Device, in particular steering preserving device, comprising a movable operating element and an actuator device, and method for

Abstract

The invention relates to a device (100), in particular a steering setting device, comprising a movable operating element (11) and an actuator device (10) for influencing the mobility of the operating element (11) in a targeted manner. The actuator device (10) comprises a magnetorheological brake device (1) and an electric motor (6). The calibration device (7) is suitable and designed to coordinate a braking torque of the braking device (1) and a torque of the motor (6) with each other in the range of an automated calibration routine and to place the braking device (1) in a defined test state for this purpose and to generate at least one test torque which counteracts the braking device (1) by means of the motor (6), and recording at least one characteristic variable which characterizes the influence of the test torque on the mobility of the operating element (11).

Description

Technical Field

[0001] The present invention relates to a device, in particular a steering presetting device, having a movable operating element and an actuator device for selectively influencing the movability of the operating element. The actuator device includes at least one magnetorheological brake device and at least one electric motor. Background Art

[0002] Such devices can be used in various ways, for example as operating buttons or levers with haptic feedback, as steering presetting devices for presetting steering movements according to steer-by-wire concepts. For example, the brakes, together with the motor, simulate the feedback that, in conventional steering systems, originates from the chassis and is felt at the steering wheel.

[0003] This places high demands on the interaction between the brake system and the motor to ensure precise steering feedback and smooth, coordinated steering behavior. The transition from the torque generated by the motor to the braking torque, and vice versa, is particularly crucial. Often, even minor deviations lead to perceptible discontinuities or sudden changes in the rotational resistance during operation.

[0004] Another requirement relates to safety in the event of a fault, such as a power failure (stromausfall) or a loss of torque or braking force (fail-safe situation). Since the steering movement no longer resists resistance, an unexpected strong steering turn (oversteering) can occur, resulting in a very dangerous driving situation.

[0005] However, if the steering unit is typically designed to be (mechanically) stiff (= high base torque), haptically flawless adjustability is no longer possible during normal operation (active return...). Only very flexible steering units (preferably with a base torque of <0.1 Nm for all steer-by-wire components) can achieve haptically demanding and coordinated steering movements. Summary of the Invention

[0006] In contrast, the object of the present invention is to provide an improved device for use which particularly advantageously meets the requirements discussed above. In particular, a precise interaction of the brake system and the motor should be ensured reliably and as permanently as possible.

[0007] This object is achieved by a device having the features of claim 1. The method according to the invention is the subject of claim 23. Preferred developments according to the invention are the subject of the dependent claims. Further advantages and features of the invention can be found in the general description and in the description of the exemplary embodiments.

[0008] The device according to the present invention is, in particular, a steering presetting device (for presetting steering commands according to a steer-by-wire concept) and includes an operating element that can be moved (manually and / or by a motor) and an actuator device for specifically influencing the movability of the operating element. The actuator device includes at least one magnetorheological brake device having at least one electric coil device. The brake device is used to generate a braking torque acting on the operating element, thereby enabling the movability of the operating element to be specifically braked. The actuator device includes at least one electric motor (electromotor) for generating a torque acting on the operating element, thereby enabling active movement of the operating element. The device includes at least one calibration device. The calibration device is suitable and designed to coordinate the braking torque of the brake device and the torque of the motor within the scope of an automated calibration routine. The calibration device is suitable and designed to place the brake device in a defined test state and (before, during, and / or after) generate at least one (defined) test torque acting against the brake device using the motor. The calibration device is suitable and designed to record (and process) at least one characteristic variable that characterizes the effect of the test torque on the movability of the operating element. In particular, the calibration device detects the characteristic variable and / or at least one sensor variable representative of the characteristic variable by means of the sensor device.

[0009] The device according to the invention offers numerous advantages. A calibration device with an automated calibration routine offers significant advantages. This allows the brake system and the motor to be precisely and reliably coordinated with one another, while also being very cost-effective. Automated, regular, and safe calibration routines are particularly important, for example, in the case of pre-set devices. It is particularly advantageous that the calibration routine can be carried out regularly or as needed during operation, thus ensuring the desired coordination of the brake system and the motor even over the long service life of the device. A further advantage is that the calibration device can be integrated into existing devices in a space-saving manner and without structural expense. The calibration device can thus utilize already existing components to carry out the calibration routine.

[0010] In particular, the defined test state into which the brake device is placed by the calibration device is extracted from a set of test states, which set of test states includes at least: a test state for the fail-safe device (in particular with an interruption of the current supply for normal operation); a test state for an aging test of the magnetorheological medium of the brake device; a test state for determining a compensation coil current for (maximally) compensating the fault braking torque of the fail-safe device (with the aid of a reverse field); a test state for obtaining a distribution function and a preferred characteristic curve that describe the relationship between the coil current and the braking torque (which can be generated using the corresponding coil circuit).

[0011] In one advantageous embodiment, the calibration device is adapted and designed to perform at least the following steps in this or another (possible) sequence during a calibration routine and preferably during a test of the failsafe device: Bring the motor to a standstill (speed = 0) or a test speed. Activate a test state (for the failsafe device) in which the electrical coil device is de-energized. In particular, a fault braking torque is present in the test state. The test state is active, in particular, while the speed is 0 or while the test speed is being set. The motor is actuated to generate a test torque. A check is performed to determine whether the test torque is sufficient to move the operating element from a standstill or to maintain the test speed. If the test torque is insufficient, the test torque is increased (gradually) and the sufficiency of the test torque is checked again. If the test torque is sufficient, the (proven sufficient) test torque is compared with a reference torque. If the test torque exceeds (or reaches) the reference torque, the failsafe device is classified as functioning properly. If the test torque falls below the reference torque, the failsafe device is classified as not functioning properly and, in particular, as a fault. In particular, an error message may be output and / or the test repeated at least once.

[0012] In particular, the reference torque used to check whether the operating element can be moved from a standstill is a different reference torque from the reference torque used to check whether the test speed can be maintained. When selecting the reference torque, it is particularly important to consider whether the test is performed with the motor at a standstill or while the motor is already rotating.

