An elongated body with an indicator band for a vehicle system of a vehicle

Abstract

The present invention relates to an elongated body (12) of a vehicle system (10) for a vehicle (100), wherein the body (12) has at least one indicator strip (4) for an inductive linear displacement sensor (1), wherein the at least one indicator strip (4) extends in the longitudinal direction of the body (12), and the at least one indicator strip (4) is configured to have: a plurality of conductive indicator pads (5) for inductively coupling at least one excitation coil (9) of the stator (2) of the linear displacement sensor (1) to at least one sensor coil (3); and non-conductive sections (6) that are less conductive or non-conductive compared to the indicator pads (5), the indicator pads (5) being spaced apart from each other in the longitudinal direction by the non-conductive sections (6), and the indicator pads (5) of the indicator strip (4) are constructed on the body (12).

Description

Technical Field

[0001] The present invention relates to an elongated body with an indicator band for a vehicle system, a vehicle system component, a vehicle steering system, and a vehicle. Background Technology

[0002] A variant of an inductive linear displacement sensor is known from DE102018102698A1. The linear displacement sensor comprises a component movable relative to a stator and an indicator having a three-dimensional shape arranged on the component. The movable component and the indicator are rotatably arranged about a common axis of rotation. Therefore, the linear displacement sensor is configured as an inductive rotational angle sensor for detecting the rotational angle of the movable component relative to the stator.

[0003] It has been shown that the inductive rotation angle sensor is particularly advantageous for specific applications in vehicles with small movements, such as in variable camshaft adjustment.

[0004] For some applications, such as vehicle steering systems, the inductive rotation angle sensor is unsuitable because of the ambiguity that arises when interpreting its measurements due to the multiple rotations that occur in steering systems, a problem known as the multi-turn problem. Because of the multiple rotations of the steering wheel, detection is complex in terms of sensing, as the multiple rotations (often referred to as multiple turns) must be calculated or counted.

[0005] Ambiguity issues may increase in future steer-by-wire systems because the steering column is eliminated and the wheel angles of the steering mechanism are interpreted as position adjustment tasks. Unlike current power steering systems, which primarily regulate torque—the auxiliary power of the force applied by the driver to the steering wheel—steer-by-wire systems require highly accurate detection of both the target and actual positions for position adjustment.

[0006] In some automotive applications, such as steering systems, it is also necessary to measure a relatively long displacement of approximately 20 to 30 centimeters. This makes inductive position sensors, especially in implementations where they are inductive rotation angle sensors, very large and relatively expensive, in addition to ambiguity issues. Summary of the Invention

[0007] The objective of this invention is to provide a simplified and feasible solution for accurately measuring position in a vehicle system, which can measure relatively long displacements in a compact and advantageous configuration without ambiguity issues.

[0008] The aforementioned task is achieved by an elongated body of a vehicle system for a vehicle according to this application. Furthermore, the task is achieved by a vehicle system component according to this application, a steering system according to this application, and a vehicle according to this application. Other advantages and details of the invention become apparent from the specification and drawings. Hereinafter, the features and details described in conjunction with the elongated body according to the invention also apply to the vehicle system component according to the invention, the steering system according to the invention, and the vehicle according to the invention, and vice versa, so that the disclosures regarding various aspects of the invention are always mutually referenced or can be mutually referenced.

[0009] According to a first aspect of the invention, the task is accomplished by an elongated body, or in other words, a long-extending body or a longitudinal body, for a vehicle system. The body has at least one indicator strip for an inductive linear displacement sensor. The at least one indicator strip extends in the longitudinal direction of the body. The at least one indicator strip is configured to have: a plurality of conductive indicator pads for inductively coupling at least one excitation coil to at least one sensor coil of the stator of the linear displacement sensor; and non-coupling sections that are less conductive or non-conductive compared to the indicator pads. Each indicator pad is spaced apart from the other by the non-coupling sections in the longitudinal direction. The indicator pads of the indicator strip are connected to the body.

[0010] By arranging an indicator strip on the elongated body of the vehicle system according to the present invention, a compact and simple measurability of the linear position of the elongated body within the vehicle system is achieved. The resulting inductive linear displacement sensor (hereinafter also referred to as a linear displacement sensor) has the particular advantage that, by configuring the indicator as an indicator strip on the elongated body, the linear position of at least one indicator strip relative to the stator can be detected in a simple inductive manner. For this purpose, the linear displacement sensor, particularly the stator, can have an evaluation circuit configured to detect the linear position of at least one indicator strip relative to the stator based on the inductive coupling between the at least one excitation coil and the at least one sensor coil. When applied to a steering actuator lever or when the elongated body is configured as a steering actuator lever (which is an exemplary embodiment of an elongated body), the aforementioned ambiguity problem is eliminated by means of the linear displacement sensor, and the linear displacement sensor can obtain relatively compact linear displacements, and despite this, can measure relatively long linear displacements in the range up to 30 or 40 cm without difficulty.

