WO2020043234A1 - Actionneur à rétroaction pour un dispositif de direction à entraînement direct - Google Patents

Actionneur à rétroaction pour un dispositif de direction à entraînement direct Download PDF

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Publication number
WO2020043234A1
WO2020043234A1 PCT/DE2019/100757 DE2019100757W WO2020043234A1 WO 2020043234 A1 WO2020043234 A1 WO 2020043234A1 DE 2019100757 W DE2019100757 W DE 2019100757W WO 2020043234 A1 WO2020043234 A1 WO 2020043234A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering
feedback actuator
motor
torque
housing
Prior art date
Application number
PCT/DE2019/100757
Other languages
German (de)
English (en)
Inventor
Andreas Wöllner
Jochen Rosenfeld
Original Assignee
Schaeffler Technologies AG & Co. KG
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
Priority claimed from DE102018130101.4A external-priority patent/DE102018130101A1/de
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2020043234A1 publication Critical patent/WO2020043234A1/fr

Links

Classifications

    • 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
    • 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

Definitions

  • the invention relates to a feedback actuator for a steering device with direct drive.
  • Such feedback actuators are used in particular in steer-by-wire steering systems for motor vehicles.
  • Steer-by-wire steering systems for motor vehicles receive manual steering commands from the driver, like conventional mechanical steering systems, by rotating a steering wheel of an input unit. This causes the rotation of a steering shaft, which, however, is not mechanically connected to the wheels to be steered via the steering gear, but rather interacts with angle of rotation or torque sensors, which detect the steering command introduced and emit an electrical control signal determined therefrom to a steering actuator by means of of an electric actuator sets a corresponding steering angle of the wheels.
  • the driver does not receive any direct physical feedback from the steered wheels via the steering column, which in conventional mechanically coupled steering systems is a reaction or reset torque depending on the condition of the road surface, vehicle speed and the current situation Steering angle and other operating conditions are reported back to the steering wheel.
  • the lack of haptic feedback makes it difficult for the driver to reliably record current driving situations and to carry out appropriate steering maneuvers, which impairs vehicle steerability and thus driving safety.
  • a steer-by-wire steering system is known from DE 10 2008 036 730 A1, with an input unit which has an actuator unit driven by an electric motor.
  • the electric motor can be controlled by an electronic control unit, which adjusts the motor current as a function of measured values that characterize the respective driving situation.
  • the motor shaft is directly coupled to the steering shaft, so the motor torque is identical to the manual torque that is coupled into the steering shaft.
  • the electric motor is flanged axially to the jacket unit with respect to the longitudinal axis and the motor shaft is connected to the steering shaft mounted in the jacket unit via a coupling.
  • An actuator unit of similar construction is shown in EP 2 414 211 B1. In the embodiment described therein, the steering shaft itself forms the motor shaft of the electric motor, so that a more compact structure can be achieved.
  • the motor torque in the known designs described above must be specified precisely because of the direct coupling of the motor shaft to the steering shaft, which requires complex, fast and precise regulation of the motor current in the control unit.
  • relatively high control currents have to be provided in order to realize larger restoring torques. These requirements require a high level of control, so that the control unit has to be designed in a correspondingly complex manner.
  • suitable electric motors with sufficiently high motor torques have relatively large dimensions for the application of realistic restoring torques, which is contrary to a compact construction. It is the object of the invention to develop a feedback actuator for a compact steering device with a realistic simulation of the steering feel, which is designed to be as free of play as possible.
  • the invention thus relates to a feedback actuator for a steering device with direct drive, with an outer housing arrangement, comprising a steering spindle for coupling a motor shaft to a steering wheel, the steering spindle being mounted rotatably about its longitudinal axis in the housing arrangement and moving away from it Connection for the steering wheel extends to the motor shaft, a bearing for mounting the steering spindle, an optional friction element arranged along the longitudinal axis for generating a basic friction of the feedback actuator, a locking device arranged along the longitudinal axis for functions that have an active function Actuating torque greater than a defined steering torque of a motor require, an angle sensor system arranged along the longitudinal axis for determining the rotor position for the control of a motor and a motor arranged along the longitudinal axis with a motor shaft for actively setting a defined steering torque in an activated operating mode condition of a vehicle.