[0013] Preferably, the calibration device is adapted and designed to store test torques that have proven sufficient (to overcome the effect of the braking system) and, in particular, also exceed the reference torque in a memory, and to compare the test torques stored in the memory with one another within the scope of long-term monitoring. In particular, the calibration device can thereby detect trends in the fault braking torque over time. For example, this allows maintenance to be planned or recommended in a timely manner, thereby preventing unexpected operational failures.

[0014] If, within the scope of the present invention, reference is made to storing or recording a current or a torque or a braking torque, this relates to the numerical value (and not, for example, the stored current itself).

[0015] Advantageously and preferably, the calibration device is adapted and designed to perform at least the following steps in this or another (possible) sequence during a calibration routine, preferably during an aging test of a magnetorheological medium for a brake system: The motor is brought to a standstill (speed = 0) or a test speed. A test state is activated (for an aging test), in which the electric coil device is energized with a defined test coil current. This, in particular, results in a test braking torque. The test state is particularly active during speed = 0 or during a setting of the test speed. The motor is actuated to generate a test torque. A check is performed to determine whether the test torque is sufficient to move the operating element from a standstill or to maintain the test speed. If the test torque is insufficient, the test torque is increased (gradually) and the sufficiency of the test torque is again checked. If the test torque is sufficient, a test parameter is compared with at least one comparison parameter corresponding to the (proven sufficient) test torque and / or a parameter calculated from the test torque, such as the braking torque. If the test parameter exceeds (or reaches) the comparison parameter, the condition (aging condition) of the brake system is classified as normal. If the test parameter is lower than the comparison parameter: the state of the brake system (aging state) is classified as abnormal, and the control of the coil system is corrected, in particular using compensation parameters, and / or a fault is detected. In particular, an error message can be output and / or the test can be repeated at least once.

[0016] The calibration device is preferably adapted and configured to store test parameters in a memory and to compare the test parameters stored in the memory with one another over a long-term monitoring period. In particular, the calibration device can detect and monitor trends in medium aging or other wear phenomena of the brake system. It is possible and advantageous for the calibration device to increase or decrease the frequency of testing based on these trends.

[0017] The calibration device is preferably adapted and designed to determine at least one compensation parameter based on the test parameters and (in the future) to control the electric coil device taking the compensation parameter into account. The compensation parameter preferably corrects the relationship between the coil current and the braking torque (which can be generated with the corresponding coil current). In particular, the compensation parameter ensures that the coil current required for the required braking torque is increased. To this end, for example, the calibration device can access a control device in which the relationship between the coil current and the braking torque is stored and correct this relationship using the compensation parameter. For example, the compensation parameter is an absolute value, a coefficient, or a function.

[0018] The device preferably includes at least one fail-safe device having at least one permanent magnet device. The permanent magnet device, in particular, provides a magnetic field that is used to generate a fail-safe braking torque acting on the operating element. The magnetic field of the permanent magnet device, in particular, acts on a magnetorheological medium of the brake device (arranged in the gap of the brake device). In particular, during normal operation, the magnetic field of the permanent magnet device can be reduced by the opposing magnetic field of the electric coil device, so that the fail-safe braking torque is at least partially offset. In particular, the opposing field can be generated in such a way that the coil device (by a control device and / or a calibration device) is controlled with a defined offset coil current. This fail-safe device has the advantage that the operating element cannot be rotated without resistance even when the power is off or the coil device is not energized.

[0019] In particular, the failsafe device is suitable for and configured to load the movability of the operating element with a targeted fault braking torque in the event of a brake system failure and / or motor failure. Thus, the operating element is neither locked nor able to move without resistance.

[0020] Preferably and advantageously, the calibration device is suitable and designed to set a plurality of different reverse field coil currents during a calibration routine and preferably during a test for determining the compensation coil current, and to iteratively determine and record the test torque for each of the set reverse field coil currents at which the operating element is set into motion from a standstill or at which the test speed is maintained. In particular, the calibration device is suitable and designed to determine, from the set reverse field coil currents and the test torques recorded therefor, the reverse field coil current at which the minimum test torque is present, and to record this reverse field coil current as the compensation coil current. In particular, the compensation coil current corresponds to the reverse field coil current at which the fault braking torque is reduced or compensated to the greatest extent. In particular, the determined minimum test torque is assumed to represent the maximum reduction in the fault braking torque. (Maximum) compensation is particularly understood to mean the maximum possible compensation that can be achieved in operation within the scope of the device and its calibration.

[0021] Preferably, the calibration device is adapted and designed to record the test torque present when the offset coil current is applied as the base torque. For this purpose, the value of the minimum test torque determined in the test for determining the offset coil current can be used. However, a further calibration routine can also be performed in which the (previously determined and recorded) offset coil current is set and then the test torque is determined and recorded, at which the operating element is set in motion from a standstill or at which the test speed is maintained. This test torque is then recorded as the base torque.

[0022] In particular, the calibration device provides the control device with the offset coil current and / or the basic torque. In particular, the control device takes the offset coil current and / or the basic torque into account when setting the braking torque during normal operation. In particular, the control device takes the offset coil current and / or the basic torque into account when creating and / or adapting the allocation function or the characteristic curve. For example, a required target braking torque should be set during operation. The control device can then take into account that, in order to generate the target braking torque, it must set a braking torque that corresponds to the target braking torque minus the basic torque. Preferably, the control device can take the offset coil current into account when setting the coil current for the purpose of generating the target braking torque.

[0023] Preferably, the calibration device is suitable and designed for gradually increasing the counter-field coil current starting from an initial value and determining a test torque for each increased counter-field coil current, and repeating the iteration as long as the determined test torque decreases. Preferably, the calibration device is suitable and designed for ending the iteration when an increased test torque relative to a previously determined test torque (defined) is determined at least once. In particular, after the end of the iteration, the smallest test torque is selected from the recorded test torques. The counter-field coil current set at this test torque is then preferably recorded as the compensation coil current.

