Vehicle assembly having a steering presentation device for presenting a steering communications according to a

Abstract

A vehicle assembly (500) having a steering specification device (510) for specifying a steering command according to a steer-by-wire scheme, comprising: a steering unit (501); and an actuator device (502); and a control device (503); and a diagnostic device (504) for identifying a malfunction of the steering presetting device (510); and a fail-safe device (505) which can be actuated by the diagnostic device (504) and which influences the steering unit (501) in the event of a fault detected by the diagnostic device (504). In this case, the fail-safe device (505) comprises a fail-braking device (515), which cancels its braking action when the defined energy supply is supplied, and which provides its braking action when the defined energy supply is stopped, and which brakes the steering unit (501) movably with a targeted fail-braking torque. The diagnostic device (504) is adapted and designed to switch the interrupting device (506) into the failure mode, such that the energy supply of the failing braking device (515) is interrupted and the failing braking device (515) provides its failing braking torque.

Description

Technical Field

[0001] The invention relates to a vehicle assembly having a steering presetting device for presetting a steering command according to a steer-by-wire concept. The steering presetting device comprises at least one movable steering unit and at least one actuator device for generating a torque acting on the steering unit. Background Art

[0002] High demands are placed on such steering presettings. For example, precise steering feedback and play-free or smooth steering behavior, especially around the center position, and overall very flexible and coordinated steering behavior are required. In addition, the steering device must provide high torques or be able to damp manual steering movements (torque then corresponds to braking torque). This is necessary, for example, to provide end stops, for support when exiting the vehicle, or as a counter-torque in the case of rapid twisting or steering movements.

[0003] Thus, steering systems with electric motors are known, which are coupled to the steering wheel directly or via a reduction gear or a (toothed) belt. Such directly mounted electric motors generate, for example, active braking torques (rated torques) of up to eight Newton meters (Nm) and passive braking torques of up to 25 Nm for a short period of time.

[0004] Another requirement for the steering presetting device is safety for generating torque in the event of a fault, for example, in the event of a power failure or failure of a component (failsafe-fall). Since the steering movement is no longer inhibited by torque, steering is very easy and no resistance is felt during steering.

[0005] For example, when the electric motor suddenly fails while turning, the torque in the steering system that suppresses the manual steering movement suddenly decreases. As a result, an unexpected presetting of a sharp steering turn (oversteering) can occur via the steering wheel. This can lead to a very dangerous driving state that must be corrected by the driver. If the driver oversteers into the opposite lane or oversteers beyond the edge of the lane, for example on a curved mountain road, this can even lead to a loss of control of the vehicle.

[0006] Known steering systems with failsafe devices, with which such faults can be caught, are usually very redundant and complex in design and are therefore space-intensive and cost-intensive. In addition, fault evaluation also becomes very complex as a result. It is known in the prior art (e.g. DE 10 2018 124 499 A1) to meet the high requirements for the failsafety of steer-by-wire units by means of triple failsafe redundancy.

[0007] If a corresponding fault is detected, for example, by means of a diagnostic device, another electric motor or another winding of the electric motor is often activated in order to generate a braking torque therewith. In order to ensure a high level of safety, the control unit (ECU, Electronic Control Unit) is also implemented in duplicate in addition to the other electric motor or the other winding. In addition, various other components should be implemented at least in duplicate in order to meet the requirements.

[0008] In order to be able to control a motor with two redundant windings, for example, in the event of a fault, two ECUs and two plugs, data cables and the cables therein are required. In the event of a failure of one winding or ECU, one always remains functional. The two ECUs must be equipped with components from different production batches so that a systematic defect in one component does not have an effect synchronously (not at the same time). Two on-board batteries are also required in order to power the motor if one battery fails. In addition, the motor can not only drive but also brake, which requires current in any case (4-quadrant operation). The direction of rotation and the offset must also always be processed in the ECU in order to control the motor of the steering presetting device. Summary of the invention

[0009] In contrast, the object of the present invention is to provide an improved vehicle assembly which, in particular, offers a high level of safety even in the event of a malfunction and which can be realized in an inexpensive manner in terms of design and installation space and can be manufactured economically.

[0010] This object is achieved by a vehicle assembly having the features of claim 1. The method according to the invention is the subject of claim 20. Preferred developments of the invention are the subject of the dependent claims. Further advantages and features of the invention emerge from the general description and from the description of an exemplary embodiment.

[0011] The vehicle assembly according to the invention comprises a steering presetting device for presetting steering commands according to a steer-by-wire scheme. The steering presetting device comprises at least one movable steering unit and in particular a steering wheel. The steering presetting device comprises at least one actuator device for generating a torque acting on the steering unit. The steering presetting device comprises at least one control device for controlling the actuator device in order to adjust the torque acting on the steering unit. The steering presetting device comprises at least one diagnostic device for identifying a fault of the steering presetting device. In particular, the actuator device provides an impermissible torque acting on the steering unit in such a fault. The steering presetting device comprises at least one failsafe device that can be controlled by the diagnostic device. The failsafe device is suitable and configured to influence the steering unit in the event of a fault identified by the diagnostic device, so that the steering unit cannot move without resistance. In this case, the failsafe device comprises at least one failsafe brake device. The failsafe brake device is suitable and configured to cancel its braking effect when a defined (sufficient) energy supply is provided, and to provide its braking effect when a defined (sufficient) energy supply stops and to brake the mobility of the steering unit with a targeted failsafe torque. The failsafe device comprises at least one interruption device. The interrupting device can be activated in particular by the diagnostic device. The diagnostic device is suitable and designed to switch the interrupting device (in the event of a detected fault) into a fault mode, so that at least the energy supply to the faulty brake device is interrupted and the faulty brake device provides its fault braking torque.