[0011] The indicator pad can alternate linearly and periodically with the uncoupled segment in the extension of the at least one indicator strip. The indicator pad can be made of a metallic material. In particular, the indicator pad can be made of a conductive solid material. Thus, the at least one indicator strip and therefore the linear displacement sensor are constructed very robustly and are therefore suitable for particularly adverse environmental conditions. Similarly, the conductive material of the indicator pad can preferably be constructed of a non-ferromagnetic material, such as copper, aluminum, stainless steel, etc. Thus, the indicator pad is particularly suitable for use in corrosive environments.

[0012] Conversely, the uncoupled section can be made of non-metallic materials, particularly electrically insulating materials or insulators. For example, the uncoupled section can be made of plastic. This ensures that the uncoupled section will not distort the measurement results of the linear displacement sensor. In the preferred design described in detail below, the uncoupled section can be formed by free space or air space between the indicator pads.

[0013] In principle, it is sufficient that the elongated body structure has only one indicator strip. The indicator strip forms a track with inductively coupled and uncoupled sections in the form of indicator pads, the track being associated with the at least one sensor coil of the stator.

[0014] However, it can also be specified that the main body has at least two indicator strips. The indicator pads of the two indicator strips can be arranged staggered from each other in the longitudinal direction of the indicator strips. Alternatively, for example, it is also possible for the indicator pads to be arranged parallel to each other. Correspondingly, the stator of the linear displacement sensor can also have at least two sensor coils, or the linear displacement sensor can have two stators, each with at least one sensor coil. Therefore, the indicator strips can be movably arranged relative to each sensor coil or each stator and parallel to each other. Thus, each indicator strip can be associated with a corresponding sensor coil of the stator or a stator. In particular, the sensor coils associated with each indicator strip can be opposite to the corresponding indicator strip. Therefore, separate inductive coupling of the excitation coil with different sensor coils associated with different indicator strips can be achieved. Furthermore, more than two sensor coils and more than two indicator strips can be used. Therefore, inductive linear position detection by the linear displacement sensor can be further improved.

[0015] Furthermore, it can be specified that the at least two indicator strips are arranged on opposite sides or adjacent sides of the body. This results in a compact configuration of the body with indicator strips. In this case, the sensor coils associated with each indicator strip can also be arranged opposite or side by side. The two indicator strips can also be V-shaped opposite each other, have a common central joint, and be implemented as stamped and bent pieces.

[0016] Furthermore, it can be specified that the at least two indicator strips each have a different number of indicator pads. Additionally, the evaluation circuit of the linear displacement sensor can be configured to evaluate the traversed linear displacement using a vernier principle (Nonius-Prinzip) based on the at least two indicator strips and at least two sensor coils. This enables high-precision, inductive detection of the linear position of an elongated body on which the indicator strips are constructed at any time. This capability is also known as "True Power On," allowing position detection to be performed directly after the linear displacement sensor is switched on, i.e., after the linear displacement sensor transitions to its operating state. Correspondingly, indexing is not required in the linear displacement sensor according to this embodiment.

[0017] The vernier principle configuration can also address two distinct measurement ranges or trajectories provided by the at least two indicator strips. The indicator strips can, in principle, be arranged side-by-side, overlapping, or parallel to each other. The indicator pads can, in principle, have a length in the range of, for example, 1 to 10 cm, particularly in the range of, for example, 1 to 5 cm. Using the vernier principle and with the aid of an evaluation circuit, the relative movement or motion of an indicator formed by the indicator strips or a movable part fixed to the indicator strips over a length of 30 cm or greater can also be measured simply and accurately.

[0018] The vernier principle works in principle as follows: the indicator first moves along or parallel to one of the two vernier tracks or sensor coils of the at least one stator. Here, a linear rise in the sensor output signal is generated as the indicator strip moves relative to the at least one stator along the direction of movement. In the present case, the indicator is composed of an indicator strip. This means that if one indicator pad of the indicator strip moves out of the detection area of ​​the at least one stator, then the next indicator pad has already moved in. In detail, this principle can generally be improved by using three or more indicator pads in the indicator strip, rather than just two, because in this way there is always one indicator pad that has just moved in, one indicator pad that is fully detected or completely in the detection area, and a third indicator pad that has just moved out. Therefore, a triangular signal is generated as the output signal.

[0019] Now, the second vernier track, or the second sensor coil with the second indicator band, functions, generating triangular signals of different lengths with phase shifts. The two vernier tracks or indicator bands and their associated sensor coils can be calculated in the evaluation device using a vernier algorithm. Thus, a linear displacement sensor is provided that is unambiguous in the desired measurement range of 10 cm or greater due to the different lengths of the indicator bands and the positioned phase relationship. Therefore, by providing two parallel indicator bands and two sensor coils that respectively form the vernier tracks, a cost-effective and extremely compact linear displacement sensor is achieved. A common problem with known linear displacement sensors is that the ratio of structural space length to measurement range is very large, which is disadvantageous.