[0024] In one advantageous embodiment, the calibration device is adapted and designed to carry out at least the following steps in this or another (possible) sequence: In particular, the initial value of the counter-field coil current is set to 0 amperes or another defined initial value. The motor is brought to a standstill (speed = 0) or to a test speed. In particular, the test state is active while the speed = 0 or while the test speed is being set. The motor is actuated to generate a test torque. A check is made as to whether the test torque is sufficient to move the operating element from the standstill or to maintain the test speed. If the test torque is insufficient, the test torque is (gradually) increased and the sufficiency of the test torque is again checked. If the test torque is sufficient and is a first determined test torque, iterations are performed with defined increasing counter-field coil currents until at least two determined test torques are present. If the test torque is sufficient and is not the first determined test torque, a check is performed as to whether the test torque is less than the immediately preceding test torque. If the test torque is less than the immediately preceding test torque, the value of the test torque and the counter-field coil current associated therewith are recorded, and at least some of the preceding steps of the calibration routine are iterated with the defined increasing counter-field coil current. If the test torque is greater than the test torque determined immediately before: the currently determined test torque is discarded, and the previously determined test torque is recorded as the (minimum) basic torque (of the actuator device), wherein the corresponding counter-field coil current is recorded as the compensation coil current, and the iteration is terminated. In particular, the basic torque corresponds to the minimum braking torque that still remains when the fault braking torque is compensated (by the counter-field of the coil device).

[0025] In particular, the base torque and / or the compensation coil current can be stored in a memory. The base torque and / or the compensation coil current can be taken into account when controlling the motor and / or the brake system. For example, compensation parameters can be determined from the base torque and / or the compensation coil current. Thus, for example, the motor can be controlled such that the base torque is overcome or imperceptible during normal operation.

[0026] Preferably, the calibration device is adapted and designed to record a compensation coil current and to use it, during normal operation, at least partially to compensate for the fault braking torque. The compensation coil current can be used directly as a target value for the coil current. Alternatively, the compensation coil current can be calculated as a target value using calibration parameters, and the target value can then be used to predetermine the coil current for generating the counter-field.

[0027] Preferably, the calibration device is suitable and designed to store the cancellation coil currents in a memory and to compare the cancellation coil currents stored in the memory with one another over a long-term monitoring period. In particular, the calibration device can detect and monitor trends in the development of permanent magnet devices or other wear phenomena in the brake device.

[0028] In an advantageous and preferred embodiment, the calibration device is suitable and constructed for carrying out at least the following steps in this or another (executable) sequence in a calibration routine: the motor is brought to a standstill or to a test speed. A test state is activated, in which the electric coil device is energized with a defined test coil current so that a defined test braking torque is present. In particular, the test state is activated during a speed = 0 or during a setting of the test speed. The motor is controlled to generate a test torque. A check is made as to whether the test torque is sufficient to bring the operating element out of a standstill and into motion or to maintain the test speed. If the test torque is insufficient: the test torque is increased (gradually) and checked again as to whether the test torque is sufficient. If the test torque is sufficient: an allocation function is created and / or adapted and / or checked using the test torque, which describes the relationship between the coil current and the braking torque (which can be generated with the corresponding coil current).

[0029] By creating or adapting the distribution function in this way, it is possible to ensure that the brake system is optimally controlled and can precisely provide the respectively required braking torque during normal operation. At the same time, the brake system and the motor can be optimally coordinated with each other.

[0030] In particular, the creation and / or adaptation and / or checking of the allocation function is based on the assumption that a braking torque that at least approximately corresponds to the test torque of the motor can be generated using the test coil current. In particular, the coil current that must be set to generate the desired braking torque can be calculated based on the allocation function using an algorithm stored in the calibration device.

[0031] The calibration device is preferably adapted and designed to gradually increase the test braking torque of the electric coil device and, for each set test braking torque, to iterate at least some of the previous steps of the calibration routine. In particular, within the scope of the iteration, at least the step for checking whether the test torque is sufficient and the steps provided as a result of this check are repeated. In other words, for each test braking torque used in the test, a test torque is determined at which the operating element can be moved from a standstill or at which the test speed can be maintained.

[0032] In particular, a test braking torque and a corresponding test torque are recorded for each iteration. Preferably, the calibration device is suitable and designed to record a plurality of test braking torques and the respectively corresponding test torques and to determine a characteristic curve therefrom. In particular, the characteristic curve describes the relationship between the coil current and the braking torque (which can be generated with the corresponding coil current). In particular, the characteristic curve is provided to the control device. In particular, the control device can determine from the characteristic curve which coil current is required to generate the desired braking torque.

[0033] In particular, iterations are performed until the maximum motor torque is reached. It is also possible for iterations to terminate before the maximum motor torque is reached. Preferably, the calibration device and / or control device is adapted and configured to extend the allocation function and / or characteristic curve using an algorithm such that a coil current can also be calculated that generates a braking torque greater than the maximum motor torque. In other words, the algorithm can calculate coil currents that have not been tested or calibrated due to motor power limitations. In particular, the maximum braking torque is greater than the maximum motor torque.

[0034] The calibration device is preferably suitable and designed to store the allocation function and the preferred characteristic curve in a memory and to compare the allocation functions or characteristic curves stored in the memory with one another within the scope of long-term monitoring. In particular, the calibration device can thereby detect trends in the allocation function or characteristic curve over time and perform a condition assessment of the brake system.

[0035] In one advantageous refinement, the calibration device is adapted and designed to calculate a compensation function using the allocation function and the preferred characteristic curve. In particular, the calibration device can adapt the allocation function or the characteristic curve to compensate for (functional and / or temporal) changes in the braking system. It is possible and advantageous for the calibration device to use the results of various tests to calculate the compensation function.

[0036] In all embodiments, it is particularly preferred that the calibration device is adapted and designed to adapt at least one control variable (e.g., of an allocation function and / or a characteristic curve) based on data detected during a calibration routine. The control variable is particularly stored in the control device. The control variable is particularly used to control the actuator device (brake system and / or motor). The calibration routine presented here can thus particularly reliably ensure that the control device always controls the brake system with the optimal control variable.

[0037] In particular, the calibration device is suitable and designed to determine the torque provided by the motor using a (motor-specific) distribution function. The distribution function describes, in particular, the relationship between the motor current and the torque that the motor can provide at the corresponding motor current. The distribution function can include a motor-specific torque constant or be provided by such a motor-specific torque constant. It is also possible for the calibration device to detect the torque provided by the motor using a sensor device.