[0012] The vehicle assembly according to the invention offers numerous advantages. The combination of a special fault brake and an interruption device offers significant advantages. The brake device enables particularly reliable braking of the steering unit so that the steering unit cannot move without resistance. Since the fault brake provides its braking action without energy supply, a fault safety device is thus implemented in a very cost-effective and economical manner overall. Complex and often fault-prone controls can be dispensed with. The interruption device offers an inexpensive and reliable option for targeted triggering of the fault brake in the event of a fault. The interruption device then only has to interrupt the energy supply to the fault brake in the event of a fault.

[0013] The fault braking torque is preferably in the range of 1.0 Nm to 4 Nm, preferably in the range of 1.5 Nm to 3 Nm. The fault braking torque can be 2 Nm, for example.

[0014] Preferably, the interruption device is suitable and designed to interrupt the energy supply to the actuator device also in the event of a fault. This has the advantage that the actuator device can no longer generate an impermissible or undesirable torque in the event of a fault. This can prevent, for example, the steering unit from being locked or turned undesirably by the actuator device in the event of a fault. Particularly preferably, the interruption device disconnects at least one supply line provided not only for the actuator device but also for the fault brake device. It is also possible that the interruption device interrupts at least one supply line for the actuator device and for the fault brake device respectively. It is possible that the fault brake device is at least partially provided by the actuator device (for example, the operating brake device and / or the coupling device). The interruption of the energy supply to the actuator device can then correspond to the interruption of the energy supply to the fault brake device.

[0015] As a torque acting impermissibly on the steering unit and detected by the diagnostic unit according to the invention in the event of a fault in the steering presetting device, in particular a torque is understood to be a torque which has a safety-related influence on the steering and / or driving performance of the vehicle. In particular, the torque may be impermissibly high or impermissibly low (relative to a specified target value). Such a fault exists, for example, if the actuator device is unable to provide a torque acting on the steering unit, for example if the control of the actuator device is faulty or the actuator device is defective and does not provide a torque. A fault also exists, for example, if the actuator device applies an impermissibly high torque. This is the case, for example, if the actuator device is energized impermissibly and / or energized with an impermissibly high current. By identifying the fault, the faulty brake device and, if necessary, the actuator device can be placed in a safe state that is not dangerous for the driver.

[0016] In particular, the steering presetting device comprises at least one power electronic device, which can preferably be controlled by the control device. In particular, the fault brake device and / or the actuator device are supplied with electrical energy by means of the power electronic device. In particular, the interruption device interrupts the energy supply to the power electronic device in the event of a fault. As an alternative or in addition, it can be provided that the interruption device interrupts the energy supply to components connected to the power electronic device, in particular the fault brake device and / or the actuator device, in the event of a fault.

[0017] In particular, a common power electronics is provided for the fault brake device and the actuator device. In particular, the interruption device disconnects the supply line between the power electronics and the energy storage device coupled thereto and, for example, a vehicle battery.

[0018] In an advantageous development, the control device and the power electronics are each supplied with electrical energy via at least one separate supply line. In particular, the interruption device interrupts the supply line of the power electronics in the event of a fault, while maintaining the supply line of the control device. In particular, the interruption device does not interrupt the supply line of the control device. The faulty brake device can then be reliably activated, while the control device continues to be available for executing steering commands and / or for diagnosis by at least one higher-level control level of the vehicle electronics.

[0019] In particular, the control device and the power electronics are connected to at least one (common) energy storage device. For example, at least one vehicle battery is provided for this purpose. It is also possible that the control device and the power electronics are each connected to at least one separate energy storage device.

[0020] In an advantageous development, it is provided that the control device is used together to supply energy to the diagnostic device and the interruption device. In particular, these components have at least one common energy accumulator. In particular, these components are supplied with energy via at least one common supply line.

[0021] In a preferred and advantageous refinement, the diagnostic device comprises at least two diagnostic units. In particular, the diagnostic units are redundantly configured. In particular, the diagnostic units are respectively suitable and configured to (independently of one another) at least partially process the same input data and thereby provide diagnostic data.

[0022] Preferably, the diagnostic device is suitable and designed to take into account and preferably compare diagnostic data of at least two diagnostic units for fault detection. Preferably, provision is made for this that the diagnostic units monitor each other and preferably compare their diagnostic data. It is also possible that the diagnostic device comprises at least one superordinate unit for this purpose, which evaluates and, in particular, compares the diagnostic data of the diagnostic units with each other.

[0023] In particular, the diagnostic device is suitable and designed to detect the presence of a fault as a function of the result of a comparison of diagnostic data from at least two diagnostic units. For example, a fault is detected if the diagnostic data differ from one another by a defined measure and / or a defined parameter. It is possible that such a comparison can be performed by the individual diagnostic units themselves. It is also possible that such a comparison is performed by a superordinate unit that is operatively connected to the diagnostic units.

[0024] Advantageously and preferably, the interruption device comprises at least two interruption units. In particular, the interruption units are redundantly configured. In particular, the interruption units can be switched to the fault mode independently of each other (with the aid of the diagnostic device). In particular, the interruption units can interrupt the energy supply to the faulty brake device and / or actuator device independently of each other.

[0025] In particular, the diagnostic device can control the interruption units individually. It can be provided that the diagnostic device always switches both interruption units to the fault mode in the event of a fault. It is also possible that the diagnostic device selectively selects at least one interruption unit and switches it to the fault mode.

[0026] Preferably, at least one diagnostic unit is respectively assigned to the interruption unit. Advantageously and preferably, the diagnostic unit can actively control the interruption unit assigned to it and switch it to the fault mode. In particular, the diagnostic unit can control the interruption unit assigned to it and switch it to the fault mode depending on the permission of at least one other diagnostic unit. In particular, once a single diagnostic unit infers that a fault has occurred, it can switch the interruption unit to the fault mode. It can also be provided that the diagnostic unit can only switch the interruption device to the fault mode with the permission of the corresponding other diagnostic units and / or the upper unit.