[0020] Furthermore, it can be specified that the indicator pad is configured as a protrusion of the body or constructed on a protrusion of the body, the protrusion protruding relative to the uncoupled section. This is a structurally simple approach that allows the sensor coil to be guided close to the indicator pad for accurate detection. The uncoupled section can have a greater distance from the at least one sensor coil than the indicator pad. This prevents inductive coupling between the uncoupled section and the at least one sensor coil.

[0021] It can be specified here that the cross-section of the protrusion has a mushroom shape. This mushroom shape can also be understood essentially as a T-shape. Here, the mushroom-shaped or T-shaped stem or post can extend from the body. On the opposite side (from which the stem or post extends), a mushroom-shaped cap or a T-shaped platform substantially perpendicular to this extension can be provided. The cap or platform can thus form an indicator pad, or an indicator pad can be constructed thereon. Experiments have shown that this mushroom-shaped or T-shaped shape enables particularly accurate measurement of linear position because the stem or post largely decouples the indicator pad from the body, which can therefore also be made of a conductive material or the entire body can be constructed in one piece, as will be explained in detail later.

[0022] Furthermore, it can be specified that the protrusion is flattened on its upper side, away from the direction of the body. In the case of a mushroom-shaped or T-shaped protrusion, the upper side can be located on a cap or platform. It has been shown that a flattened (or in other words, a planar) upper side also helps to improve the detection accuracy of the sensor signal.

[0023] Furthermore, it can be specified that the uncoupled sections are formed by slots between the indicator pads. These slots can extend into the body. The body can, in principle, have a circular or rectangular cross-section, which can be flattened by the slots. The slots create air spaces, or free spaces, between the indicator pads, which, together with the distance of any protrusions relative to the slots, reduce the conductivity of the uncoupled sections or at least prevent the uncoupled sections from being inductively coupled through the one or more stators. In other words, the slots provide uncoupled sections in a particularly simple way to avoid inductive coupling between these sections and the at least one sensor coil. These slots ensure that only air or air spaces exist between the indicator pads, separating them and preventing unwanted measurement effects. For example, if the body is made of metal or plastic, these slots can be milled from the body, or the body can be cast integrally with the slots.

[0024] Furthermore, it can be specified that the indicator pad of the indicator strip is locked to the body material. For example, the indicator pad can be welded, sprayed, and / or bonded to the indicator strip. It is advantageous to choose a fixing method that is as non-destructive as possible so as not to affect the application, but which is also suitable for ensuring reliable fixation so as not to lose the fixation or fixed position of the at least one indicator strip on the body, which would otherwise lead to measurement errors. Alternatively, the indicator pad can be mechanically held to the body, for example, by threaded connection, clamping, etc.

[0025] Specifically, it can be specified that the body and the at least one indicator strip are constructed as a single piece. In other words, the at least one indicator strip or indicator pad can be constructed as a single piece with the body. The entire assembly with the indicator pad can, for example, be made of a metallic material. In particular, the body with the indicator pad constructed thereon can be made of a conductive solid material. Thus, the at least one indicator strip is arranged on the body without slippage, and therefore the linear displacement sensor is constructed very robustly. Furthermore, the conductive material of the body can be made of a non-ferromagnetic material, such as copper, aluminum, stainless steel, etc. Therefore, the body is particularly suitable for use in corrosive environments.

[0026] Alternatively, the body can be specified as being made of a carrier material on which an indicator pad, in the form of a conductive sheet and / or a conductive coating, is applied. The carrier can be made of, for example, a plastic material, particularly injection molded. The carrier (which can also be alternatively referred to as a core) particularly enables the very simple subsequent attachment of the at least one indicator strip to the body. The indicator pad can be applied to the carrier, for example, as a single conductive sheet (particularly a metal sheet) or conductive coating (particularly a metal coating), for example, by bonding or by other processes, such as immersion in a pool of liquid metal. The indicator pad can also be manufactured by a sintering process. This has the advantage that the manufacturing tolerances arising from the process are further limited and thus can be optimized for the design of the sensing device. Correspondingly, the body does not need to be entirely made of conductive material. It is sufficient that only the coating or sheet disposed on the core or carrier is conductively constructed, which reduces the manufacturing cost of the corresponding steering components of the body with a linear displacement sensor. Nevertheless, such a body has lower stability.

[0027] For example, the main body may be configured as a steering actuator rod, a piston rod, or a track. In the embodiment where the main body is a steering actuator rod, the associated vehicle system is a steering system with a steering actuator rod. In the embodiment where the main body is a piston rod, the associated vehicle system may be, for example, a vehicle shock absorber. In the embodiment where the main body is a track, the track may be, for example, a seat track for a vehicle seat constituting the vehicle system. These embodiments of the main body and vehicle system are merely exemplary selections. Further embodiments of the main body may be available in different vehicle systems, in which linear displacement or linear movement must or should be measured, and the invention achieves the advantages described above.