  • a feedback actuator constructed in this way according to the invention offers a realistic simulation of the steering feel for motor vehicle drivers, the components being designed with as little play as possible with respect to one another.
  • the steering spindle can particularly preferably penetrate the bearing, the optional friction element, the locking device and the angle sensor system along its longitudinal axis, the steering spindle optionally also having a modular design.
  • the information on the arrangement along the longitudinal axis is to be understood starting from the steering wheel and analogously to a direction.
  • the feedback actuator can be designed without the friction element. For example, the This is the case when a friction torque from an engine mount is sufficient for basic friction.
  • the steering spindle can, for example, penetrate the bearing, the friction element, the locking device and the angle sensor system along its longitudinal axis, in particular with a plug-in connection design, in order thus to enable ideal cohesion of the particularly advantageously arranged components.
  • the motor shaft of the motor is preferably connected directly to an end of the steering spindle remote from the steering wheel.
  • the components are particularly advantageously arranged to the left spindle, but also to each other along the longitudinal axis to reduce unwanted play as possible.
  • the steering spindle can be acted upon by the friction element, the locking device and / or by the motor with a respectively required torque as a steering resistance.
  • This steering resistance is perceived accordingly by the motor vehicle driver during his steering operation.
  • the perceived steering resistance is composed of three sources for different types of steering resistance.
  • the friction element creates a basic friction and has the function that the steering wheel does not deflect in an uncontrolled manner with small steering lugs.
  • the steering resistance can preferably be passive due to the basic friction. This means that the steering resistance can be constant regardless of the driving situation.
  • the motor actively sets a defined steering torque when a vehicle is in the operating state. Active positioning here means that the angle position of the steering spindle's rotor position is measured in real time and the steering torque required at that moment is made available by the motor.
  • a locking device is provided for this purpose according to the invention.
  • the locking device is used, for example, in a counter body push-off situation.
  • the counter body push-off situation can be understood, for example, as the steering of a motor vehicle tire against an end face of a sidewalk, so that the motor vehicle driver perceives a stop. that can.
  • Another possible use of the locking device is the avoidance of an undesired turning of the steering wheel in the sense of accident prevention. Such situations can occur, for example, when the motor vehicle driver gets on or off.
  • the locking device for this application can, for example, be connected upstream of the angle sensor system in order to detect rotations of the steering spindle, so that the locking device could be activated in response to a steering movement.
  • the bearing can be configured, for example, as a roller bearing or as a plain bearing.
  • the housing arrangement is of modular design.
  • the housing arrangement can particularly preferably have a first housing element which surrounds at least the bearing and preferably also the friction element.
  • the housing arrangement can in particular have a second housing element which at least surrounds the locking device, the angle sensor system and the motor.
  • the friction element can be arranged in the second housing element.
  • Such a modular design enables the individual housing elements to be arranged so that they can be replaced easily.
  • the second housing element can be retrofitted in order to upgrade a motor vehicle from a conventional steering system to a steering system with the feedback actuator.
  • Such an arrangement also saves assembly costs directly on the motor vehicle, because the individual housing elements can be installed pre-assembled.
  • the value of the friction torque can be adjustable by the friction element.
  • different driving modes generate a different friction torque in order to give the motor vehicle driver a more realistic driving experience than the driving mode.
  • the basic friction can be at least passive, so that independent of the motor vehicle that is switched on or switched off, the motor vehicle driver can perceive a basic friction when he turns the steering wheel.
  • an active that is to say real-time-controlled, frictional torque can also be added when the motor vehicle is switched on.
  • a basic friction that can be perceived particularly realistically can result if a frictional moment due to the basic friction of the friction element is at least including 0.25 Nm and at most including 2 Nm, preferably 0.4 Nm.
