WO2020104510A1 - Volant et système de direction - Google Patents

Volant et système de direction

Info

Publication number
WO2020104510A1
WO2020104510A1 PCT/EP2019/081896 EP2019081896W WO2020104510A1 WO 2020104510 A1 WO2020104510 A1 WO 2020104510A1 EP 2019081896 W EP2019081896 W EP 2019081896W WO 2020104510 A1 WO2020104510 A1 WO 2020104510A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering wheel
steering
stator
wheel rim
wheel hub
Prior art date
Application number
PCT/EP2019/081896
Other languages
German (de)
English (en)
Inventor
Blaz BRATINA
Sebastian Huber
Jean-Pierre Specht
Original Assignee
Thyssenkrupp Presta Ag
Thyssenkrupp Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Thyssenkrupp Presta Ag, Thyssenkrupp Ag filed Critical Thyssenkrupp Presta Ag
Publication of WO2020104510A1 publication Critical patent/WO2020104510A1/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
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/04—Hand wheels
    • B62D1/06—Rims, e.g. with heating means; Rim covers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/021—Determination of steering angle
    • B62D15/0215—Determination of steering angle by measuring on the steering column
    • B62D15/022—Determination of steering angle by measuring on the steering column on or near the connection between the steering wheel and steering column

Definitions

  • the invention relates to a steering wheel and a steering system.
  • Steer-by-wire steering systems for motor vehicles accept manual steering commands from the driver by turning a steering wheel.
  • the steering wheel causes the rotation of a steering shaft, which, however, is not mechanically connected to the wheels to be steered via a steering gear.
  • Steering command detected via angle of rotation or torque sensors that emit an electrical control signal to a steering actuator A corresponding steering angle of the wheels can be adjusted by the steering actuator by means of an electric actuator.
  • the feedback actuator has a steering wheel actuator which, depending on the feedback signal, couples a return torque (feedback torque) corresponding to the real reaction torque into the steering spindle.
  • feedback torque feedback torque
  • a steering device with a feedback actuator is known from DE 10 2015 210 528 A1, for example, which transmits a reaction torque to a steering shaft via spring elements, a transmission element and abutment.
  • Steering shaft is connected to a steering wheel.
  • the reaction torque counteracts a steering torque introduced into the steering shaft by the driver.
  • the abutments are coupled to an actuator for the axial adjustment of the abutments.
  • the feedback actuator also includes one
  • the feedback actuator can therefore only be produced with increased effort and is therefore very cost-intensive.
  • the known feedback actuator requires a large amount of space.
  • the invention is based on the object of specifying a steering wheel with a feedback actuator which is of simple construction and has a compact design, as a result of which a space requirement is reduced.
  • the invention is also based on the object of specifying a steering system.
  • the invention is based on the idea of specifying a steering wheel for a steering system.
  • the steering wheel comprises at least one steering wheel hub and at least one steering wheel rim which can be rotated relative to the steering wheel hub in order to transmit a steering movement of a vehicle.
  • the steering wheel comprises at least one feedback actuator with a stator and a rotor, wherein the stator is coupled to the steering wheel hub and the rotor to the steering wheel rim.
  • the invention has several advantages.
  • the steering wheel rim is relatively rotatable relative to the steering wheel hub.
  • the steering wheel hub is provided fixed, in particular stationary, in the vehicle interior.
  • Steering spindle is thus designed such that it cannot be rotated about its longitudinal axis.
  • the steering spindle could thus be designed as a pin for mounting the steering wheel. It is also conceivable and possible for the steering wheel to be connected directly to an actuating unit, for example in the form of a tubular casing
  • the feedback actuator essentially comprises the structure and functioning of a
  • the invention has the further advantage that the space required in the vehicle is considerably reduced by the feedback actuator fully integrated in the steering wheel.
  • the steering wheel preferably has at least one connecting means which is connected to the steering wheel hub in a rotationally fixed manner.
  • the connecting means can be a
  • stationary connection means in particular the steering wheel spoke, can be rotated relatively.
  • a steering wheel spoke is preferably understood to mean a section that extends radially outward from the steering wheel hub toward the steering wheel rim.
  • the steering wheel particularly preferably has a single steering wheel spoke.