[0028] According to a second aspect of the invention, the aforementioned task is solved by a vehicle system assembly having an elongated body according to a first aspect of the invention and an inductive linear displacement sensor. The linear displacement sensor has a stator with the at least one excitation coil and the at least one sensor coil, and an evaluation circuit. The evaluation circuit is configured to detect the linear position of the body relative to the stator by means of the at least one indicator band, based on the inductive coupling between the at least one excitation coil and the at least one sensor coil.

[0029] Specifically, it can be specified that the inductive linear displacement sensor (hereinafter also referred to as the linear displacement sensor) is configured by means of the evaluation circuit to detect the linear displacement of the at least one indicator strip relative to the stator when the at least one indicator strip moves in the linear motion direction.

[0030] Those skilled in the art will know, for example, the working principle of inductive measurement between the stator and the indicator from DE102018102698A1, which can be fully referenced or consulted herein, or from the sensors sold by Heller LLC under the trademark CIPOS®.

[0031] The stator can in particular be configured as a circuit board having at least one excitation coil and at least one sensor coil arranged thereon. The stator or circuit board may also have the evaluation circuit. It is feasible to use at least two stators of a linear displacement sensor when using a body having at least two indicator strips, wherein a corresponding stator having at least one corresponding sensor coil is coupled with a corresponding indicator strip.

[0032] The inductive linear displacement sensor may be an incremental encoder or a sensor capable of absolute detection of the linear position of the at least one indicator strip relative to the stator. An incremental encoder can only digitally detect the linear position of the at least one indicator strip relative to the stator, which is also related to the history of previously counted increments, and therefore cannot provide direct absolute position information after a restart or after the linear displacement sensor or the upstream system is turned on. With the evaluation circuitry of the linear displacement sensor, not only the linear position relative to the stator can be determined in a manner known to those skilled in the art, but also the linear displacement traversed by the at least one indicator strip and / or the relative velocity between the at least one indicator strip and the stator. Furthermore, the evaluation circuitry may include devices for signal amplification and signal processing.

[0033] In a steering mechanism, which is an exemplary component of a vehicle system, a steering actuator lever or rack is used, on which at least one indicator band is arranged. Conversely, one or more stators may be positioned on a non-moving or immovable component, and the steering actuator lever moves or shifts linearly relative to that component. Therefore, the linear movement of the at least one indicator band directly causes the linear position of both the at least one indicator band and the steering actuator lever to shift to the same position relative to the non-moving component or stator. Thus, the linear position or movement of the steering actuator lever can be directly or indirectly inferred from the linear position or linear movement of the at least one indicator band detected by the stator or evaluation circuitry, and its linear movement can be detected even when the at least one indicator band is unlikely to slip from the steering actuator lever. In a steering system with a steering mechanism, the linear movement of the steering actuator lever thus corresponds to a changed linear position of the at least one indicator band arranged thereon, which can be detected by means of a linear displacement sensor to perform a corresponding steering movement.

[0034] According to a third aspect of the invention, the aforementioned task is solved by a steering system for a vehicle, wherein the steering system has a vehicle system component according to a second aspect of the invention configured as a steering device.

[0035] The vehicle's steering system may have known components, such as steering elements, like a steering wheel, axles, etc.

[0036] The steering system can be configured as a steer-by-wire system with a control device and an electromechanical actuator. The control device can be coupled to a linear displacement sensor. The control device can be configured to convert the linear position detected by the linear displacement sensor into a steering command for the electromechanical actuator and transmit the steering command to the electromechanical actuator, thereby enabling the electromechanical actuator to perform a steering movement corresponding to the steering command.

[0037] The electromechanical actuator may be, for example, an electric motor or any other type of actuator capable of performing steering movements on a vehicle.

[0038] The linear displacement sensor may be at least partially housed within or on the power unit of the steering system, which has at least an electromechanical actuator. This power unit is often also referred to as a power-pack and also includes the control unit for the steer-by-wire system.

[0039] According to a third aspect of the invention, the task mentioned at the beginning is accomplished by a vehicle, particularly a motor vehicle, such as a car or a truck, having vehicle system components according to the first aspect of the invention or having a steering system according to the third aspect of the invention. Attached Figure Description

[0040] The invention is described in detail below with reference to the accompanying drawings. All features derived from the claims, description, or drawings, including structural details and spatial arrangements, are important to the invention not only in themselves but also in any different combinations. Elements having the same function and / or mode of operation are... Figures 1 to 7 The same reference numerals are used for each item. The figures schematically illustrate:

[0041] Figure 1 A perspective view of the steering actuator lever is shown;

[0042] Figure 2 Show Figure 1 A cross-sectional view of the steering actuator lever in the middle;

[0043] Figure 3 Show Figure 1 An alternative cross-sectional view of the steering actuator lever in the diagram;

[0044] Figure 4 Showing has Figure 1 A cross-sectional view of the steering assembly of the steering actuator lever in the middle;

[0045] Figure 5 Show Figure 4 The signal-linear displacement diagram of the sensor coil in an inductive linear displacement sensor;

[0046] Figure 6 A schematic diagram of the vehicle's steering system is shown; and

[0047] Figure 7 Show Figure 6 The schematic diagram of the steering unit of the steering system in the image. Detailed Implementation

[0048] Identical, functionally identical, or structurally identical components Figures 1 to 7 The same reference numerals are used to denote elements. Whenever the same, functionally identical, or structurally identical elements appear multiple times in the same drawing, they are denoted by the same reference numerals, where they are numbered consecutively only to distinguish them from each other. The number and arrangement of identical, functionally identical, or structurally identical elements in the sense of this invention are not limited thereto, but are given only as examples unless otherwise specified. Consecutive numbering is separated from the reference numerals by dots.