[0027] In an advantageous embodiment, it is provided that the diagnostic units are each suitable and designed to switch their associated interruption unit into a fault mode as a function of a comparison of their diagnostic data with diagnostic data of at least one other diagnostic unit in each case. Preferably, the diagnostic unit can switch its associated interruption unit into a fault mode even if its own diagnostic data do not indicate a fault but differ at least in part from the diagnostic data of the other diagnostic units.

[0028] The interruption device comprises in particular at least one contactor. Preferably, the contactor is configured as a semiconductor contactor and / or an electromechanical contactor and / or a phase separator. The semiconductor contactor comprises in particular at least one metal oxide field effect transistor (MOSFET). Other suitable contactors of the structural type are also feasible. Preferably, the interruption unit comprises at least one contactor or is configured as such a contactor. In particular, the interruption device comprises at least one electronic and / or electrical and / or electromechanical switch for disconnecting the energy supply.

[0029] In all embodiments, it is preferred that the steering presetting device comprises at least one sensor device. In particular, the sensor device is operatively connected to the control device. In particular, the sensor device comprises at least two, preferably three sensor units. In particular, the sensor units are redundantly configured. In particular, the sensor units are respectively used to detect characteristic variables (e.g., rotation angles) that are characteristic of the position of the steering unit. As a supplement or alternative, at least one sensor unit can also be configured to detect a torque applied to the steering unit.

[0030] Preferably and advantageously, at least the sensor unit is supplied with energy independently of whether the interruption device is in fault mode. In particular, in the event of a fault, at least the energy supply to the sensor unit is maintained. In particular, in the event of a fault, the steering command can be forwarded to the steering device and safe continued driving can then be achieved.

[0031] Preferably, at least the sensor unit is supplied with energy by means of at least one energy accumulator. In particular, the energy accumulator is implemented redundantly with respect to the energy accumulator of the control device and / or the actuator device. In particular, the sensor units each have at least one own energy accumulator and / or at least one common energy accumulator. It is also possible that the sensor unit shares an energy accumulator with the control device.

[0032] In an advantageous refinement, at least the sensor unit is operatively connected to the steering device while bypassing the control device. It is preferably achieved thereby that the signal of the sensor unit is available to the steering device even when the control device fails. The sensor unit is preferably also operatively connected to the steering device via the control device.

[0033] In particular, the sensor unit sends its signals to the control device during normal operation, which then correspondingly actuates the steering device. In particular, the sensor device has at least two, preferably three, redundant operative connections to the steering device. In particular, one operative connection leads to the steering device via the control device and at least one operative connection leads to the steering device, bypassing the control device. Particularly preferably, at least two redundant operative connections to the steering device are provided for each sensor unit.

[0034] It is possible and advantageous that the brake device brakes independently of the direction of rotation of the steering unit. In particular, the brake device brakes independently of the direction. In particular, the brake device does not require means for adjusting its braking effect dependent on the direction of rotation. This saves control devices and components as well as installation space. In particular, the brake device is suitable and designed for braking the rotational movement of the steering unit independently of whether the steering unit rotates clockwise or counterclockwise.

[0035] In particular, the fail-safe brake device is suitable and designed to provide its braking effect and brake the movability of the steering unit even when the energy supply to the fail-safe device stops. In particular, the fail-safe brake device provides a braking effect when its energy supply stops, independently of whether other components and, for example, the control device and / or the diagnostic device and / or the interruption device are supplied with energy. In other words, the fail-safe brake device preferably always brakes if energy is no longer supplied to the fail-safe brake device. In particular, the fail-safe brake device brakes when the energy supply is completely interrupted, even if the interruption device has not (yet) been disconnected.

[0036] In a preferred and advantageous improvement, the fault brake device comprises at least one magnetorheological brake device. In particular, the magnetorheological brake device comprises at least one permanent magnet device. In particular, the permanent magnet device at least provides a defined magnetic field.

[0037] Preferably, the magnetorheological brake device comprises at least two brake components that can rotate relative to each other. In particular, at least one of the brake components can be rotated by the steering unit. In particular, at least one other of the brake components is supported in a rotationally fixed manner. In particular, at least one gap that is at least partially filled with a magnetorheological medium is formed between the brake components. In particular, the medium can be influenced by means of the magnetic field of the permanent magnet device in such a way that braking is performed with a fault braking torque.

[0038] In particular, the magnetic field of the permanent magnet device can be reduced by at least one electric coil device during normal operation, thereby canceling the braking effect. In particular, the electric coil device is controlled in a targeted manner by the control device and / or the fail-safe device during normal operation in order to reduce the magnetic field of the permanent magnet device. In particular, the coil device generates a magnetic field during normal operation, which is arranged in a targeted manner opposite to the magnetic field of the permanent magnet device. As a result, a small basic torque of preferably less than 0.4 Nm, preferably less than 0.3 Nm, can be provided during normal operation.

[0039] In particular, the coil arrangement is supplied with energy via a supply line which is interrupted in a targeted manner by the interruption device in the event of a fault. In particular, the interruption device is suitable and designed to interrupt the energy supply to the coil arrangement in a targeted manner in the event of a fault. In particular, it is provided that, in the event of an interruption in the energy supply, the coil arrangement can no longer suppress the magnetic field of the permanent magnet arrangement and thus the fault braking torque is available.

[0040] The permanent magnetic device can be provided by a residual magnetic device or can include at least one such residual magnetic device. In particular, the residual magnetic device is suitable and designed to magnetize at least one component of the braking device in a targeted manner, so that this component then also provides a magnetic field (in the form of a switchable permanent magnet). In particular, the component can also be demagnetized again (in particular by an electric coil device).