[0038] It is possible and advantageous if the calibration device is suitable and designed to automatically perform the calibration routine based on trigger parameters. The trigger parameters are in particular taken from a set of trigger parameters, which includes at least: an operating state of the device; the start and / or end of an operation and / or function of the device; a time; an interval; operating hours; the presence of a fault; a command via a control device; or an input command from a user.

[0039] In particular, the calibration device is suitable and designed to automatically select which test to perform in a calibration routine as a function of trigger parameters and / or stored algorithms.

[0040] In a particularly preferred and advantageous development, the device is designed as a steering presetting device. The steering presetting device is used, in particular, to presetting steering commands according to a steer-by-wire concept. The steering presetting device is provided, in particular, for land vehicles and / or water vehicles and / or air vehicles. The operating element is designed, in particular, as a steering unit or at least comprises such a steering unit. Within the scope of such a steering presetting device, the term "operating element" can preferably be replaced by the term "steering unit". The steering unit can comprise a steering wheel, a steering rod, an operating lever or other steering control element. The applicant reserves the right to claim protection for such a steering presetting device.

[0041] Preferably, the calibration device is adapted and designed to perform the calibration routine under the (required) condition that the vehicle, which can be steered using the steering presetting device, is in a suitable operating state. The suitable operating state is selected, in particular, from a group of operating states comprising at least: stationary state; vehicle locked; vehicle exit; running a start routine; running a shutdown routine; folding exterior mirrors; charging the energy storage device; and maintenance mode.

[0042] Preferably, the calibration device is adapted and configured to terminate the calibration routine when the vehicle is no longer in a suitable operating state. It is also possible that the suitable operating state is terminated only after the calibration routine has been fully executed. It is also possible that a reminder regarding the calibration routine is displayed during the calibration routine.

[0043] In particular, the condition that a suitable operating state must exist is also provided for other embodiments of the device. In particular, the calibration device is suitable and designed for performing a calibration routine under the (necessary) condition that the device is in a suitable operating state.

[0044] In all embodiments, it is preferred that the calibration routine includes at least initialization. Initialization is particularly used to establish an operational readiness state and / or a calibration readiness state. During initialization, a defined operational state of the actuator device and / or the control device and / or the sensor device is particularly set. Within the scope of initialization, operating elements are particularly brought to defined positions. In particular, at least the brake device and the motor are initialized. In particular, a defined coil current and a defined motor current (which may be different from or equal to zero) are set. It is possible to provide an initialization phase at the start of device operation. In this case, the initialization of the calibration routine can be integrated into this initialization phase or be carried out independently of this initialization phase. It is possible that at least part of the calibration routine is carried out automatically within the scope of the initialization phase.

[0045] The method according to the present invention is used to operate a vehicle component according to the present invention or one of its designs. The method is particularly designed so that the device described herein can be operated according to the method. The method is particularly designed so that it can also implement the processes that can be performed by the calibration device described herein. The calibration device is particularly suitable and designed to implement the method and, in particular, its designs. The calibration device is particularly suitable and designed to implement the steps expressed in the form of a method within the scope of the present invention. The calibration device particularly includes at least one algorithm for implementing the steps described herein.

[0046] The device comprises, in particular, at least one sensor device. The sensor device can be used to detect, in particular, at least one characteristic variable for the coil current and / or the braking torque of the brake device and / or for the motor current and / or the torque of the motor. The sensor device can include, in particular, at least one characteristic variable for the torque and / or the rotational speed of the brake device. The sensor device comprises, in particular, at least one sensor unit for detecting position information of the operating element and, for example, a rotational angle and / or a rotational direction and / or a rotational speed and / or a torque.

[0047] To control the brake system and the motor, the device preferably includes at least one power electronic device and / or at least one control device (electronic control unit, ECU). The power electronic device, in particular, provides the coil current and / or the motor current. The power electronic device is, in particular, controlled by the control device. The calibration device is, in particular, operatively connected to the control device and / or the power electronic device. The calibration device can, in particular, control the power electronic device and / or the control device in order to supply the required coil current to the brake system and / or the required motor current to the motor for the calibration routine.

[0048] The calibration device predetermines the motor current and / or the motor torque and / or the motor speed, in particular to provide a test torque. The calibration device predetermines the coil current and / or the braking torque, in particular to provide a test state of the braking system. Within the scope of the present invention, coil current or motor current is understood not only to mean the current or current intensity, but also other characteristic variables that are characteristic of the current supply. This could be, for example, the frequency of the alternating current or the alternating voltage.

[0049] The devices described herein can be configured to operate a function of a vehicle (e.g., a rotary actuator with active motor control) or a machine or device (e.g., a medical device, a computer, a game controller). The devices described herein can be configured, for example, as door actuators, brake-by-wire actuators, seat adjustment and / or locking devices. In particular, operating elements can generally be referred to as movable device elements. Device elements can be configured, for example, as levers or shafts. Applicants reserve the right to claim protection for such devices.

[0050] The braking system comprises, in particular, at least one magnetorheological medium and, in particular, at least two brake components that are movable (rotatable) relative to one another. At least one circumferential gap is formed between the brake components. The magnetorheological medium is arranged at least partially in the gap. A controllable magnetic field can be generated by means of a coil arrangement, which acts on the medium, thereby changing the rotational resistance of the brake components and generating a braking torque.

[0051] The failsafe device may include at least one electrical coil device. This coil device may be provided in addition or alternatively for the permanent magnet device. The calibration routine presented here may also be used in particular for this coil device (e.g., to create and / or adapt the assignment function or characteristic curve).

[0052] The failsafe device utilizes, in particular, a magnetorheological medium and / or a play in the braking system. It is also possible for the failsafe device to have its own magnetorheological medium and / or its own play. In particular, the calibration routine presented here can also be used for magnetorheological media in failsafe devices (e.g., aging tests). BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Further advantages and features according to the invention emerge from exemplary embodiments which are explained below with reference to the drawings.