  • the steering wheel preferably has two steering wheel spokes, three steering wheel spokes or four steering wheel spokes, these over the Are distributed circumferentially.
  • the extensive distribution can be regular or irregular.
  • the feedback actuator is adapted such that a torque can be transferred from the steering wheel hub to the steering wheel rim for the simulation of steering wheel forces and / or driving conditions.
  • the torque or reaction torque essentially corresponds to the steering torque introduced by the driver.
  • feedback to the driver is advantageous. This advantageously simulates the impression of a real driving situation and thus facilitates an intuitive driver reaction.
  • the feedback actuator is adapted in such a way that an interference torque can be transmitted from the steering wheel hub to the steering wheel rim for the simulation of vibrations and / or deflections caused by uneven road surfaces.
  • the disturbance torque can be generated depending on real measured values, for example in a steer-by-wire steering system. It is also conceivable to transmit disturbing torques as vibrations or jerks to the steering wheel rim in order to convey a haptic signal or driving feeling to the driver.
  • the feedback actuator is arranged in the steering wheel rim.
  • the stator and the rotor are arranged in the steering wheel rim.
  • the rotor can be fixedly connected to the steering wheel rim.
  • the stator can be fixedly connected to the steering wheel hub.
  • the steering wheel hub preferably has at least one stator support region which is arranged in the steering wheel rim and on which the stator is arranged.
  • the stator is preferably arranged in the steering wheel rim.
  • the stator carrier area can be connected in a rotationally fixed manner to the steering wheel hub via the connecting means.
  • the steering wheel hub, the lanyard and the The stator carrier area can be formed in one piece. It is also conceivable that the steering wheel hub, the connecting means and the stator support area are formed at least in two parts. It is advantageous here that the steering wheel hub with the stator support area is used as a support for the stator. This results in a reduction in components, which saves costs.
  • the stator has a plurality of coils on the
  • Stator support area are arranged radially circumferential and lined up.
  • the structure of the stator by means of a plurality of coils lined up next to one another advantageously makes fine adjustment or transmission of a
  • Reaction torque on the steering wheel rim allows. As a result, a real driving experience can advantageously be generated on the steering wheel.
  • the rotor surrounds the stator radially on the outside.
  • the stator can form a stator ring, which surrounds the stator support region of the steering wheel hub. This advantageously achieves a compact design of the feedback actuator.
  • the steering wheel rim is rotatably supported on the steering wheel hub by a roller bearing.
  • the roller bearing can be arranged in the steering wheel rim.
  • the steering wheel rim can have at least one first bearing area on the inside, which forms a first rolling element raceway.
  • the steering wheel hub can have at least one second bearing area, which forms a second rolling element raceway.
  • the storage areas are arranged in the steering wheel rim. Rolling elements can be provided between the first bearing region of the steering wheel rim and the second bearing region of the steering wheel hub, which act on the rolling element raceways during a steering process
  • the roller bearing is thus advantageously arranged within the steering wheel rim, as a result of which a compact design of the steering wheel is achieved with the feedback actuator.
  • Rolling bearing of the steering wheel rim is preferably carried out by means of angular contact ball bearings, which are particularly preferably arranged in an O arrangement. Furthermore, such a rolling bearing is advantageously simple in construction and thus inexpensive to manufacture.
  • the steering wheel rim is by a
  • slide bearing rotatably mounted on the steering wheel hub. It can preferably be provided that the slide bearing has a bearing shell, which can be formed from plastic.
  • the steering wheel rim and / or the steering wheel hub comprises at least one bent part.
  • the steering wheel rim and / or the steering wheel hub can be produced in one piece by at least one bending process. It is also conceivable that the steering wheel rim and / or the
  • Steering wheel hub are formed in several parts, wherein the individual parts are positively and / or integrally connected. Alternatively, the individual parts are positively and / or integrally connected. Alternatively, the individual parts are positively and / or integrally connected.
  • Steering wheel hub can be formed as a cast component, particularly preferably made of an aluminum alloy or magnesium alloy.
  • the steering wheel hub that