[0041] As a supplement or alternative, the brake device can include at least one mechanical friction brake with at least one energy storage device or be configured as such a mechanical friction brake. The brake device can be configured as a mechanical, hydraulic, pneumatic, electrical, magnetic and / or electromagnetic brake in principle.

[0042] In particular, the fault braking device must actively remain in the unbraked state using the supplied energy. In particular, the braking device is transferred (independently) into the braked state without using the supplied energy. Thus, if, for example, there is a complete current interruption, the fault braking torque can then also be applied.

[0043] The fault braking device can include at least one energy accumulator, which provides the energy necessary for applying the fault braking torque. The fault braking device can include a mechanical, hydraulic, pneumatic, electrical, magnetic and / or electromagnetic energy accumulator. For example, a (mechanical) spring, a pressure accumulator, a storage battery, a battery and / or a capacitor etc. can be provided. It is also possible that the fault braking torque can be adjusted by selecting the energy accumulator.

[0044] The actuator device preferably comprises at least one (electric) motor device and / or at least one service brake device for generating a torque acting on the steering unit.

[0045] The motor device can preferably be used to reset the steering unit to the neutral position. Preferably, the motor device can be used to adjust the resistance to the steering unit being deflected from the neutral position, in particular continuously. The actuator device can have at least one (self-locking) transmission coupled to the motor device.

[0046] The service brake is preferably used to brake the movement of the steering unit with an (adjustable and / or fixedly predefined) braking torque. The service brake preferably enables the generation of an in particular continuously adjustable braking torque which damps a deflection of the steering unit in particular out of its neutral position. In particular, an end stop with a high braking torque of, for example, more than 15 Nm, preferably more than 20 Nm, can be generated by means of the service brake.

[0047] Preferably, the actuator device includes not only the motor device but also the service brake device. As a result, a relatively small motor device can be selected, which, for example, is only used to reset the steering unit into a neutral position. For example, the motor device can have a rated torque of less than 10 Nm, preferably less than 7 Nm, for example 5 Nm. The service brake device can be designed for a maximum service brake torque of 25 Nm, for example.

[0048] In an advantageous design, the operating brake device can be constructed as a coupling device or include at least one such coupling device. For example, if the motor device is operatively connected to the steering device via a transmission mechanism, which is in particular a self-locking type, such an implementation scheme is provided. In particular, the coupling device and the motor device are connected in series (in series) with each other and / or are connected in series with the steering unit. In particular, at least one controllable magnetorheological coupling device is provided. In particular, the torque that can be transmitted between the motor device and the steering unit can be changed in a targeted manner by means of the coupling device. It is feasible that the fault brake device is structurally integrated into the coupling device. In particular, the fault brake device is at least partially provided by the coupling device.

[0049] Preferably, the service brake device is magnetorheologically designed or comprises at least one magnetorheological (service) brake device. Particularly preferably, the safety brake device is structurally integrated into the service brake device of the actuator device. In particular, the safety brake device is at least partially provided by the service brake device. In particular, the safety brake device and the service brake device have at least two common brake components that can rotate relative to each other and / or at least one common gap that is at least partially filled with a magnetorheological medium.

[0050] In particular, the service brake device has at least one coil device, by means of which the magnetic field of the permanent magnet device of the fault brake device is reduced or cancelled in normal operation. In particular, in the event of a fault, the energy supply to the coil device of the service brake device can be interrupted by means of an interruption device. It is possible that the fault brake device is provided in such a way that the permanent magnet device is integrated into the service brake device. In particular, the service brake device is suitable and designed to generate a higher braking torque than the fault brake device. It is possible and advantageous that the fault brake device can (only) provide a (fixedly set) smaller braking torque than the service brake device.

[0051] The vehicle component can include at least one steering device, which is used to convert the steering instructions predetermined by the steering presetting device into a chassis movement. In particular, the steering presetting device (in particular its steering unit) and the steering device are only operatively connected according to the wire control concept during normal operation. In particular, the steering device has its own energy supply, which is at least partially independent of the energy supply to the steering presetting device. In particular, the energy supply to the steering device is independent of the control device and / or the diagnostic device and / or the failsafe device and / or the actuator device. In particular, the steering presetting device and the steering device each have at least one own energy accumulator. For example, two separate vehicle batteries and / or at least two other suitable separate energy accumulators are provided for this purpose.

[0052] The method according to the invention is used to operate a vehicle assembly according to the invention or one of its embodiments. In particular, the method is designed in such a way that the steering presetting device described here can be operated according to the method.

[0053] The diagnostic data include in particular at least one characteristic variable which can also be taken into account by the control device for controlling the actuator device. The diagnostic data include in particular at least one characteristic variable provided by the sensor device. In particular, the diagnostic data include a plurality of such characteristic variables. Such characteristic variables are, for example, measured values, setpoint values ​​and / or signal values ​​transmitted by sensors and / or actuators.

[0054] The diagnostic device is particularly suitable and designed to detect a fault in which the actuator device can no longer provide a torque acting on the steering unit (so that the steering unit can therefore move without resistance if no further measures are taken) and / or in which the actuator device generates an excessively high torque acting on the steering unit. In particular, the diagnostic device monitors at least one characteristic variable and / or other input data and thereby acquires diagnostic data and detects the fault based on the diagnostic data.

[0055] As energy storage means, in particular at least one or more (vehicle) batteries and / or additional batteries etc. can be used. "Battery" also refers to a storage battery.

[0056] In particular, the sensor device (preferably its sensor unit) and / or the control device and / or the diagnostic device and / or the steering device are supplied with energy at least partially independently of the switching position of the interruption device. In particular, these components can be at least partially equipped with at least one energy accumulator and / or a separate supply line.