[0049] Figure 1 The steering actuator lever 12 is shown in perspective. The steering actuator lever 12 is shown here only as a segment or only a portion of its actual length; the actual length of the steering actuator lever can be significantly longer, for example, by… Figure 7 As deduced in principle, the steering actuator lever 12 extends along the longitudinal axis L.

[0050] Therefore, the steering actuator lever 12 shown and described herein is merely one exemplary embodiment of the elongated body 12 according to the invention. Alternatively, the elongated body 12 may be configured, for example, as a piston rod of a shock absorber in a vehicle or a seat rail of a vehicle seat. In this respect, Figures 1 to 7 The content shown and described in reference to the embodiment of the elongated body 12 within the scope of this description is similarly applicable to the general embodiment and special embodiments of the elongated body 12 as a vehicle system in a vehicle.

[0051] An indicator is constructed on a portion of the steering actuator lever 12, particularly at or near the end, and this indicator is currently composed of two indicator strips 4.1 and 4.2. Here, only indicator strip 4.1 is fully visible from the viewpoint shown, while indicator strip 4.2, opposite to indicator strip 4.1, is obscured by the steering actuator lever 12 or the lever body of the steering actuator. However, the two indicator strips 4.1 and 4.2 are constructed with identical components in principle. Indicator strip 4.1 has indicator pads 5.1, 5.2, 5.3, 5.4, 5.5, and 5.6 spaced linearly and periodically from each other, wherein one of a plurality of uncoupled sections 6.1, 6.2, 6.3, 6.4, and 6.5 is arranged between the two indicator pads 5. The indicator pads 5 serve as the inductive coupling area for the stators 2.1 and 2.2, which have their sensor coil groups 3.1 and 3.2, as shown in... Figure 4 See and reference Figure 4 As will be explained in more detail later. Here, each coil group comprises one to n individual receiving coils. For the popular CIPOS® technology, this is the case for each receiving coil group comprising three individual receiving coils.

[0052] The steering actuator rod 12 with indicator pad 5 is, in this case, constructed in one piece from a conductive material, particularly a metallic material. Therefore, the steering actuator rod 12 with the area of ​​indicator pad 5 and the uncoupled section 6 can be, for example, milled from a cast or deep-drawn cylindrical rod.

[0053] In principle, the number of indicator pads 5 and uncoupled sections 6 can be freely selected according to the corresponding requirements, especially according to the linear displacement to be measured. Therefore, for example, the number of indicator pads 5 can be between 3 and 30, particularly between 5 and 20. The number of uncoupled sections 6 can also be between 2 and 29, particularly between 4 and 19.

[0054] The uncoupled section 6 can be made of a material less conductive than the indicator pads 5 or of a non-conductive material. In particular, the uncoupled section can be made of an insulator between the indicator pads 5. However, in the present case, the uncoupled section 6 is simplified to be formed by a slot in each of the two indicator pads 5 of each indicator band 4.1, 4.2, which creates free space between the indicator pads 5. This is a particularly preferred embodiment of the uncoupled section 6 because the indicator can thus be manufactured simply and cost-effectively and good measurement results can be achieved. In particular, by means of the indicator pads 5 in the form of protrusions 7 (see...) Figure 2 In particular, it protrudes from the groove or groove surface in the form of a mushroom-shaped protrusion 7 in the cross-section, without the need for additional insulation.

[0055] Figure 2The steering actuator lever 12 and protrusions 7.1 and 7.2 are shown in a cross-sectional view. These protrusions form indicator pads 5.1 and 5.2 that are opposite each other. The indicator pads 5.1 and 5.2 have a mushroom or T-shape, wherein a corresponding handle or post 20.1 and 20.2 extends away from the steering actuator lever 12. A corresponding platform 21.1 and 21.2, or plate-shaped element, is located on the post 20.1 and 20.2, extending above, and particularly parallel to, the surface beneath the steering actuator lever 12. The platforms 21.1 and 21.2 are preferably, but not necessarily, leveled or have a flat surface on their upper sides 23.1 and 23.2. The outer edges 24.1 and 24.2, which are transverse to the extension direction of the steering actuator lever 12 and opposite each other in this transverse direction, are inclined. Columns 20.1 and 20.2 are formed by gaps 22.1, 22.2, 22.3, and 22.4 between the steering actuator rod 12 or its rod-shaped body and the platforms 21.1 and 21.2. In other words, through gaps 22.1, 22.2, 22.3, and 22.4, there is a corresponding free space between the platforms 21.1 and 21.2 and the body of the steering actuator rod 12.