  • the connecting means and the stator support area can thus be formed from a single bent part. It is advantageous here that system complexity is reduced by reducing the number of components. It is also advantageous that the steering wheel rim and the steering wheel hub are simple and inexpensive to manufacture.
  • the design of the steering wheel rim and the steering wheel hub as a bent part has the advantage that a steering wheel which is very narrow in cross section can be produced. This advantageously reduces the space requirement.
  • the position sensor can be designed as an angle sensor or as a combined angle-torque sensor.
  • the position sensor can detect a steering angle and / or a steering torque and pass it on to an control unit as an electronic measurement signal for further processing.
  • Steering wheel position and the steering angle of the wheels can be coordinated.
  • the position sensor is preferably designed as a contactless sensor, in particular as a magnetic or inductive or capacitive sensor.
  • Non-contact sensors are advantageously simple and can be used as position sensors with little design effort. Furthermore, they are inexpensive, whereby the total cost of the steering wheel with feedback actuator is kept low.
  • Two position sensors can preferably be provided, which determine the position of the steering wheel rim in relation to the steering wheel hub.
  • Two position sensors offer the possibility of a redundant arrangement, so that a corresponding ASIL class according to IS026262 can be achieved and thus the safety of the steering wheel is significantly increased.
  • a torque sensor can be provided between the steering wheel rim and the steering wheel hub, which determines the torque entered into the steering wheel rim by the driver and accordingly forwards it to the control unit.
  • a torque sensor can preferably be designed as a magnetic or inductive or capacitive sensor.
  • a cooling device which cools the steering wheel rim can furthermore preferably be provided in the steering wheel rim. This can be done, for example, by means of a fluid circuit or by convection cooling.
  • the steering wheel rim can also be cooled by means of thermosiphon cooling. This has the advantage that no pumping device is required.
  • a secondary aspect of the invention relates to a steering system, in particular a steer-by-wire steering system, for a motor vehicle, with a steering wheel of the aforementioned type and at least one electric steering drive which is electrically coupled to the steering wheel and through which a steering movement from the steering wheel at least one steerable wheel is transferable.
  • a steering system in particular a steer-by-wire steering system, for a motor vehicle, with a steering wheel of the aforementioned type and at least one electric steering drive which is electrically coupled to the steering wheel and through which a steering movement from the steering wheel at least one steerable wheel is transferable.
  • Figure 1 is a schematic representation of a steer-by-wire steering system
  • Figure 2 is a longitudinal sectional view of a steering wheel according to a preferred embodiment of the invention.
  • Figure 3 shows a detail of the longitudinal sectional view of the steering wheel
  • FIG. 4 shows a cross-sectional view of the steering wheel according to FIG. 1;
  • Figure 5 shows a detail of the cross-sectional view of the steering wheel
  • Figure 6 is a longitudinal sectional view of a steering wheel according to another
  • Figure 7 shows a detail of a longitudinal sectional view of the steering wheel according to
  • Figure 8 is a perspective view of a steering wheel according to a
  • Figure 9 is an exploded perspective view of the steering wheel according to
  • Figure 10 is a schematic longitudinal sectional view of the steering wheel according to
  • FIG. 1 schematically shows a steer-by-wire steering system 20, which comprises a steering wheel 10 and a steering column 24.
  • the steering column 20 is connected to an electric steering drive 21 via an electric line 26.
  • the steering column 24 comprises a tubular casing 25, which carries a non-rotatable steering spindle 251, the steering wheel 10 being arranged on the steering spindle 251.
  • the steering drive 21 comprises a servomotor 23 which is connected to the electrical line 26 and which
  • Steering angle of the steerable wheels 22 causes.
  • FIG. 2 to Figure 5 show a steering wheel 10 according to a preferred one
  • the steering wheel 10 has a steering wheel hub
  • the steering wheel 10 comprises a feedback actuator 13 for the simulation of
  • the steering wheel hub 11 and / or the steering wheel rim 12 can be rotationally symmetrical about a longitudinal axis L, in particular the steering axis, of the steering wheel 10.
  • the steering wheel hub 11 and the steering wheel rim 12 can have a shape that deviates from a rotationally symmetrical shape.
  • the steering wheel rim 12 is hollow.
  • the steering wheel rim 12 is essentially toroidal.