[0057] In the context of the present invention, a "failure of the drive device" means in particular that the actuator device can no longer generate a torque or that the actuator device assumes an undesirable state in which an excessively high torque is generated (in extreme cases, up to locking of the actuator device) or an impermissible state occurs (e.g. overheating of the actuator device). In particular, if no failsafe device is provided, the steering unit can move without resistance in the event of a failure. The torque acting on the steering unit can be designed as a drive torque or as a braking torque. The braking torque can be generated by braking or by driving in the opposite direction.

[0058] The steering unit can include at least one joystick or be configured as such a joystick. The joystick has at least one or only one (rotational) degree of freedom. A joystick with only one (rotational) degree of freedom can also be referred to as an operating lever. The joystick can be equipped with (at least) two or more degrees of freedom. In particular, the joystick can pivot around at least one axis. The pivot angle is, for example, (at most) + / -45° or less from a neutral position. However, larger pivot angles are also feasible. In particular, the failsafe device is suitable and configured to affect the degrees of freedom of the joystick individually and / or jointly (or simultaneously).

[0059] The vehicle assembly introduced here can be used in motor vehicles (such as cars, trucks, road vehicles), aircraft, airplanes (also drones), ships, ships, in agriculture and forestry technology, for example, in tractors or combine harvesters, harvesters and other field machines (off-road vehicles). It can also be used in construction machinery or traveling work machines, and for example, it can be used in forklifts or similar machines, or it can be used in simulators for simulating vehicle control (e-sports; simulated racing; computer peripherals...). The vehicle assembly can also be used in particular for vehicles that are at least partially or completely automated. The vehicle assembly can be used, for example, in so-called passenger vehicles. Such passenger vehicles are usually (public) vehicles that travel automatically or autonomously and are also called "Shuttle-Vehicles, shuttles" or "Shuttle-Buses, shuttles". For manual (steering) operation, a steering unit (such as a joystick or steering wheel) can be provided, which is operated by the driver or the passenger. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Further advantages and features of the invention emerge from an exemplary embodiment which is explained below with reference to the drawings.

[0061] in:

[0062] Figure 1 A purely schematic diagram showing a simplified wiring diagram of a vehicle assembly according to the invention;

[0063] Figure 2 A purely schematic detailed illustration of a vehicle assembly with an alternative steering presetting device is shown;

[0064] Figure 3 A purely schematic detailed illustration of a vehicle assembly with a further steering presetting device is shown; and

[0065] Figure 4 A purely schematic detailed illustration of a vehicle assembly with a further steering presetting device is shown. DETAILED DESCRIPTION

[0066] Figure 1 The vehicle assembly 500 according to the invention is shown, which has a steering presetting device 510 for controlling the vehicle according to the steer-by-wire concept. For this purpose, the steering unit 501, which is designed here as a steering wheel 511, is electrically or electronically connected to a steering device 520. The steering device 512 can adjust the wheels of the vehicle, for example. The vehicle assembly 500 is operated here according to the method according to the invention.

[0067] The movement or position of the steering unit 501 is detected here by means of a sensor device 508 having, for example, two sensor units 518, 528. The sensor units 518, 528 are configured here as rotation angle sensors. The sensor units 518, 528 are implemented here (double) redundantly and each have their own energy storage device 538. The energy storage device 538 can be provided, for example, by a separate or local battery or by a (second) vehicle battery.

[0068] The control device 503 (ECU) actuates the steering device 520 as a function of the received sensor signals. The components shown here communicate with one another, for example, via a CAN bus system of the vehicle and / or via separate lines.

[0069] The steering presetting device 510 comprises an actuator device 502 having an electric motor device 512 connected to the steering unit 501 via a steering shaft 522. This generates a torque acting on the steering unit 501, so that, for example, the steering unit 501 can be actively turned right or left.

[0070] The actuator device 502 here comprises a magnetorheologically designed service brake device 542 in order to brake the movability of the steering unit 501 in addition to the motor device 512. Such a service brake device 542 allows, for example, the use of a particularly compact or smaller motor device 512.

[0071] The actuator device 502 can be used to simulate forces such as those felt on the steering unit 501, for example, with mechanical steering. For this purpose, for example, a torque (so-called passive torque) is generated that acts on the steering unit 501 and suppresses manual movement. This torque can be generated here by means of the motor device 512 or the service brake device 542.

[0072] The actuator device 502 is here controlled and supplied with energy by the power electronics 507. The power electronics 507 is in turn controlled by the control device 503. The energy is provided by the energy storage device 552 and, for example, one or more vehicle batteries. The power electronics 507 is fed directly by the vehicle battery, for example.

[0073] The power electronics 507 and the motor arrangement 512 are connected here via two leads 532. For example, each lead 532 supplies its own winding or its own motor, so that the motor arrangement 512 is also designed to be redundant.

[0074] In order to monitor the correct operation of the vehicle assembly 500, a diagnostic device 504 is provided here with two redundantly designed diagnostic units 514, 524. In the embodiment shown here, the control device 503 and the diagnostic device 504 are integrated in a common control unit.

[0075] The diagnostic device 504 receives input data, for example, from the control device 503 and the sensor device 508. The diagnostic device 504 obtains diagnostic data describing the operating state from these input data and, if necessary, other input data. The diagnostic device 504 can then determine whether there is a fault in which the actuator device 502 can no longer provide a torque with a desired value acting on the steering unit 501 (torque is too high or too low).

[0076] In an embodiment not shown here, at least three sensor units 518, 528 can also be provided. This can implement a two-out-of-three logic. If two sensor units 518, 528 acquire the same measured value, the error can be assigned to the third sensor unit 518, 528 and driving can continue.

[0077] In order to prevent the steering unit 501 from being able to be rotated without resistance in the event of a fault, a failsafe device 505 is provided which can be actuated by the diagnostic device 504. The failsafe device 505 comprises a failsafe brake device 515 which has a magnetorheologically designed brake device 525. In a variant which is not shown in detail here, the failsafe brake device 515 can also comprise a mechanical friction brake 545.

