 1.5.
  • the current intensity is increased threefold to z. If, for example, 6 amperes are increased here, as shown by the solid lines, the braking torque increases considerably more and reaches the final value of 1.5 after around 10 milliseconds.
  • the "current boost” with increased current is only activated for about 10 ms here. After that, as shown by the upper solid curve, the current is reduced to 2 amperes.
  • a significantly faster setting can be achieved by briefly increasing the current (“current boost") (Making available) of the clutch, damping or braking torque. This is very advantageous in several respects, as it allows you to stop quickly and experience a more direct haptic feeling (feedback). In reality, the difference between the two curves is very noticeable.
  • FIG. 9 shows a schematic of a circuit for rapid activation of the electrical coil 26.
  • the electrical coil 26 (magnetic coil) can be used here, for example B. be driven by an H circuit. This is only indicated here by switches.
  • a voltage source 35a used in normal operation or in continuous operation with a lower voltage of z. B. 12V (or 3V or 6V; depending on the application, a suitable voltage) provides the voltage for normal operation.
  • a voltage source 35b with a higher voltage of, for example, 18V or 24V (or, for example, 6V or 12V) is connected via a switch.
  • the lower voltage power source 35a is temporarily disconnected.
  • the voltage source 35b with higher voltage is again from the Circuit and electrical coil 26 are disconnected and low voltage power source 35a is reconnected.
  • the switches can be any electrical components that are particularly capable of coupling and decoupling in the millisecond range.
  • the current in the electrical coil 26 reaches the desired value more quickly.
  • the desired current is reached within 10ms instead of 40ms.
  • the change between the voltages can take place via an electrical circuit.
  • Voltages of over 24 volts and far above are also possible.
  • two or more electrical coils can be used, which are designed differently (wire thickness, number of turns, material%) and are supplied with different currents in order to obtain the boost effect.
  • FIG. 12 shows a haptic operating device 100 according to the application for operating a wide variety of devices, facilities and devices, as mentioned in this application and description (introduction, general description, description of the exemplary embodiments and claims).
  • a knob 23 also in the form of a control roller
  • the use of a steering unit or a steering wheel is also possible for operation.
  • the rotary knob 23 or the control knob 101 can be connected in particular to the shaft 311 in a rotationally fixed manner.
  • the haptic operating device 100 can also be designed as a steer-by-wire steering system.
  • Exemplary embodiments, refinements and developments can include an actuator device 303 in order to implement another movement.
  • the actuator device 303 can also only be electrically connected to the control knob 101 .
  • the rotational movement of the operating button 101 is detected by means of a sensor device 70 and, for example, a rotational angle sensor. Depending on the angle of rotation, the actuator device 303 then controls other components or actuators.
  • a drive device 307 designed as an electric motor is connected to the shaft 311 here.
  • the control knob 101 can be actively rotated by the drive device 307 .
  • the operating knob 101 is (actively) rotated in certain cases, for example—but not only—in the case of (simulation of) steering, in order to give the operator appropriate haptic feedback.
  • the movement of the operating button or rotatable operating element 101 can be braked in a targeted and controlled manner by means of a magnetorheological braking device 1 .
  • a control unit 302 can be provided here. To this end, control unit 302 is operatively connected to sensor device 70 .
  • Control unit 302 also takes data from an assistance system 304 into account, for example. As a result, the movement of rotatable operating element 101 can be influenced in a targeted manner depending on the driving situation. Control unit 102 can also be operatively connected to other sensors, not shown in detail here, in order to be able to specifically influence the behavior as a function of other parameters.
  • the braking device 1 is equipped here with a safety device 306 which removes a magnetorheological medium 6 (not visible here) from a gap 5 (also not visible here). In the event of a fault, for example, the braking torque can be canceled very quickly and reliably will.
  • the gap 5 and the medium 6 can be selected as described within the scope of this application and as shown in the further figures.
  • the operating or actuating device 100 according to the invention shown in FIG. 12 can be used to turn an operating or actuating means of an operating or actuating unit, which is not shown in detail here.
  • the operating or actuating unit 101 is designed here as a rotatable button which is connected to a shaft 311 in a rotationally fixed manner.
  • the operating or actuating device 100 can also be embodied here as a steer-by-wire steering of a game (gaming; force feedback steering wheel), without being restricted thereto.
  • An actuator device 303 is used for this purpose to convert the steering movement executed with the operating or actuating unit 101 into a (virtual) vehicle movement in a (racing) game (e.g. Need for Speed; Project Cars; Moto GP; Flight Simulator).
  • the actuator device 303 steers the (virtual) vehicle wheels or the vehicle wheel in the case of a motorcycle.
  • the actuator device 303 is then only electrically connected to the steering unit 101 .
  • the rotational movement of a steering unit is detected by means of a sensor device 70 and, for example, a rotational angle sensor. Depending on the angle of rotation, the actuator device 303 then steers z. B. the vehicle wheels in the video game.
  • a drive device 307 designed as an electric motor is connected to the shaft (or steering shaft) 311 here.
  • the steering unit 301 can be actively rotated by the drive device 307 .