  • the steering wheel rim 12 has an interior 32.
  • the steering wheel rim 12 also has a circumferential slot 33 through which the interior 32 of the steering wheel rim 12 is open radially inwards.
  • the interior 32 of the steering wheel rim 12 is open radially inwards.
  • the steering wheel rim 12 comprises two rim elements 34, 35 and a jacket element 36.
  • the steering wheel rim 12 has a first rim element 34 and a second rim element 35.
  • the ring elements 34, 35 can be formed from sheet metal.
  • the ring elements 34, 35 can each be designed as a bent sheet metal part.
  • the first ring element 34 has an edge region 37 which is formed radially outside on the first ring element 34.
  • the edge region 37 is formed all around on the first ring element 34.
  • the edge region 37 forms a circumferential half-shell.
  • the first ring element 34 is designed to be closed radially inwards, in particular towards the longitudinal axis L. In other words, the first ring element 34 has a closed surface 34a which is arranged radially on the inside.
  • the closed surface 34a is advantageously used for functional elements and / or a display. This presupposes that the steering wheel 10 with the closed surface 34a facing the driver is provided in the vehicle.
  • the first ring element 34 can also be designed to be radially inward open or partially closed.
  • the second ring element 35 forms a further half shell.
  • Wreath element 34 and the second wreath element 35 delimit the interior 32 of the steering wheel rim 12.
  • the wreath elements 34, 35 partially enclose the interior 32.
  • the steering wheel rim 12 is enclosed radially on the outside by the jacket element 36.
  • the steering wheel hub 11 comprises a stator support area 16 which is arranged in the steering wheel rim 12. Specifically, the stator support area 16 is arranged in the interior 32 of the steering wheel rim 12. The stator support area 16 is by a
  • Connecting means 38 connected to the steering wheel hub 11 in a rotationally fixed manner.
  • Connecting means 38 is radial between the steering wheel hub 11 and the
  • the connecting means 38 is disc-shaped.
  • the connecting means 38 can also be by at least one
  • the steering wheel 10 preferably has a plurality of stuck, in particular stationary, steering wheel spokes that support the
  • Connecting means 38 extends from the steering wheel hub 11 through the circumferential slot 33 into the interior 32.
  • the steering wheel hub 11, the connecting means 38 and the stator support area 16 are formed in one piece. In other words, the steering wheel hub 11, the connecting means 38 and the stator support area 16 are made in one piece.
  • the steering wheel hub 11, the connecting means 38 and the stator support area 16 can be formed as a single bent part. It is also conceivable that the Steering wheel hub 11, the connecting means 38 and the stator support area 16 are formed in several parts.
  • the steering wheel hub 11 further comprises a bearing element 39, the one
  • Rolling raceway 43a has.
  • the bearing element 39 is arranged on the stator support region 16 and is firmly connected to it.
  • the roller bearing race 43a will be discussed in more detail later.
  • the feedback actuator 13 is in the
  • the feedback actuator 13 comprises a stator 14 and a rotor 15.
  • the stator 14 is coupled to the steering wheel hub 11. Specifically, the stator 14 is arranged radially on the outside on the stator support region 16 of the steering wheel hub 11.
  • the stator 14 is rotatably connected to the stator support area 16 and thus to the steering wheel hub 11.
  • the stator 14 has a plurality of coils 17, which are arranged on the stator support region 16 radially on the outside and in a row.
  • the stator 14 forms a stator ring with the coiled coil 17. In other words, the stator 14 is annular.
  • the stator 14 encloses the
  • Stator support area 16 completely.
  • the stator 14 can also surround the stator carrier area 16 of the steering wheel hub 11 in sections, in particular in part.
  • the coils 17 each comprise a winding and a laminated core, the laminated core being designed in the shape of an I profile in cross section.
  • the coils 17 each form an electromagnet.
  • the stator 14 can be adapted such that the coils 17 can be controlled individually and / or in groups. In other words, the stator 14 can be controlled in such a way that a voltage is applied to individual coils 17 and / or to a plurality of coils 17, in particular coil groups.
  • stator 14 If the stator 14 is controlled by a control unit (not shown) or if a voltage is present at the stator 14, a magnetic field is generated by the coils 17. To transmit a torque from the stator 14 to the rotor 15, the generated magnetic field of the coils 17 is repeated several times by
  • the rotor 15 or the Steering wheel rim 12 can thereby be set in rotation and / or vibration. Furthermore, difficult, in particular braked, steering is made possible.