[0078] If sufficient energy is supplied to the fail-safe brake device 515, the braking effect of the fail-safe brake device is canceled and the fail-safe brake device cannot brake the movement of the steering unit 501. When the energy supply stops, the fail-safe brake device 515 provides its braking effect and brakes the steering unit 501 with a targeted fail-safe braking torque. The fail-safe brake device 515 does not require a signal from the sensor device 508 or the control device 503, so that the fail-safe device 505 is particularly reliable and safe.

[0079] In order to be able to interrupt the energy supply to the faulty brake device 515 in a targeted manner in the event of a fault, an interruption device 506 is provided which can be controlled by the diagnostic device 504. If the diagnostic device 504 detects a fault, it switches the interruption device 506 to a fault mode, thereby interrupting the energy supply to the faulty brake device 515 and also the entire actuator device 502.

[0080] The interruption device 506 interrupts the supply line 517 from the energy storage device 552 to the power electronics device 507. The separate supply line 513 from the energy storage device 552 and supplying the control device 503 and the diagnostic device 504 is not interrupted. The supply line 513 can also be designed to be redundant.

[0081] By interrupting the energy supply to the power electronics 507, the actuator device 502 is no longer functional. In addition, the energy supply to the electrical coil device 565 of the magnetorheological brake device 525 is interrupted. The service brake device 542 and the fault brake device 515 (or its coil device 565) are also connected to the power electronics 507 via the lead 555.

[0082] The coil arrangement 560 serves in normal operation to suppress the magnetic field of the permanent magnet arrangement 535. If the coil arrangement 565 is activated in normal operation, the brake device 525 has no braking effect and does not influence the mobility of the steering unit 501.

[0083] In the absence of the magnetic field of the coil device 565, the magnetic field of the permanent magnet device 535 causes the movability of the steering unit 501 to be braked with a fault braking torque. The permanent magnet device 535 has the advantage that the brake device 525 is reliable without any energy supply from the outside and can also provide the desired fault braking torque for a longer period of time.

[0084] In order to be able to control the steering device 520 with the desired steering command even in the event of a fault, the sensor units 518, 528 are here connected directly to the steering device 520 with their own operative connection 548. Thus, even in the event of a failure of the control device 503, the sensor signals can be directly forwarded and the vehicle can continue to be reliably steered. In normal operation, the sensor units 518, 528 send their signals to the control device 503, which processes the signals and then forwards them to the steering device 520 via its own operative connection 530. In order to improve safety, two redundant operative connections 530 are provided here.

[0085] The interruption device 506 here comprises two redundantly designed interruption units 516 , 526 . The two interruption units 516 , 526 can each be used to disconnect a supply line 517 and thereby trigger braking using the fault brake device 515 .

[0086] Interrupt units 516, 526 are here respectively assigned to diagnostic units 514, 524. Diagnostic units 514, 524 are here redundantly constructed and monitor each other. For this purpose, they evaluate, for example, the signals of sensor units 514, 524. If a diagnostic unit 514, 524 determines a deviation of its own diagnostic data or a deviation of the diagnostic data of the respective other diagnostic unit 514, 524, the diagnostic unit switches its interrupt unit 516, 526 into a fault mode. Interrupt units 516, 526 are here respectively implemented as contactors and, for example, as MOSFET-semiconductor contactors.

[0087] A particular advantage of the invention is that a duplicate design of the control device 503 or other central control components of the steering presetting device 510 can be dispensed with. Furthermore, the invention provides a particularly inexpensive and at the same time reliable fault evaluation and remedial measures in the event of a fault.

[0088] Figure 2 A steering presetting device 510 is shown which can be used in the vehicle assembly 500 as an alternative to the steering presetting device 510 described above. In the steering presetting device 510 shown here, the breakdown brake device 515 is structurally integrated into the service brake device 542 and is partially provided by the service brake device.

[0089] The service brake device 542 is magnetorheologically designed here and comprises two brake components 575, 585 that can rotate relative to each other, between which a gap 595 is formed. The gap 595 is filled with a magnetorheological medium (not shown here). The service brake device 542 has an electric coil device 565 for generating a magnetic field.

[0090] The medium located in gap 595 is influenced by the magnetic field in such a way that the relative rotatability of brake components 575, 585 is acted upon with a defined braking torque. Service brake 542 is designed here, for example, for a maximum braking torque of 25 Nm.

[0091] By combining with the service brake 542, the motor device 512 can be significantly lighter and more compact and, for example, only an active return of the steering unit 501 into the neutral position has to be realized. The service brake 542 is used when a higher braking torque is required, for example, to fix the steering unit 501 as an exit aid. In addition, the magnetorheologically designed service brake 542 has the advantage that a particularly precise and easily implementable steering feedback can be set.

[0092] The fault brake device 515 is configured here as a magnetorheological brake device 525. In addition to its permanent magnet device 535, the brake device 525 also shares its main functional components with the service brake device 542 (such as brake components 575, 585 and gap 595 and coil device 565). This can save weight, construction space and components.

[0093] In normal operation, coil device 565 selectively suppresses the magnetic field of permanent magnet device 535. For example, the magnetic field is eliminated or selectively reduced in such a way that permanent magnet device 535 can, if necessary, support the magnetic field of coil device 565. If the operating braking torque is to be changed, coil device 565 is activated accordingly.

[0094] Refer to it later in case of failure Figure 1 The described sequence thus interrupts in particular the energy supply to the actuator device 502 and thus the operating brake device 542 and the motor device 512. As a result, the coil device 565 also receives no electrical energy, so that its magnetic field can no longer influence the magnetic field of the permanent magnet device 535.

[0095] As a result, the magnetic field of the permanent magnet device 535 automatically influences the medium in the gap 595 in such a way that the relative rotatability of the brake components 575, 585 is braked with the desired fault braking torque. This prevents the steering unit 501 from moving without resistance. The fault braking torque is, for example, 2 Nm here. At the same time, it is also ensured that the motor device 512 generates an undesirably high torque in the event of a fault due to the interruption of the energy supply.