[0054] in:

[0055] Figure 1 A purely schematic diagram shows the device according to the invention;

[0056] Figure 2 Show the basis Figure 1 A detailed view of the device taken along line AA; and

[0057] Figures 3 to 10 A purely schematic architectural diagram shows the operating principle of a calibration device for the arrangement according to the invention. DETAILED DESCRIPTION

[0058] Figure 1 and Figure 2 The device 100 according to the present invention is shown, which has an actuator device 10 for selectively influencing the movability of an operating element 11. The actuator device 10 includes an (electric) motor 6 and a brake device 1 having two brake parts 2, 3 that can be rotated relative to each other. The device 100 is operated according to the method according to the present invention.

[0059] Here, device 100 is designed purely by way of example as a steering presetting device 9 for presetting steering commands according to the steer-by-wire concept. For this purpose, operating element 11 is designed as steering unit 9 and, for example, as a steering wheel. The design torque for electric motor 6 is, for example, 0 to 5 Nm; the design torque for brake system 1 is, for example, 0 to 20 Nm or 0 to 30 Nm.

[0060] The radially outer brake element 3 is rotatably supported on the shaft 22 by means of a bearing 26 and is coupled to the actuating element 11 in a rotationally fixed manner. The radially inner brake element 2 is of stationary design and is connected to the shaft 22. The shaft 22 is connected to the torque support 20 and, for example, to the vehicle body.

[0061] A circumferential gap 5 (the so-called effective gap) extends between the brake components 2 and 3 , in which a magnetorheological medium 15 is arranged. An electric coil device 4 can generate a controllable magnetic field. This influences the medium 15 in the gap 5 in such a way that the desired braking effect is produced between the brake components 2 and 3 . The brake device 1 can be used to selectively brake the operating element 11 and apply it with tactile feedback. The coil device 4 is supplied with electrical energy via a power supply 14 extending through the shaft 22 . The gap 5 is sealed by a seal 25 .

[0062] As in Figure 2As shown in the detailed view of , the gap 5 has a variable gap height in the circumferential direction. For this purpose, the inner brake part 2 is provided with a star-shaped profile 12. The star-shaped profile 12 has a series of ridges and valleys around its circumference. The ridges that extend into the gap 5 can be referred to as magnetic field concentrators. The magnetic field generated by the coil arrangement 4 preferably extends through the region of the gap 5 with the smaller gap width (and therefore in the region of the magnetic field concentrators). This allows for a particularly high braking torque to be achieved in combination with particularly compact dimensions. The outer brake part 3 has an inner surface in the form of a cylindrical circumference.

[0063] To prevent unimpeded rotation of the operating element 11 in the event of a fault, a failsafe device 8 is provided, which includes a permanent magnet arrangement 18 designed as a ring magnet. The magnetic field of the permanent magnet arrangement 18 acts on the medium 15 located in the gap 5 and thus generates a fault braking torque. During normal operation, the magnetic field of the permanent magnet arrangement 18 is canceled by the opposing magnetic field of the electric coil arrangement 4. To prevent magnetic short circuits, an air gap 28 is formed radially inside the permanent magnet arrangement 18, which acts as a magnetic flux barrier.

[0064] The operating element 11 can be actively moved by means of the motor 6. The motor comprises a stator 36 fixedly connected to the shaft 22 and an external rotor 46. The stator 36 is supplied with power via a three-phase power supply 16 extending through the shaft 22. The rotor 46 is rotatably mounted on the shaft 22 by means of a bearing 26.

[0065] The movement or position of the operating element 11 is detected here by means of a sensor device 47 having, for example, a rotation angle sensor 57. The brake system 1 is equipped with a sensor unit 21 designed as a Hall sensor for measuring the magnetic field in the region of the gap 5.

[0066] Actuator device 502 is controlled and supplied with energy by control device 27 (ECU) in conjunction with power electronics 37 , taking into account sensor signals. Algorithms and, for example, control software for control device 27 are stored in memory 17 .

[0067] To ensure the best possible coordination between the brake system 1 and the motor 6, the device 100 is equipped with a calibration device 7, which can periodically perform an automatic calibration routine. During this calibration routine, the brake system 1 is placed in a defined test state. A defined test torque is generated by the motor 6, which reacts on the brake system 1. For example, the height of the test torque, at which the braking torque is overcome, provides characteristic variables regarding the state of the brake system 1 and the failsafe device 8. These characteristic variables can then be used for calibration.

[0068] The calibration device 7 shown here can, for example: test or determine the fault braking torque of the fault safety device 8; determine and calibrate the reverse magnetic field of the coil device 4; perform an aging test on the medium 15 and calibrate the brake device 1 depending on the state of the medium 15; determine and correct a characteristic curve that describes the relationship between the coil current and the braking torque that can be generated with the corresponding coil current.

[0069] Reference below Figures 3 to 10 An exemplary calibration routine that can be performed by the calibration device 7 is described. Here, the abbreviations in the figure mean:

[0070] I B : The test coil current of the brake device 1 currently set for the test state;

[0071] I BTest : Predefined test coil current for test state;

[0072] I BS : Used to offset fault braking torque or to achieve minimum braking torque M Bmin The coil current (also called the offset coil current)

[0073] I M : Current motor current;

[0074] M B : Current braking torque (as coil current I B function);

[0075] M BTest_min :(at I BTest (In the case of ) predefined minimum braking torque;

[0076] M Bmin : Minimum braking torque when canceling the magnetic field of the fail-safe device 8 (energized by the coil device 4 with I BS to achieve);

[0077] M M : Current motor torque (so-called test torque; as motor current I M function);

[0078] M Mmax : Maximum motor torque;

[0079] M MRef_0 : a stored reference value for the motor torque (reference torque) required to overcome the fault braking torque from a standstill;

[0080] M MRef_n : The stored reference value for the motor torque (reference torque) required to achieve the desired result at nTest Overcoming fault braking torque in the case of

[0081] n: speed measured at the operating element 11 (the motor 6 and the brake system 1 rotate accordingly);

[0082] n Test : Preset motor speed for testing the fault braking torque or for testing at a constant speed (so-called test speed).

[0083] exist Figure 3 A calibration routine for testing the fault braking torque of the failsafe device 8 is shown in . Thus, the normal functioning principle of the failsafe device 8 in the event of a complete power failure of the motor 6 and the brake system 1 can be verified and the fault braking torque can be determined.