[0056] Figure 3 An alternative embodiment for constituting the entire steering actuator lever 12 is shown in a one-piece implementation made of a metallic material. In the present case, the steering actuator lever 12 and the protrusions 7.1, 7.2 are made of a carrier or core, for example, made of plastic. Here, the carrier or core can be cost-effectively manufactured using an injection molding process. Thus, the indicator pads 5.1, 5.2 are applied to the protrusions 7.1, 7.2 by adhesive or other arrangement as shown herein.

[0057] Figure 4 An exemplary embodiment of the vehicle system 50 is shown, wherein a steering assembly 50 is formed by... Figure 1 The steering actuator lever 12 or the indicator bands 4.1, 4.2 located thereon and the stators 2.1, 2.2 constitute the inductive linear displacement sensor 1. Alternatively, a common stator 2 can also be used.

[0058] Linear displacement sensor 1 is configured to determine the linear position of an indicator with indicator bands 4.1, 4.2 relative to stators 2.1, 2.2 and / or the linear displacement along the direction of motion X. Stators 2.1, 2.2 each have an excitation coil 9.1, 9.2 and sensor coil groups 3.1, 3.2, which are arranged on or within the respective stators 2.1, 2.2 in a manner known to those skilled in the art, and are in this case constituted by a circuit board. Here, the two sensor coil groups 3.1, 3.2 are associated with or arranged parallel to a corresponding indicator band 4.1, 4.2.

[0059] The indicator pads 5, which extend laterally to each other along the longitudinal length of the indicator strips 4.1 and 4.2 respectively, are arranged with an offset V between them in the present case. This is exemplarily shown by means of indicator pads 5.1 and 5.7, with the offset V marked between them. In other words, the indicator pads 5 of the respective indicator strips 4.1 and 4.2 are placed at different lengths or positions along the extension dimension of the steering actuator lever 12. Furthermore, indicator strip 4.2 has fewer indicator pads 5 than indicator strip 4.1, for example, five indicator pads 5 in indicator strip 4.2 and six indicator pads 5 in indicator strip 4.1 in the present case.

[0060] In the current configuration, the indicator pad 5 and the uncoupled section 6 have a rectangular shape. While this is technically simple to achieve, it is not necessary for the functionality of the indicator strips 4.1 and 4.2. Therefore, alternatively, for example, it is feasible to construct the indicator pad 5 and / or the uncoupled section 6 with a rectangular, elliptical, or other shape with rounded corners.

[0061] Stator 2.1, 2.2 are spaced apart from and parallel to indicator strips 4.1, 4.2. Furthermore, stator 2.1, 2.2 have a common evaluation circuit 8 or individual evaluation circuits 8.1, 8.2 respectively; however, these evaluation circuits can be connected to each other or work in concert. According to this embodiment, the evaluation circuit 8 is designed to determine the relative position or linear displacement of the steering actuator lever 12 relative to stator 2.1, 2.2 by means of an indicator, based on the inductive coupling between the excitation coils 9.1, 9.2 and the two sensor coil groups 3.1, 3.2 of stator 2.1, 2.2, during the operation of the inductive linear displacement sensor 1, i.e., when the inductive linear displacement sensor 1 is turned on. Then, the linear position, linear displacement, and / or linear velocity of the steering actuator lever 12 relative to stator 2.1, 2.2, determined in this way by means of the evaluation circuit 8, can be used in a manner known to those skilled in the art.

[0062] Based on the linear position or linear positioning of the steering actuator lever 12 relative to the stators 2.1, 2.2, one or more indicator pads 5 of the indicator bands 4.1, 4.2 are operatively connected to the corresponding excitation coils 9.1, 9.2 and sensor coil groups 3.1, 3.2. The uncoupled section 6 located between the indicator pads 5 is essentially not operatively connected to the excitation coils 9.1, 9.2 and sensor coil groups 3.1, 3.2. Therefore, each indicator pad 5 establishes an inductive coupling between the excitation coils 9.1, 9.2 and the sensor coil groups 3.1, 3.2, which causes a unidirectional combination of the output signals of the sensor coil groups 3.1, 3.2, such that... Figure 4As you can see.

[0063] Figure 5 The diagram shows the signal strength S, in percentage (%), of the output signals 31 and 32 generated by the sensor coil groups 3.1 and 3.2 as triangular signals, corresponding to a linear displacement X in the direction of motion X. These output signals 31 and 32 are further transmitted to the evaluation circuit 8 for evaluation. The evaluation circuit 8 combines the output signals 31 and 32 of the sensor coils 3.1 and 3.2 into a generated signal 30, which indicates the linear displacement X.

[0064] The indicator bands 4.1 and 4.2 form different vernier trajectories with different numbers of indicator pads 5 and their corresponding uncoupled sections 6. The indicator pads 5 and uncoupled sections 6 of the two indicator bands 4.1 and 4.2 are constructed and arranged to each other in such a way that the relative position of the movable part with respect to the stators 2.1 and 2.2 can be evaluated by means of the evaluation circuit 8 using the vernier principle.