[0096] Figure 3 The steering preset device 510 shown in the figure can be used in the vehicle assembly 500 as an alternative to the steering preset device 510 described above. Here, the actuator device 502 is equipped with a magnetorheologically constructed coupling device 562. The coupling device 562 and the motor device 512 are connected to each other in series. Here, two sensor units 518, 528 of the sensor device 508 are also drawn purely schematically.

[0097] The torque that can be transmitted between the motor device 512 and the steering unit 501 can be changed in a targeted manner by means of the coupling device 562. The torque that can be transmitted by the coupling device 562 is adjusted here by controlling the electric coil device 562a. The magnetic field of the coil device 562a acts on a magnetorheological medium, which is not shown in detail here, thereby braking the relative rotatability of the coupling assembly in a targeted manner. The more strongly the movability of the coupling assembly is braked, the higher the torque that can be transmitted.

[0098] The actuator device 502 is equipped with a self-locking transmission mechanism 572 and, for example, a worm gear mechanism. The self-locking can lock the rotatability of the steering unit 501 independently of the motor device 512. The braking torque applied to the steering unit 501 or the torque required to move the steering unit 501 depends on how large the torque that can be transmitted by the coupling device 562 is.

[0099] The fault brake device 515 is designed here as a magnetorheological brake device 525, which is partially provided by the coupling device 562. For this purpose, the permanent magnet device 535 is arranged here inside the coupling device 562. In normal operation, the magnetic field of the coil device 562a suppresses the magnetic field of the permanent magnet device 535. As a result, the magnetic field of the permanent magnet device 535 can be eliminated or reduced in a targeted manner.

[0100] Refer to it later in case of failure Figure 1 The described process. Here, the energy supply to the coupling device 562 and the electric coil device 562a (and thus the fault braking device 515) is interrupted. As a result, the magnetic field of the permanent magnet device 535 is available for generating a fault braking torque. The coupling device 562 can now be used to transmit a torque with a level of the fault braking torque.

[0101] Even if the motor device 512 fails or is no longer supplied with energy, the fault braking torque is available due to the support on the self-locking transmission mechanism 572. In other words, the coupling device 562 can be supported on the self-locking transmission mechanism 572, so that it can use the fault braking torque to brake the mobility of the steering unit 501.

[0102] Figure 4 The steering preset device 510 shown in FIG. 1 can be used in the vehicle assembly 500 as an alternative to the steering preset device 510 described above. The steering preset device 510 is equipped with a steering unit 501 configured as a joystick 521. In other aspects, the variant shown here is basically based on the reference Figure 2 The introduced steering preset device 510.

[0103] The joystick 521 has only a (rotational) degree of freedom here and can also be referred to as an operating lever. This allows the vehicle to be steered without any effort in terms of design and at the same time reliably. The pivot angle of the joystick 521 here is, for example, (at most) + / -45° from the neutral position. As an alternative, the joystick 521 can also be equipped with two or more degrees of freedom.

[0104] In the event of a fault, the variant shown here reacts essentially as described above. In this case, the failsafe device 505 can affect two (all) degrees of freedom of the joystick 521 individually in the event of a fault. It can also be provided that the failsafe device 505 affects two (all) degrees of freedom together or simultaneously. The fault then also affects the properties of the other degrees of freedom, for example, because the energy supply is then interrupted for both degrees of freedom.

[0105] List of reference numerals:

[0106] 500 Transport Components

[0107] 501 Steering unit

[0108] 502 Actuator Device

[0109] 503 Control Device

[0110] 504 Diagnostic Device

[0111] 505 Failsafe Device

[0112] 506 Interrupt Device

[0113] 507 Power Electronics

[0114] 508 Sensor Device

[0115] 510 Steering Preset Device

[0116] 511 Steering Wheel

[0117] 512 Motor unit

[0118] 513 Supply Line

[0119] 514 Diagnostic Unit

[0120] 515 Faulty brake device

[0121] 516 Interrupt Unit

[0122] 517 Supply Line

[0123] 518 Sensor unit

[0124] 520 Steering gear

[0125] 521 Joystick

[0126] 522 Steering shaft

[0127] 523 Controller

[0128] 524 Diagnostic Unit

[0129] 525 Braking device

[0130] 526 Interrupt Unit

[0131] 528 Sensor Unit

[0132] 530 Action connection

[0133] 532 Lead

[0134] 535 Permanent Magnetic Device

[0135] 538 Accumulator

[0136] 542 Operation brake device

[0137] 545 Friction brake

[0138] 548 Action connection

[0139] 552 Accumulator

[0140] 555 Lead

[0141] 562 Connector device

[0142] 562a Coil Device

[0143] 565 Coil Device

[0144] 572 Transmission Mechanism

[0145] 575 Brake Assembly

[0146] 585 Brake Assembly

[0147] 595 gap.

Claims

1. A vehicle assembly (500) having a steering presetting device (510) for presetting a steering command according to a steer-by-wire scheme, the vehicle assembly comprising: at least one movable steering unit (501), in particular a steering wheel (511); and at least one actuator device (502) for generating a torque acting on the steering unit (501); as well as at least one control device (503) for controlling the actuator device (502) in order to adjust the torque acting on the steering unit (501); and at least one diagnostic device (504) for identifying a fault in the steering presetting device (510), in which the actuator device (502) provides an impermissible torque acting on the steering unit (501); as well as at least one fail-safe device (505) which can be actuated by a diagnostic device (504) and which, in the event of a fault detected by the diagnostic device (504), affects the steering unit (501) so that the steering unit (501) cannot move without resistance, It is characterized in that The fail-safe device (505) comprises at least one fail-safe braking device (515), which is suitable and constructed to cancel its braking effect when a defined energy supply is provided, and to provide its braking effect when the defined energy supply stops and to brake the mobility of the steering unit (501) with a targeted fail-safe braking torque, and The fault protection device (505) comprises at least one interruption device (506) which can be controlled by the diagnostic device (504), and the diagnostic device (504) is suitable and constructed for switching the interruption device (506) into a fault mode, thereby interrupting the energy supply to at least the fault brake device (515) and causing the fault brake device (515) to provide its fault braking torque.