  • the steering unit 301 is actively moved, for example when cornering or backing up, as would also be the case with a conventional mechanical steering system in a real vehicle.
  • the movement of the operating or actuating unit 101 can be braked in a targeted manner by means of a magnetorheological braking device 1 .
  • a magnetorheological braking device 1 To control the braking device 1 and also the Drive device 307 depending on various parameters and z. B. the steering angle is a (steering) control unit 302 is provided here.
  • the (steering) control unit 302 is operatively connected to the sensor device 70 .
  • the (steering) control unit 302 also takes into account, for example, data from a (driving) assistance system 304 or data from other players or game situations (Sim Racer;
  • the (steering) control unit 102 can also be operatively connected to other sensors or information sources of a game, not shown in detail here, in order to be able to specifically influence the steering behavior as a function of other parameters.
  • the control button can also be used on or in an industrial plant, in computer peripherals, in automobiles, airplanes, etc. and can be supplemented by the active component described above.
  • the invention provides a haptic operating device that is compact, robust and very inexpensive.
  • the haptic control device is particularly suitable for use in the automotive industry, but can also be used in all kinds of devices and machines.
  • a major advantage of the construction is that no cables, sensors or electronics are required on the outside.
  • a high IP class is therefore possible in all configurations. In principle, everything is behind a mounting panel.
  • the electrical coils are preferably completely separated from the space containing the magnetorheological medium, in particular by means of a casting compound.
  • an axial displacement is possible, in which case, in particular, a liquid volume is displaced in the interior.
  • a lid and a disk contour preferably sufficient space is provided so that the intervening medium (or liquid) or carbonyl is not compacted. (Otherwise this could lead to high axial adjustment forces.)
  • This provides an additional MRF reservoir from which particles can flow into the area of the disk contour or the rolling elements. Namely, magnetic particles always flow in the direction of the stronger field since magnetic particles are attracted by the magnetic field gradient.
  • the seal preferably runs on the axle. There is rotary movement (more than 100,000 revolutions are possible) and there can be linear movement for the probe. To ensure that the seal does not run in and form a running groove and that the friction is low and the leakage (drag oil) does not become too high over the service life, a corresponding material pairing with a hard running surface is preferred.
  • the first brake gap section 5a is preferably equipped with a disk contour.
  • the second braking gap section 5b is equipped in particular with rolling bodies and in particular rollers. Rolling elements and especially rollers with a round inner ring enable a high static moment. A disk contour enables good magnetic field transmission and high torque at high speeds.
  • the combined solution also called hybrid solution, combines both advantages.
  • an axial transition of the magnetic field in the prior art had a smaller transition area and thus resulted in lower braking torques.
  • an axial magnetic field transition has a smaller distance (radius) and therefore generates less moment.
  • a brake gap section 5a which is also radial, with a disk contour has a larger diameter and thus generates a larger moment with the same force.
  • the area is larger because the larger circumference spans a larger area. If the width of the contour disc is greater than 1/6 of the diameter, the transmittable braking torque is at the (circumferential) radial Brake gap section is already larger than the maximum transmittable braking torque on the axial surface! Finally, due to the lower gap height at the disk contour, the magnetic losses are smaller. All of this results in a higher braking torque, even at higher speeds.
  • Volume compensation for the push function can be provided by a membrane at the end of the jacket part. Behind the membrane there is a click element like a snap-action disc ("Snap Dome"). This gives a haptic pressure point. You can also hear the click when the pressure point is reached and the snap-action disc presses the entire button or the casing part back into the starting position back (similar to a mouse button on a computer mouse).
  • a click element like a snap-action disc
  • the membrane then seals off the MRF space.
  • the volume behind the membrane acts as a volume balance when pressed. In the normal position, the snap disk has a bulge. If the button is moved in the axial direction, the stator of the braking device presses against the membrane and the snap-action disk. This will be pressed flat.
  • the design of the haptic control device can be enhanced by adding various light effects to the cover.
  • a cost-effective variant is the use of a cap/cover with a transparent element, which is illuminated from below with LEDs.
  • a transparent sleeve can be attached to the shell part or incorporated into the cover, or the entire inside of the cover can be made as such (an inverted pot).
  • the transparent part can be ground at an angle at the edges in order to deflect the light in the desired direction.
  • Normal glass can be used as the transparent material, or PMMA (acrylic glass).
  • PMMA acrylic glass
  • the advantage of PMMA is that you can use milky glass, which breaks the light inside and can thus illuminate the entire surface evenly.
  • To the Lighting can be used one or more LEDs, also with different colors.
  • the outer brake component can also be designed to be non-rotatable and the inner brake component can be the rotatable component.
  • the electric coil must be electrically contacted via lines through the outer braking component or e.g. B. via sliding contacts.
  • an absolute sensor is preferred to set the angle of rotation (e.g.