[0084] The calibration routine is started. Following initialization: Check if the motor 6 is active and if it is not powered; Check if the coil device 4 is not powered; Initialize the sensor device 47.

[0085] Following the iterative procedure: gradually increase the test torque M of the motor 6 M , until the sensor device 47 indicates a rotation of the operating element 11 (n>0). The torque of the motor 6 is set by the motor current. For example, the torque can be monitored based on a known torque constant of the motor 6 (torque related to the motor current) or by a separate torque sensor.

[0086] If the motor torque causing the operating element 11 to rotate is greater than the predefined reference torque M MRef_0 , then the failsafe device 8 is normal and the fault braking torque has been verified. Otherwise, there is an error and the fault braking torque is too small. The driver is then warned, the error is recorded, and further driving may be prohibited.

[0087] Figure 4 Shown Figure 3 A variant of the calibration routine is described in which, instead of measuring from a standstill, the operating element 11 is rotated at a defined test speed within the test range. For this purpose, the motor speed is set to the test speed n Test , and gradually increase the test torque M of motor 6 M , and adjust it so that the test speed n Test If the test torque that maintains the speed is greater than the predefined reference torque M MRef 0, the fault safety device 8 is normal and the fault braking torque has been verified. MRef_n Can be used with Figure 3 A variant of M MRef_0 Different, because there the measurement is from a stationary state.

[0088] exist Figure 5 A calibration routine for an aging test of a medium 15 is shown in . This allows the changing braking effect of the medium to be detected and compensated for in a targeted manner, for example by a defined increase in the coil current.

[0089] The calibration routine is started. Following initialization: Check if the motor 6 is active and if it is not powered; Check if the coil device 4 is not powered; Initialize the sensor device 47.

[0090] Then, the coil device 4 is placed in a test state and a defined test coil current I BTEST The motor is energized. This generates a (defined) braking torque.

[0091] Following the iterative procedure: gradually increase the test torque M of the motor 6 M , until the sensor device 47 indicates a rotation of the operating element 11 (n>0). The torque of the motor 6 is set via the motor current.

[0092] If there is a rotation of the operating element 11, the test torque M M Calculate the test variable, which corresponds to the braking torque M B :M B (I BTEST ). It is known that by using I BTEST The braking torque resulting from the energization can, in principle, also be used to calculate the corresponding braking torque at any coil current.

[0093] The test parameters can be compared with the stored comparison parameters. BTEST The minimum braking torque M that must be achieved under BTest_min If the test parameter exceeds or reaches the comparison parameter, the aging state of the medium 15 is normal. Otherwise, there is an error.

[0094] Then, if necessary, compensation parameters can be calculated that specifically increase the coil current required for the required braking torque. The test parameters can be stored in the memory 17 for long-term monitoring. In this way, the calibration device 7 can monitor the trend of aging or other wear phenomena.

[0095] Figure 6 Shown Figure 5 A variant of the calibration routine is described in which, instead of measuring from a standstill, the operating element 11 is rotated at a defined test speed within the test range. For this purpose, the motor speed is set to the test speed n Test , and gradually increase the test torque M of motor 6 M , and adjust it so that the test speed n Test is constant.

[0096] exist Figure 7 shows a calibration routine for a test for determining the compensation coil current of the coil arrangement 4. Here, the counter-field coil current is determined, with which the effect of the permanent magnet arrangement 18 of the fail-safe device 8 can be compensated or largely offset by means of the counter-field. To this end, the coil arrangement 4 is energized "negatively" so that the effect of the permanent magnet arrangement 18 can be offset. This procedure is not necessary when using a separate coil and (emergency) current supply for the fail-safe device 8.

[0097] The calibration routine is started. Following initialization: Check if the motor 6 is active and if it is not powered; Check if the coil device 4 is not powered; Initialize the sensor device 47.

[0098] The coil arrangement 4 is then placed in a test state. For this purpose, the reverse field coil current or coil current I B Set to 0 amps so that the coil device 4 is not powered.

[0099] Following the iterative procedure: gradually increase the test torque M of the motor 6 M , until the sensor device 47 indicates a rotation of the operating element 11 (n>0). The torque of the motor 6 is set by the motor current. If the operating element 11 is rotating, a check is performed to see whether the test torque is less than the test torque determined immediately before. If this test torque is the first test torque determined, at least one further test torque is determined.

[0100] If the test torque is less than the test torque determined immediately before, the test torque value and the corresponding counter-field coil current are recorded. The corresponding previous steps are then iterated with a defined increase in the counter-field coil current. In other words, the iterative measurement continues as long as the braking effect can be overcome with a smaller test torque as the counter-field coil current increases.

[0101] If the test torque is greater than the test torque determined immediately before, the currently determined test torque is discarded. An increase in the counter-field coil current therefore no longer makes it easier to overcome the braking effect. The previously determined test torque is then recorded as the base torque, with the counter-field coil current associated with it being the compensation coil current. The iteration is terminated. The compensation coil current is therefore the following coil current I B , at this coil current there is a basic torque or minimum braking torque M Bmin The data obtained in this way can then be stored in the control device 27 and used to regulate the brake system 1 .

[0102] Figure 8 Shown Figure 7A variant of the calibration routine is described in which, instead of measuring from a standstill, the operating element 11 is rotated at a defined test speed within the test range. For this purpose, the motor speed is set to the test speed n Test , and gradually increase the test torque M of motor 6 M , and adjust it so that the test speed n Test is constant.

[0103] exist Figure 9 shows a calibration routine for creating a characteristic curve for the brake system 1, which assigns the required braking torque to the respective coil current. The characteristic curve can only be acquired up to the maximum motor torque. For the range above this, extrapolation or other suitable methods can be used.

[0104] The calibration routine is started. Following initialization: Check if the motor 6 is active and if it is not powered; Check if the coil device 4 is not powered; Initialize the sensor device 47.

[0105] Then, the coil device 4 is placed in a test state and a defined test coil current I B The current is supplied to generate a test braking torque. The test coil current can be set so that a counter field is generated and the test proceeds from the base torque. M Here it is set to 0.