  • the rotor 15 is annular.
  • the rotor 15 is coupled to the steering wheel rim 12.
  • the rotor 15 is rotatably connected to the steering wheel rim 12.
  • the rotor 15 surrounds the stator 14 radially on the outside.
  • annular gap 41 in particular an air gap, which can be clearly seen in FIG. 5.
  • the rotor 15 is thus relatively rotatable relative to the stator 14. In other words, it is
  • the feedback actuator 13 is adapted such that a torque, in particular a reaction torque, can be transmitted from the steering wheel hub 11 to the steering wheel rim 12 for the simulation of steering forces and / or driving conditions.
  • the feedback actuator 13 is comparable to an electric motor, which as
  • a shielding device can be provided between the rotor 15 and the steering wheel rim 12, which protects the surroundings of the steering wheel from electrical and magnetic influences and thus avoids malfunctions of other devices.
  • the steering wheel rim 12 itself can provide such a shielding device. So that points
  • Steering wheel 10 according to the invention the ability not to disturb other devices by unwanted electrical or electromagnetic effects or to be disturbed by other devices.
  • stator 14 and the rotor 15 form a synchronous machine which is controlled by means of pulse width modulation.
  • the rotor 15 can be formed from a permanent magnet. It is also conceivable that the rotor 15 is formed from a plurality of permanent magnet elements, each of which adjoins one another with opposite poles. Here, by a appropriate control of the stator 14 a torque or
  • Reaction torque are transferred to the steering wheel rim 12 via the rotor 15.
  • the feedback actuator 13 can be different
  • Driving conditions are simulated, which gives the driver a real driving experience. Furthermore, an automatic steering wheel reset can take place after a steering operation.
  • the rotor 15, like the stator 14, can be formed by a plurality of coils which are arranged on the inside of the steering wheel rim and are lined up in a row.
  • the coils can be controlled in the same way as in the stator 14 in order to transmit a torque to the steering wheel rim 12.
  • the rotor 15 can be formed from a metal ring.
  • the rotor 15 is moved via the stator 14, a voltage being induced in the rotor 15 by the magnetic field of the coils 17. This creates eddy currents which can brake the rotary movement of the steering wheel rim 12 depending on the intensity of the magnetic field.
  • the feedback actuator has the functionality of a conventional eddy current brake.
  • the rotor 15 consists of at least one
  • Permanent magnet and a metal ring is formed to combine the advantages of precise steering wheel adjustment through torque transmission and an eddy current brake.
  • the steering wheel 10 further comprises a position sensor, not shown, which determines a position, in particular a steering angle, of the steering wheel rim 12 relative to the stationary steering wheel hub 11. It is also conceivable that the steering wheel 10 comprises more than one position sensor.
  • the position sensor is a non-contact sensor, especially as
  • Position sensor can be used as an angle sensor or as a combined angle and
  • Torque sensor may be formed.
  • the position sensor can detect a steering angle and / or a steering torque and forward it as an electronic measurement signal to a control unit (not shown) for further processing.
  • a control unit not shown
  • Steering wheel position and the steering angle of the wheels can be coordinated.
  • FIG. 2 and Figure 3 also show a roller bearing 18 through which the
  • Steering wheel rim 12 is rotatably mounted on the steering wheel hub 11. Specifically, the steering wheel rim 12 is on the connecting means 38 through the roller bearing 18,
  • the roller bearing 18 is arranged in the steering wheel rim 12.
  • the steering wheel rim 12 has radially on the inside two first bearing areas 42, each of which forms a first rolling element raceway 42a. This also includes
  • connecting means 38 has a second bearing region 43, which forms a second rolling element raceway 43a
  • the bearing element 39 has a further second bearing region 43, which forms a further second rolling bearing raceway 43a.
  • the second bearing areas 43 are arranged in the steering wheel rim 11.
  • Rolling elements 44 are provided between the first bearing areas 42 of the steering wheel rim 12 and the second bearing areas 43 of the connecting means 38 and the bearing element 39.
  • the rolling elements 44 are rotatably arranged in a cage.
  • the rolling elements 44 can also freely, in particular without a cage, between the
  • Storage areas 42, 43 may be provided. If the steering wheel rim 12 is rotated relative to the steering wheel hub 11 during a steering operation, the wheels roll
  • Rolling elements 44 on the rolling element raceways 42a, 43a are spherical.
  • the rolling elements 44 can also be designed as rollers or needles.