  • the frictional moment can be applied by rolling and sliding friction.
  • Nm stands for Newton meters according to the teaching of this invention.
  • the perception of the steering behavior by the motor vehicle driver can be further increased if the steering torque in the switched-on operating state of the vehicle is 6 to 12 Nm, preferably 10 Nm.
  • the steering torque can vary in real time depending on the selected driving mode, such as comfortable or sporty.
  • the limitation to the aforementioned areas has the advantage that the longest possible service life of the motor can be achieved, the locking device designed accordingly in this regard being provided for steering resistances going beyond this.
  • the active actuating torque in the event of a counter body pressure situation on vehicle tires by the locking device is up to 40 Nm, preferably up to 30 Nm.
  • the invention further relates to a housing element for a feedback actuator, referred to above as the second housing element, with at least one of the aforementioned features, the housing element comprising at least the locking device, enclosing the angle sensor system and the motor according to at least one of the preceding features.
  • a housing element for a feedback actuator referred to above as the second housing element
  • the housing element comprising at least the locking device, enclosing the angle sensor system and the motor according to at least one of the preceding features.
  • a particular advantage of this configuration is that the housing element can be easily replaced.
  • a first housing part can be installed as standard.
  • the second housing element can be selected as a function of the configuration or order, it being possible, for example, to choose between a conventional steering arrangement and a housing element according to the invention.
  • the housing element can be used similarly to a cartridge. If a friction element is provided for the feedback actuator, this can optionally be either part of the first housing element or the second housing element.
  • FIG. 1 a schematic sectional view of a feedback actuator according to a preferred embodiment of the invention.
  • the invention therefore relates to a feedback actuator 10 for a steering device with direct drive, with an outer housing arrangement 12, comprising a steering spindle 14 for coupling a motor shaft to a steering wheel 16, the steering spindle 14 being rotatable about its longitudinal axis L in of the housing arrangement 12 and extends from its connection for the steering wheel 16 to the motor shaft, a bearing 18 for mounting the steering spindle 14, an optional friction element 20 arranged downstream of the bearing 18 along the longitudinal axis L for generating a basic friction of the Feedback actuator 10, a locking device 22 arranged downstream of the friction element 20 along the longitudinal axis L for functions that require an active actuating torque greater than a defined steering torque of a motor 26, an angle sensor system 24 arranged downstream of the locking device 22 along the longitudinal axis L for the purpose of determination the rotor position for r the control of a motor 26 and one of the angle sensor system 24 Motor 26 arranged subsequently along the longitudinal axis L with a motor shaft for actively setting a defined steering torque in
  • a feedback actuator 10 constructed in this way according to the invention is compact and at the same time offers a realistic simulation of the steering feel for motor vehicle drivers, the components being designed with as little play as possible relative to one another.
  • the steering spindle 14 can penetrate the bearing 18, the friction element 20, the locking device 22 and the angle sensor system 24 along its longitudinal axis L, in particular with a plug-in connection design, in order thus to enable ideal cohesion of the particularly advantageously arranged components.
  • the motor shaft of the motor 16 is preferably connected directly to an end of the steering spindle 14 remote from the steering wheel.
  • the components are particularly advantageously arranged to the left spindle 14, but also to one another along the longitudinal axis L, in order to reduce undesired play as much as possible.
  • the steering spindle 14 can be acted upon by the friction element 20, by the locking device 22 and / or by the motor 26 with a respectively required torque as steering resistance.
  • This steering resistance is perceived accordingly by the motor vehicle driver during his steering operation.
  • the perceived steering resistance is composed of three sources for different types of steering resistance.
  • the friction element 20 creates a basic friction with a frictional torque and has the function that the steering wheel does not deflect uncontrollably when the steering is pressed lightly.
  • the steering resistance can preferably be passive due to the basic friction. This means that the steering resistance can be constant regardless of the driving situation.
  • the engine 26 causes an active setting of a defined steering torque in a switched-on operating state of a vehicle.