[0065] Now, in the vehicle system 10 of vehicle 100 (exemplarily in the form of steering system 10 in the current case), as in Figure 6 and Figure 7 As shown, stator 2 or stators 2.1, 2.2 can be fixed to a stationary or immovable component. If the steering actuator lever 12 moves, the indicator also moves, more precisely, moves past stators 2.1, 2.2. Excitation coils 9.1, 9.2 are responsible for exciting or generating eddy currents in the indicator pad 5 in a manner known to those skilled in the art, which are then detected by sensor coil groups 3.1, 3.2, respectively. Thus, the evaluation circuit 8 can measure the linear displacement of the indicator in the direction of motion X, or the linear position of the indicator relative to the stators 2.1, 2.2, i.e., its position in the linear direction of motion X, using indicator strips 4.1, 4.2 with staggered and different numbers of indicator pads 5, according to the vernier principle. From this, the linear position or linear displacement of the steering actuator lever 12 or rack can be deduced.

[0066] Figure 6 The diagram shows a steering system 10 for a vehicle in the form of an automobile, which is constructed as a steer-by-wire system.

[0067] In a so-called steer-by-wire system (where the steering column is eliminated), the system is first defined by a human-machine interface and secondly by positioning devices on the vehicle's wheels. The first unit is located within the vehicle's interior and preferably consists of a steering wheel with steering angle sensors and a reset device. The second positioning device is connected to, preferably, the two front wheels and consists of a position adjustment loop with rated and actual values. As is common in position adjustment loops, the adjustment is performed digitally using a position adjustment algorithm in a microprocessor or other digital adjustment devices, or a fixed-connection algorithm in a so-called state machine. However, in principle, analog adjustment or a hybrid analog / digital adjustment can also be conceived for the adjustment task.

[0068] Position sensors are crucial for precise adjustments. In principle, angle sensors or linear displacement sensors are considered as position sensors. The chosen implementation here provides a position sensor on the steering actuator lever 12 of the steering system 10. Figure 1 Linear displacement sensor 1 in (see Figure 7 ).

[0069] The steering system 10 includes a steering element 11, which is configured as a steering wheel in this case. The driver of the vehicle 100 wants to steer the vehicle using the steering element 11 and turns the steering wheel in a defined direction by a defined steering angle. Sensors mounted on the steering wheel receive the steering angle and steering torque. Specifically, the control unit 15 (also known as the Electronic Control Unit, or ECU) of the steering system 10 is electronically connected to the corresponding sensors and receives the driver's steering intention (steering angle and steering torque) and further transmits this steering intention to the power unit 13, which is also connected to the control unit 15. This power unit is also commonly referred to as a power supply unit.

[0070] Here, the steering is based on a position adjustment loop with rated and actual values. This is achieved using an inductive linear displacement sensor 1 in power unit 13 (see [link]). Figure 7 This can determine the actual position of the vehicle's wheels. Similarly, the steering actuator 16 in power unit 13 (see...) Figure 7 Therefore, the steering mechanism is controlled by the control unit 15 to operate the steering system according to the driver's wishes. This is achieved by moving the steering actuator lever 12 linearly to the right or left, and thus also moving the wheels of the vehicle 100 accordingly. This continues until the linear displacement sensor 1 notifies the control unit 15 that a target position has been reached according to the driver's steering wheel operation.

[0071] Figure 7A more detailed schematic diagram of the steering system 10 is shown, which also illustrates the components of the power unit 13. A linear displacement sensor 1, together with a stator 2 (which may consist of multiple stators 2.1, 2.2), is located on the housing 14 of the power unit 13, wherein indicator bands 4.1, 4.2 are fixed to the steering actuator lever 12 and are arranged relatively movable relative to the stator 2. The housing 14 may, for example, include a recess or a cavity into which the stator 2 or stators 2.1, 2.2 can be embedded.

[0072] By integrating the linear displacement sensor 1 into the power unit 13, the otherwise necessary and costly wiring is eliminated, as the existing wiring in the power unit 13 can be utilized or advantageously extended. Furthermore, the interfaces and power lines of the electronics on the stators 2.1 and 2.2 of the linear displacement sensor 1 are not protected against short circuits in the power and output lines of the linear displacement sensor 1. This generally allows for simplified electronics and a simpler and more cost-effective manufacturing process for the semiconductor technology used. Through the more compact structure of this embodiment, the entire device is also less sensitive to electromagnetic radiation from interfering fields, thereby improving the operational robustness of the sensing device.

[0073] As described above, the steering unit 10 operates in such a way that when the driver of the vehicle 100 manipulates the steering element 11, the control device 15 of the steering system 10 within the power unit 13 receives the driver's steering desire. The control device 15 can then manipulate the electromechanical actuator or steering actuator 16 based on the steering desire expressed by the driver through the manipulation of the steering element 11, using the linear position or linear displacement of the steering actuator lever 12. This linear position or linear displacement can be obtained or calculated from the measurement of the linear displacement sensor 1.