  • the steering wheel 10 according to FIG. 6 and FIG. 7 has a roller bearing 18, which is provided outside a steering wheel rim 12.
  • the roller bearing 18 is arranged radially on the inside in the steering wheel hub 11.
  • the steering wheel rim 12 has, on a first ring element 34, a ring hub 45 with which the steering wheel rim 12 engages in the steering wheel hub 11.
  • the ring hub 45 is formed in one piece with the first ring element 34.
  • the roller bearing 18 is arranged radially between the ring hub 45 of the steering wheel rim 12 and the steering wheel hub 11.
  • the steering wheel hub 11 is fixed relative to the ring hub 45, especially silent. In other words, only the steering wheel rim 12
  • the steering wheel hub 11 does not comprise a bearing element 39 since the
  • Rolling bearing 18 according to Figure 6 is provided outside the steering wheel rim 12.
  • the steering column 24 comprises a tubular casing 25 and a holding unit 46.
  • the tubular casing 25 is connected to the holding unit 46, which in this case is designed as an outer tubular casing, in a rotationally fixed manner.
  • the holding unit 46 is carried by a console, the console being connectable to a vehicle.
  • the jacket tube 25 can be arranged axially displaceably in the holding unit 46 for length adjustment.
  • the steering column 24 further comprises an adjusting device 47, by means of which the steering wheel 10 can be adjusted in height, in which the holding unit 46 can be pivoted about a pivot axis relative to the console.
  • the steering column 24 is hollow on the inside.
  • the jacket tube 25 and / or the holding unit 46 for receiving electrical lines and / or at least one electrical drive is hollow.
  • At least one electrical drive and / or electrical lines can be arranged in the holding unit 46 and / or the casing tube 25.
  • the casing tube 25 has a first end 48 which is provided axially facing away from the holding unit 46.
  • the steering wheel 10 is arranged on the casing tube 25 at the first end 48.
  • the casing tube 25 has one at the first end 48
  • Jacket pipe paragraph 25a on which the steering wheel 10 is arranged is arranged.
  • the steering wheel 10 comprises a steering wheel hub 11, a steering wheel rim 12 and a plurality of connecting means 38 which are designed as steering wheel spokes.
  • the steering wheel hub 11 is rotatably connected to the steering wheel rim 12 by the connecting means 38.
  • the steering wheel 10 further comprises a feedback actuator 13, which is embedded in the steering wheel hub 11.
  • the structure and the mode of operation of the feedback actuator 13 correspond to the structure and the mode of operation of the feedback actuator 13 according to FIGS. 2 to 5.
  • the feedback actuator 13 according to FIGS. 8 to 10 is as External runners trained.
  • the feedback actuator 13 comprises a stator 14 and a rotor 15, the stator 14 being connected in a rotationally fixed manner to the casing tube 25 and the rotor 15 being connected in a rotationally fixed manner to the steering wheel hub 11.
  • the stator 14 is surrounded radially on the outside by the rotor 15.
  • the feedback actuator 13 according to FIGS. 8 to 10 is designed as an inner rotor.
  • the rotor 15 is enclosed radially on the outside by the stator 14.
  • the feedback actuator 13 can be formed as a direct drive by a DC hollow shaft motor.
  • the direct drive for adjusting the steering wheel 10 can be arranged inside the casing tube 25 and a
  • the direct drive can be firmly connected to the casing tube 25.
  • the rotor 15 is sleeve-shaped.
  • the rotor 15 comprises two bearing sections 49, 51, a first bearing 52 being arranged in a first bearing section 49 and a second bearing 53 being arranged in a second bearing section 51.
  • the rotor 15 and thus the steering wheel rim 12 is rotatably supported on the casing tube 25 by the bearings 52, 53.
  • the rotor 15 has a transmission section 54 in which a torque is transmitted from the stator 14 to the rotor 15.
  • the stator 14 is arranged on the jacket tube shoulder 25a of the jacket tube 25.
  • the stator 14 is rotatably connected to the casing tube 25.
  • the stator 14 has a plurality of coils 17, by means of which a magnetic field is generated during operation and thus a torque can be introduced into the steering wheel hub 11 and thus into the steering wheel rim 12.
  • FIG. 10 also shows a position sensor 55, in particular an angle sensor, which is arranged on the jacket tube 25.
  • the position sensor 55 is on arranged the jacket pipe heel 25a of the jacket tube 25 and detects the position of the steering wheel rim 12 relative to the jacket tube 25.
  • the steering wheel 10 comprises a front area 56 on which, for example, a display is provided. It is also conceivable that an airbag is provided in the front area 56. If the airbag is designed as a non-rotating airbag, it can be arranged in the tubular casing 25.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Steering Mechanism (AREA)