  • Active setting here means that the angle position of the steering spindle 14 measures the rotor position in real time and the steering torque required at that moment is made available by the motor 26. This allows a realistic steering resistance to be simulated in regular driving situations. In addition, other situations may require higher steering resistance.
  • a locking device 22 is provided according to the invention.
  • the locking device 22 is used, for example, in a counter body push-off situation.
  • a counter body push-off situation can be understood, for example, as the steering of a motor vehicle tire against an end face of a sidewalk, so that a stop can be perceived by the motor vehicle driver.
  • the locking device 22 Another possible use of the locking device 22 is to prevent the steering wheel from being accidentally turned away in the sense of accident prevention. Such situations can occur, for example, when the motor vehicle driver gets on or off. Some motorists tend to support themselves on the steering wheel when getting in or out. This load could be compensated for, for example, by the active actuating torque of the locking device 22.
  • the locking device 22 for this application can be preceded, for example, by the angle sensor system 24, in order to detect rotations of the steering spindle 14, so that the locking device 22 could be activated in response to a steering movement.
  • the bearing 18 can be configured, for example, as a roller bearing or as a sliding bearing. This is not shown in Fig. 1 because of its schematic character.
  • the housing arrangement 12 is of modular design.
  • the housing arrangement 12 can particularly preferably have a first housing element 28 which surrounds at least the bearing 18 and preferably also the friction element 20.
  • the housing arrangement 12 can in particular have a second housing element 30 which surrounds at least the locking device 22, the angle sensor system 24 and the motor 26.
  • the friction element 20 can be arranged in the second housing element 30.
  • Such a modular design enables the individual housing elements 28, 30 to be arranged so that they can be replaced easily.
  • the second housing element 30 can be retrofitted in order to upgrade a motor vehicle from a conventional steering system to a steering system with the feedback actuator 10. Such an arrangement also saves assembly costs directly on the motor vehicle, because the individual housing elements can be installed pre-assembled.
  • the value of the friction torque can be adjustable by the friction element (20). Varying requirements can thus be taken into account between different motor vehicle models.
  • different driving modes generate a different friction torque in order to give the motor vehicle driver a more realistic driving experience than the driving mode.
  • the basic friction can be at least passive, so that independent of the motor vehicle that is switched on or switched off, the motor vehicle driver can perceive a basic friction when he turns the steering wheel.
  • an active that is to say real-time-controlled, frictional torque can also be added when a motor vehicle is switched on.
  • a particularly realistically perceptible basic friction can result if a frictional moment due to the basic friction of the friction element 20 is at least including 0.25 Nm and at most including 2 Nm, preferably 0.4 Nm.
  • the moment of friction can be applied by rolling and sliding friction.
  • the perception of the steering behavior by the motor vehicle driver can be further increased if the steering torque in the switched-on operating state of the vehicle by the engine 26 is six to twelve Nm, preferably ten Nm.
  • the steering torque can vary in real time depending on the selected driving mode, whether comfortable or sporty.
  • the limitation to the above-mentioned areas has the advantage that the longest possible service life of the motor 26 can be achieved, the blocking device 22 designed accordingly in this regard being provided for steering resistances going beyond this.
  • the active actuating torque in the event of a counter body pressure situation on vehicle tires by the locking device 22 is up to forty Nm, preferably up to thirty Nm.
  • the invention further relates to a housing element for a feedback actuator 10, previously referred to as the second housing element 30, according to at least one of the aforementioned features, the housing element 30 comprising at least the blocking device 22, the angle sensor system 24 and the motor 26 according to at least one of the preceding Features encompassing.
  • a particular advantage of this embodiment is that the housing element 30 can be easily replaced.
  • a first housing part 28 can be installed as standard.
  • the second housing element 30 can be selected depending on the configuration or order, it being possible, for example, to choose between a conventional steering arrangement and a housing element 30 according to the invention.
  • the housing element 30 can be used similarly to a cartridge.
  • the friction element 20 can optionally either be a component of the first housing element 28 or the second housing element 30. 1, the friction element 20 is part of the first housing element 28.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)