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Abstract

L'invention concerne un dispositif de commande haptique (100) pourvu d'un système de freinage magnétorhéologique (1) comprenant un support (4) fixe et deux composants de freinage (2, 3). Un des deux composants de freinage (2, 3) est relié solidaire en rotation au support (4). Les deux composants de freinage (2, 3) peuvent tourner l'un par rapport à l'autre en continu autour d'un axe de rotation (20). Un premier composant de freinage (2) s'étend le long de l'axe de rotation (20) et comprend un noyau (21) en matériau magnétiquement conducteur. Le deuxième composant de freinage (3) comprend une partie enveloppe (13) creuse qui s'étend autour du premier composant de freinage (2). Des interstice de freinage (5a, 5b, 5c) périphériques espacés axialement et remplis au moins en partie d'un fluide magnétorhéologique (6) sont formés entre le premier et le deuxième composant de freinage (2, 3). Au moins un troisième interstice de freinage (5c) est disposé axialement entre un premier interstice de freinage (5a) et un deuxième interstice de freinage (5b). Une première bobine électrique (261) est associée au premier interstice de freinage (5a) et une deuxième bobine électrique (262) commandable séparément est associée au deuxième interstice de freinage (5b).
EP21799194.2A 2020-10-13 2021-10-12 Dispositif de commande haptique pourvu d'un système de freinage magnétorhéologique et procédé associé Pending EP4229498A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102020126916 2020-10-13
DE102020133246 2020-12-12
PCT/EP2021/078167 WO2022079022A1 (fr) 2020-10-13 2021-10-12 Dispositif de commande haptique pourvu d'un système de freinage magnétorhéologique et procédé associé

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Publication Number Publication Date
EP4229498A1 true EP4229498A1 (fr) 2023-08-23

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Application Number Title Priority Date Filing Date
EP21799194.2A Pending EP4229498A1 (fr) 2020-10-13 2021-10-12 Dispositif de commande haptique pourvu d'un système de freinage magnétorhéologique et procédé associé
EP21799193.4A Pending EP4229497A1 (fr) 2020-10-13 2021-10-12 Dispositif de commande haptique pourvu d'un système de freinage magnétorhéologique
EP21799195.9A Pending EP4228950A1 (fr) 2020-10-13 2021-10-12 Dispositif de direction doté d'un dispositif de freinage magnétorhéologique, et procédé de fonctionnement d'un dispositif de direction

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EP21799193.4A Pending EP4229497A1 (fr) 2020-10-13 2021-10-12 Dispositif de commande haptique pourvu d'un système de freinage magnétorhéologique
EP21799195.9A Pending EP4228950A1 (fr) 2020-10-13 2021-10-12 Dispositif de direction doté d'un dispositif de freinage magnétorhéologique, et procédé de fonctionnement d'un dispositif de direction

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CN116368447A (zh) 2023-06-30
WO2022079022A1 (fr) 2022-04-21
DE102020133248B4 (de) 2022-05-05
DE102020133248A1 (de) 2022-04-14
WO2022079018A1 (fr) 2022-04-21
WO2022079030A1 (fr) 2022-04-21
US20230384815A1 (en) 2023-11-30
EP4229497A1 (fr) 2023-08-23
US20230400875A1 (en) 2023-12-14
EP4228950A1 (fr) 2023-08-23
US20230406401A1 (en) 2023-12-21
CN116368446A (zh) 2023-06-30

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