Abstract

L'invention concerne un volant (10) pour un système de direction, qui comprend au moins un moyeu (11) de volant et au moins une couronne (12) de volant, qui peut être tourné par rapport au moyeu (11) de volant pour la transmission d'un mouvement de direction d'un véhicule. Le volant comprend au moins un actionneur rétroactif (13) pourvu d'un stator (14) et d'un rotor (15). Le stator (14) est couplé au moyeu (11) de volant, et le rotor (15) est couplé à la couronne (12) de volant. L'invention concerne en outre un système de direction.
PCT/EP2019/081896 2018-11-21 2019-11-20 Volant et système de direction WO2020104510A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018129264.3 2018-11-21
DE102018129264.3A DE102018129264A1 (de) 2018-11-21 2018-11-21 Lenkrad und Lenksystem

Publications (1)

Publication Number Publication Date
WO2020104510A1 true WO2020104510A1 (fr) 2020-05-28

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ID=68655519

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2019/081896 WO2020104510A1 (fr) 2018-11-21 2019-11-20 Volant et système de direction

Country Status (2)

Country Link
DE (1) DE102018129264A1 (fr)
WO (1) WO2020104510A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20200307676A1 (en) * 2019-03-26 2020-10-01 Ford Global Technologies, Llc Eddy Current Based Rotary Damper for Steer-by-Wire Feedback Actuator
DE102021211576A1 (de) 2021-10-14 2023-04-20 Robert Bosch Gesellschaft mit beschränkter Haftung Lenksäule für ein Steer-by-Wire Lenksystem

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021200445A1 (de) 2021-01-19 2022-07-21 Thyssenkrupp Ag Lenksäule für ein Kraftfahrzeug
DE102021205474A1 (de) 2021-05-28 2022-12-01 Volkswagen Aktiengesellschaft Verfahren zum Betrieb eines Lenksystems
EP4098516A1 (fr) 2021-05-31 2022-12-07 thyssenkrupp Presta Aktiengesellschaft Système de direction « steer-by-wire » pourvu d'actionneur de retour à l'extérieur de la colonne de direction
DE102021209701A1 (de) 2021-09-03 2023-03-09 Brose Fahrzeugteile SE & Co. Kommanditgesellschaft, Würzburg Elektromotorischer Rückkopplungsantrieb für ein Lenksystem
DE102022114677A1 (de) 2022-06-10 2023-12-21 Schaeffler Technologies AG & Co. KG Lenksäule mit einem Kraftrückkopplungsaktuator als Direktantrieb

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US20200307676A1 (en) * 2019-03-26 2020-10-01 Ford Global Technologies, Llc Eddy Current Based Rotary Damper for Steer-by-Wire Feedback Actuator
US11685424B2 (en) * 2019-03-26 2023-06-27 Ford Global Technologies, Llc Eddy current based rotary damper for steer-by-wire feedback actuator
DE102020202582B4 (de) 2019-03-26 2023-08-03 Ford Global Technologies, Llc Feedback-Aktuator-Baugruppe
DE102021211576A1 (de) 2021-10-14 2023-04-20 Robert Bosch Gesellschaft mit beschränkter Haftung Lenksäule für ein Steer-by-Wire Lenksystem

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