[0074] Actuator 16 is operated for such a long period of time until it reaches the rated position desired by the driver's steering. This is the case when the adjustment difference E = actual position - rated position equals zero. The actual position is then determined by the measurement of linear displacement sensor 1.

[0075] List of reference numerals

[0076] 1. Inductive linear displacement sensor

[0077] 2 stators

[0078] 3. Sensor coil, sensor coil group

[0079] 4 indicator bands

[0080] 5 indicator pads

[0081] 6 uncoupled sections

[0082] 7 protrusions

[0083] 8 Evaluation Circuit

[0084] 9 excitation coils

[0085] 10. Vehicle systems, steering systems

[0086] 11 Steering Components

[0087] 12 elongated main body, steering actuator lever

[0088] 13 power units

[0089] 14 shell

[0090] 15 Control Devices

[0091] 16. Electromechanical actuators, steering actuators

[0092] 20 columns

[0093] 21 Platform

[0094] 22 gaps

[0095] 23 upper side

[0096] 24 outer edge

[0097] The signal generated by 30

[0098] 31. Signal from the first sensor coil

[0099] 32. Signal from the second sensor coil

[0100] 50 Vehicle system components, steering components

[0101] X-direction of motion, linear displacement

[0102] S signal

[0103] V offset

[0104] L-axis

Claims

1. An elongated body (12) for a vehicle system (10) of a vehicle (100), wherein The body (12) has at least one indicator strip (4) for an inductive linear displacement sensor (1), wherein the at least one indicator strip (4) extends in the longitudinal direction of the body (12), and the at least one indicator strip (4) is configured to have: a plurality of conductive indicator pads (5) for inductively coupling at least one excitation coil (9) of the stator (2) of the linear displacement sensor (1) to at least one sensor coil (3); and less conductive or non-conductive than the indicator pads (5). The conductive uncoupled section (6) has each indicator pad (5) spaced apart from each other in the longitudinal direction through the uncoupled section (6), and the indicator pad (5) of the indicator strip (4) is constructed on the body (12). The indicator pad (5) is configured as a protrusion (7) of the body (12) or constructed on the protrusion (7) of the body (12). The protrusion protrudes relative to the uncoupled section (6). The cross-section of the protrusion (7) has a mushroom shape, and the stem of the mushroom shape extends away from the body (12).

2. The main body (12) according to claim 1, wherein, The main body (12) has at least two indicator strips (4), wherein the indicator pads (5) of the two indicator strips (4) are arranged staggered from each other in the longitudinal direction of the indicator strips (4).

3. The main body (12) according to claim 2, wherein, The at least two indicator strips (4) are arranged on opposite sides or adjacent sides of the body (12).

4. The body (12) according to claim 2 or 3, wherein, The at least two indicator strips (4) each have a different number of indicator pads (5).

5. The body (12) according to any one of claims 1 to 3, wherein, The protrusion (7) is flattened on the upper side (23) opposite to the direction of the main body (12).

6. The body (12) according to any one of claims 1 to 3, wherein, The uncoupled section (6) is formed by slots between each indicator pad (5).

7. The body (12) according to any one of claims 1 to 3, wherein, The indicator pad (5) of the indicator strip (4) is locked to the material of the main body (12).

8. The body (12) according to any one of claims 1 to 3, wherein, The main body (12) and the at least one indicator band (4) are constructed as a single piece.

9. The body (12) according to any one of claims 1 to 3, wherein, The main body (12) is made of a carrier material, on which an indicator pad (5) is applied in the form of a conductive sheet and / or a conductive coating.

10. The body (12) according to claim 9, wherein, The carrier material is plastic.

11. The body (12) according to any one of claims 1 to 3, wherein, The main body (12) is configured as a steering actuator rod, piston rod, or track.

12. A vehicle system component (50), the vehicle system component having an elongated body (12) according to any one of claims 1 to 11 and an inductive linear displacement sensor (1), wherein, The linear displacement sensor (1) has a stator (2) with at least one excitation coil (9) and at least one sensor coil (3) and an evaluation circuit (8) configured to detect the linear position of the body (12) relative to the stator (2) by means of at least one indicator band (4) based on the inductive coupling between the at least one excitation coil (9) and the at least one sensor coil (3).

13. A steering system (10) having a vehicle system component (50) according to claim 12, wherein, The steering system (10) is configured as a steer-by-wire system having a control device (15) and an electromechanical actuator (16). The control device (15) is coupled to a linear displacement sensor (1) and is configured to convert the position of the body (12) which is configured as the steering actuator lever detected by the linear displacement sensor (1) into a steering command for the electromechanical actuator (16) and transmit the steering command to the electromechanical actuator (16), so that the electromechanical actuator (16) can perform a steering motion corresponding to the steering command.

14. A vehicle having a vehicle system component (50) according to claim 12 or a steering system (10) according to claim 13.

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