[0106] Following the iterative procedure: gradually increase the test torque M of the motor 6 M , until the sensor device 47 indicates a rotation of the operating element 11 (n>0). The torque of the motor 6 is set by the motor current. If there is a rotation of the operating element 11, the current motor current I M Calculate the torque M M From the torque M M Calculate the braking torque.

[0107] Then, by increasing the test coil current I B The test braking torque is increased step by step. For each increase in the test braking torque, an iteration of the previous steps is performed. Thus, a large number of test braking torques and the associated test torques are recorded, from which the characteristic curve M is determined. B (I B ). Iterate until M is reached. Max .

[0108] The characteristic curve can then be provided to the control device 47 for controlling the coil device 4. The characteristic curve can also be used to match an existing characteristic curve or to calculate a compensation function. It can also be compared with historical data to identify trends.

[0109] Figure 10Shown Figure 9 A variant of the calibration routine is described in which, instead of measuring from a standstill, the operating element 11 is rotated at a defined test speed within the test range. For this purpose, the motor speed is set to the test speed n Test , and gradually increase the test torque M of motor 6 M , and adjust it so that the test speed n Test is constant.

[0110] Reference Signs List

[0111] 1. Braking equipment

[0112] 2 brake components

[0113] 3 brake components

[0114] 4 Coil equipment

[0115] 5 Gap

[0116] 6 motors

[0117] 7 Calibration Equipment

[0118] 8 Fail-safe devices

[0119] 9 Switch to preset device

[0120] 10 Actuator equipment

[0121] 11 Operating elements

[0122] 12 Star Outline

[0123] 14 Current supply unit

[0124] 15 Medium

[0125] 16. Current supply unit

[0126] 17 Memory

[0127] 18 Permanent magnet equipment

[0128] 19 Steering unit

[0129] 20 Torque support

[0130] 21 sensor unit

[0131] 22 Axis

[0132] 25 seals

[0133] 26 bearings

[0134] 27 Control Equipment

[0135] 28 air gap

[0136] 36 stator

[0137] 37 Power Electronics Devices

[0138] 46 rotor

[0139] 47 sensor devices

[0140] 57 Rotation Angle Sensor

[0141] 100 devices

Claims

1. A device (100), in particular a steering presetting device (9), comprising a movable operating element (11) and an actuator device (10) for selectively influencing the movability of the operating element (11), wherein: The actuator device (10) comprises at least one magnetorheological brake device (1) having at least one electric coil device (4) for generating a braking torque acting on the operating element (11), whereby the movability of the operating element (11) is braked in a targeted manner, and wherein the actuator device (10) comprises at least one electric motor (6) for generating a torque acting on the operating element (11), whereby the operating element (11) can be actively moved. It is characterized by at least one calibration device (7) which is suitable and constructed for coordinating the braking torque of the brake device (1) and the torque of the motor (6) with one another within the scope of at least one automated calibration routine, and for this purpose placing the brake device (1) in a defined test state and generating at least one test torque acting in reaction to the brake device (1) by means of the motor (6), and recording at least one characteristic variable which characterizes the influence of the test torque on the mobility of the operating element (11).

2. The device (100) according to the preceding claim, wherein The defined test state of the brake device (1) is extracted from a set of test states, which at least includes: a test state for a failsafe device (8), a test state for an aging test of a magnetorheological medium (15) of the brake device (1), a test state for determining a compensation coil current for compensating a fault braking torque of the failsafe device (8), and a test state for obtaining a distribution function describing the relationship between the coil current and the braking torque.

3. The device (100) according to any one of the preceding claims, wherein The calibration device (7) is suitable and designed to carry out at least the following steps in this or another sequence during the calibration routine, preferably during testing of the failsafe device (8): - Bring the motor (6) to a standstill or to a test speed; - activating a test state, in which the electric coil device (4) is in a de-energized state; - operating the motor (6) to generate a test torque; - checking whether the test torque is sufficient to set the operating element (11) into motion from the stationary state or to maintain the test speed; - if the test torque is insufficient: increase the test torque and check again whether the test torque is sufficient; If the test torque is sufficient: comparing the test torque with a reference torque; - if the test torque exceeds the reference torque: returning the failsafe device (8) to normal; If the test torque is lower than the reference torque: the failsafe device (8) is classified as abnormal and, in particular, as a fault.

4. The device (100) according to the preceding claim, wherein The calibration device (7) is suitable and designed to store test torques that have proven sufficient in a memory (17) and to compare the test torques stored in the memory (17) with one another within the scope of long-term monitoring.

5. The device (100) according to any one of the preceding claims, wherein The calibration device (7) is suitable and designed for carrying out at least the following steps in this or another sequence during the calibration routine, preferably during an aging test for a magnetorheological medium (15): - Bring the motor (6) to a standstill or to a test speed; - activating a test state, in which the electric coil device (4) is energized with a defined test coil current; - operating the motor (6) to generate a test torque; - checking whether the test torque is sufficient to set the operating element (11) into motion from the stationary state or to maintain the test speed; - if the test torque is insufficient: increase the test torque and check again whether the test torque is sufficient; If the test torque is sufficient: comparing a test parameter with a comparison parameter, which corresponds to the test torque and / or a parameter calculated from the test torque and, for example, a braking torque; - if the test parameter exceeds the comparison parameter: classifying the state of the brake system (1) as normal; If the test parameter is lower than the comparison parameter: the state of the brake system (1) is classified as abnormal.

6. The device (100) according to the preceding claim, wherein The calibration device (7) is suitable and designed to store the test parameters in a memory (17) and to compare the test parameters stored in the memory (17) with one another within the scope of long-term monitoring.

7. The device (100) according to any one of the two preceding claims, wherein The calibration device (7) is suitable and designed to determine at least one compensation parameter as a function of the test parameter and to actuate the electric coil device (4) taking the compensation parameter into account, wherein the compensation parameter in particular corrects the relationship between the coil current and the braking torque.