Abstract

L'invention concerne un actionneur à rétroaction (10) pour un dispositif de direction à entraînement direct, comprenant un arrangement de boîtier extérieur (12) comportant un arbre de direction (14) servant à l'accouplement d'un arbre de moteur avec un volant de direction (16), l'arbre de direction (14) étant monté dans l'arrangement de boîtier (12) de manière à pouvoir tourner autour de son axe longitudinal (L) et s'étendant depuis son raccord pour le volant de direction (16) jusqu'à l'arbre de moteur, un palier (18) servant au montage de l'arbre de direction (14), un élément de friction (20) optionnel servant à générer une friction de base de l'actionneur de rétroaction (10), un arrangement de blocage (22) pour les fonctions qui exigent un couple d'actionnement actif supérieur à un couple de direction défini d'un moteur (26), un système capteur d'angle (24) destiné à déterminer la position du rotor pour la régulation d'un moteur (26), et un moteur (26) pourvu d'un arbre de moteur destiné à régler activement un couple de direction défini dans un état opérationnel en service d'un véhicule. L'invention concerne en outre un élément formant boîtier (30) pour l'actionneur à rétroaction (10). L'invention permet de réaliser un dispositif de direction ayant une sensation de direction simulée de manière réaliste, l'actionneur à rétroaction étant conçu pour être aussi exempt de jeu que possible.
PCT/DE2019/100757 2018-08-30 2019-08-22 Actionneur à rétroaction pour un dispositif de direction à entraînement direct WO2020043234A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102018006879 2018-08-30
DE102018006879.0 2018-08-30
DE102018130101.4A DE102018130101A1 (de) 2018-08-30 2018-11-28 Feedback-Aktuator für eine Lenkeinrichtung mit Direktantrieb
DE102018130101.4 2018-11-28

Publications (1)

Publication Number Publication Date
WO2020043234A1 true WO2020043234A1 (fr) 2020-03-05

Family

ID=67902291

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2019/100757 WO2020043234A1 (fr) 2018-08-30 2019-08-22 Actionneur à rétroaction pour un dispositif de direction à entraînement direct

Country Status (1)

Country Link
WO (1) WO2020043234A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060200290A1 (en) * 2005-03-01 2006-09-07 Naotaka Chino Steering control apparatus
DE102008036730A1 (de) 2008-08-07 2010-02-11 Ebm-Papst St. Georgen Gmbh & Co. Kg Aktuatoreinheit für eine Kraftfahrzeug-Steer-by-Wire-Lenkeinrichtung
WO2011077050A1 (fr) * 2009-12-23 2011-06-30 Peugeot Citroën Automobiles SA Procede d'identification d'une phase de perte d'adherence des roues directrice d'un vehicule
EP2414211A1 (fr) 2009-04-01 2012-02-08 Leopold Kostal GmbH & Co. KG Colonne de direction pour véhicules à moteur
WO2016198328A1 (fr) * 2015-06-09 2016-12-15 Thyssenkrupp Presta Ag Actionneur à rétroaction d'un dispositif de direction

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060200290A1 (en) * 2005-03-01 2006-09-07 Naotaka Chino Steering control apparatus
DE102008036730A1 (de) 2008-08-07 2010-02-11 Ebm-Papst St. Georgen Gmbh & Co. Kg Aktuatoreinheit für eine Kraftfahrzeug-Steer-by-Wire-Lenkeinrichtung
EP2414211A1 (fr) 2009-04-01 2012-02-08 Leopold Kostal GmbH & Co. KG Colonne de direction pour véhicules à moteur
WO2011077050A1 (fr) * 2009-12-23 2011-06-30 Peugeot Citroën Automobiles SA Procede d'identification d'une phase de perte d'adherence des roues directrice d'un vehicule
WO2016198328A1 (fr) * 2015-06-09 2016-12-15 Thyssenkrupp Presta Ag Actionneur à rétroaction d'un dispositif de direction

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