2. The transport assembly (500) according to the preceding claim, wherein: The interruption device (506) is suitable and designed to interrupt the energy supply to the actuator device (502) even in the event of the fault.

3. A vehicle assembly (500) according to any one of the preceding claims, comprising at least one power electronic device (507) which can be controlled by the control device (503), through which the fault braking device (515) and / or the actuator device (502) are supplied with electrical energy, and wherein: In the event of the fault, the interruption device (506) interrupts the energy supply to the power electronics (507) and / or components connected thereto.

4. The transport assembly (500) according to the preceding claim, wherein: The control device (503) and the power electronic device (507) are each supplied with energy via at least one of their own supply lines (513, 517), and wherein the interruption device (506) interrupts the supply line (517) of the power electronic device (507) in the event of a fault, while maintaining the supply line (513) of the control device (503).

5. The vehicle assembly (500) according to any one of the preceding claims, wherein: The diagnostic device (504) and the interruption device (506) are jointly supplied with energy by the control device (503).

6. The vehicle assembly (500) according to any one of the preceding claims, wherein: The diagnostic device (504) comprises at least two diagnostic units (514, 524), which are each suitable and designed to process at least partially the same input data and thereby provide diagnostic data.

7. The transport assembly (500) according to the preceding claim, wherein: The diagnostic device (504) is suitable and designed to take into account the diagnostic data of the at least two diagnostic units (514, 524) to identify a fault, wherein the diagnostic units (514, 524) monitor their diagnostic data for this purpose, and / or wherein the diagnostic device (504) comprises at least one superordinate unit for this purpose, which evaluates the diagnostic data of the diagnostic units (514, 524).

8. The vehicle assembly (500) according to any one of the preceding claims, wherein: The interruption device (506) comprises at least two interruption units (516, 526), ​​which can each be switched independently of one another into a fault mode.

9. The transport assembly (500) according to claims 6 and 8, wherein: The interruption units (516, 526) are each assigned to at least one diagnostic unit (514, 524), and the diagnostic units (514, 524) are each able to actively control their assigned interruption units (516, 526) and switch them into a fault mode.

10. The vehicle assembly (500) according to claims 6 and 8, wherein: The interruption units (516, 526) are respectively assigned to at least one diagnostic unit (514, 524), and the diagnostic units (514, 524) are respectively suitable and designed to switch their assigned interruption units (516, 526) into the fault mode based on a comparison of their diagnostic data with diagnostic data of at least one other diagnostic unit (514, 524).

11. The vehicle assembly (500) according to any one of the preceding claims, wherein: The interruption device (506) comprises at least one contactor (536), wherein the contactor (536) is preferably designed as a semiconductor contactor and / or an electromechanical contactor.

12. A transport vehicle component (500) according to any one of the preceding claims, comprising at least one sensor device (508) operatively connected to the control device (503), the sensor device having at least two redundant sensor units (518, 528), which are used to detect characteristic parameters representative of the position and rotation angle of the steering unit (501), and wherein: At least the sensor unit (518, 528) is supplied with energy independently of whether the interruption device (506) is in the fault mode.

13. The vehicle assembly (500) according to one of the preceding claims, wherein: At least the sensor unit (518, 528) is supplied with energy by means of at least one energy accumulator (538), which is designed redundantly with respect to an energy accumulator (552) of the control device (503) and / or of the actuator device (502).

14. The vehicle assembly (500) according to any one of the two preceding claims, wherein: At least the sensor unit (518, 528) is operatively connected to the steering device (520) while bypassing the control device (503), so that the signal of the sensor unit is available to the steering device (520) even if the control device (503) fails.

15. The vehicle assembly (500) according to any one of the preceding claims, wherein: The fault brake device (515) is braked independently of the rotation direction of the steering unit (501).

16. The vehicle assembly (500) according to any one of the preceding claims, wherein: The fail-safe brake device (515) is suitable and designed to provide its braking effect even when the energy supply to the fail-safe device (505) stops and to brake the mobility of the steering unit (501).

17. The vehicle assembly (500) according to any one of the preceding claims, wherein: The fault brake device (515) comprises at least one magnetorheological brake device (525) having at least one permanent magnet device (535), and / or the fault brake device (515) comprises at least one mechanical friction brake (545) having at least one energy storage device.

18. The vehicle assembly (500) according to the preceding claim, wherein: The braking device (525) comprises at least two brake components that can rotate relative to each other, wherein at least one of the brake components can be rotated by the steering unit, and wherein at least one other of the brake components is supported in a rotationally fixed manner, and wherein at least one gap that is at least partially filled with a magnetorheological medium is constructed between the brake components, and wherein the medium can be influenced by means of the magnetic field of the permanent magnet device (535) in such a way that braking is performed using the fault braking torque, and wherein the magnetic field of the permanent magnet device (535) can be reduced by an electric coil device (565) during normal operation, thereby canceling the braking effect.

19. The transport component (500) according to any one of the preceding claims, comprising at least one steering device (520) for converting a steering command given in advance by the steering preset device (510) into a chassis movement, wherein: The steering presetting device (510) and the steering device (520) are connected in normal operation only according to the steer-by-wire scheme, and the steering device (520) has its own energy supply, which is at least partially independent of the energy supply of the steering presetting device (510).

20. A method for operating a vehicle assembly (500) according to any one of the preceding claims.

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