8. The device (100) according to any one of the preceding claims, comprising at least one failsafe device (8) having at least one permanent magnet arrangement (18), wherein: The permanent magnet device (18) provides a magnetic field for generating a fault braking torque acting on the operating element (11), wherein, in normal operation, the magnetic field of the permanent magnet device (18) can be reduced by the counter-magnetic field of the electric coil device (4), so that the fault braking torque is at least partially offset, wherein the counter-field energy is generated in such a way that the coil device (4) is controlled with a defined counter-field coil current, and wherein the calibration device (7) is suitable and constructed for setting a plurality of different counter-field coil currents in the calibration routine, preferably in a test for determining the counter-field coil current, and for each of the set counter-field coil currents, iteratively determining and recording a test torque at which the operating element (11) is set into motion from the stationary state or maintains a test speed at this test torque, and wherein the calibration device (7) is suitable and constructed for determining, from the set counter-field coil current and the test torque recorded therefor, a counter-field coil current at which a minimum test torque is present, and recording this counter-field coil current as the counter-field coil current.

9. The device (100) according to the preceding claim, wherein The calibration device (7) is suitable and constructed for gradually increasing the reverse field coil current starting from an initial value and determining a test torque for each increased reverse field coil current, and repeating the iteration as long as the determined test torque decreases, and wherein the calibration device (7) is suitable and constructed for ending the iteration when an increased test torque relative to a previously determined test torque is determined at least once.

10. The device (100) according to any one of the two preceding claims, wherein The calibration device (7) is adapted and configured to carry out at least the following steps in this or other sequences: - setting the initial value of the reverse field coil current to, in particular, 0 amperes; - Bring the motor (6) to a standstill or to a test speed; - operating the motor (6) to generate a test torque; - checking whether the test torque is sufficient to set the operating element (11) into motion from the stationary state or to maintain the test speed; - if the test torque is insufficient: increase the test torque and check again whether the test torque is sufficient; If the test torque is sufficient and is a first defined test torque: iterating with a defined increasing counter-field coil current until at least two defined test torques are present; If the test torque is sufficient and is not the first determined test torque: checking whether the test torque is less than the immediately previously determined test torque; If the test torque is less than the test torque determined immediately before: recording the value of the test torque and the counter-field coil current associated therewith and iterating at least a part of the preceding steps of the calibration routine with a defined increased counter-field coil current; If the test torque is greater than the immediately previously determined test torque: the currently determined test torque is discarded and the previously determined test torque is entered as the basic torque, wherein the corresponding counter-field coil current is entered as the compensation coil current, and the iteration is ended.

11. The device (100) according to any one of the three preceding claims, wherein The calibration device (7) is suitable and designed to record the compensation coil current and to be used at least partially to compensate the fault braking torque during normal operation.

12. The device (100) according to any one of the four preceding claims, wherein The calibration device (7) is suitable and designed to store the cancellation coil currents in a memory (17) and to compare the cancellation coil currents stored in the memory (17) with one another within the scope of long-term monitoring.

13. The device (100) according to any one of the preceding claims, wherein The calibration device (7) is adapted and configured to carry out at least the following steps in this or other sequences during the calibration routine: - Bring the motor (6) to a standstill or to a test speed; - activating a test state, in which the electric coil device (4) is energized with a defined test coil current, so that a test braking torque is present; - operating the motor (6) to generate a test torque; - checking whether the test torque is sufficient to set the operating element (11) into motion from the stationary state or to maintain a test speed; - if the test torque is insufficient: increase the test torque and check again whether the test torque is sufficient; If the test torque is sufficient: using the test torque to create and / or adapt a distribution function that describes the relationship between coil current and the braking torque.

14. The device (100) according to the preceding claim, wherein The calibration device (7) is suitable and constructed for gradually increasing the test braking torque of the electric coil device (4) and for performing iterations of at least a portion of the preceding steps of the calibration routine for the set test braking torque, thereby recording a plurality of test braking torques and the associated test torques and determining therefrom a characteristic curve describing the relationship between the coil current and the braking torque.

15. The device (100) according to the preceding claim, wherein Iterate until the maximum motor torque is reached.

16. The device (100) according to any one of the three preceding claims, wherein The calibration device (7) is suitable and designed to store the assignment function and preferably the characteristic curve in a memory (17) and to compare the assignment functions or characteristic curves stored in the memory (17) with one another within the scope of long-term monitoring.

17. The device (100) according to any one of the four preceding claims, wherein The calibration device (7) is suitable and designed to calculate a compensation function using the assignment function and preferably the characteristic curve, so that the assignment function or the characteristic curve can be adapted to compensate for changes.

18. The device (100) according to any one of the preceding claims, wherein The calibration device (7) is suitable and designed for adapting at least one control variable, preferably a distribution function and / or a characteristic curve, based on data acquired in the calibration routine, wherein the control variable is stored in the control device (20) and is used to control the actuator device (10).

19. The device (100) according to any one of the preceding claims, wherein The calibration device (7) is suitable and designed to determine the torque provided by the motor (6) by means of a distribution function which describes the relationship between the motor current and the torque which can be provided by the motor (6) at a corresponding motor current.

20. The device (100) according to any one of the preceding claims, wherein The calibration device (7) is suitable and constructed for automatically performing the calibration routine according to trigger parameters, wherein the trigger parameters are extracted from a set of trigger parameters, the set of trigger parameters comprising at least: the operating state of the device (1); the start and / or end of the operation and / or function of the device (1); time; interval; number of operating hours; presence of a fault; an instruction via a control device (20); an input instruction from a user.

21. The device (100) according to any one of the preceding claims, configured as a steering presetting device (9) for presetting steering commands according to a steer-by-wire concept, wherein: The operating element (11) is designed as a deflection unit (19) or at least comprises such a deflection unit.

22. The device (100) according to the preceding claim, wherein The calibration device (7) is suitable and constructed for performing a calibration routine under the following conditions, namely, the vehicle that can be steered using the steering preset device (9) is in a suitable operating state, wherein the suitable operating state is extracted from a group of operating states, the group of operating states comprising at least: stationary state; vehicle locking; leaving the vehicle; starting routine operation; shutting down routine operation; folding of exterior rearview mirrors; charging process of energy storage device; maintenance mode.

23. A method for operating a device (100) according to any one of the preceding claims.

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