Steering device

Abstract

Disclosed is a steering device (1) for a vehicle, the steering device (1) comprising the following: a hydraulic drive unit (2); a conversion unit (3); the hydraulic drive unit (2) is fluidically connected to the conversion unit (3) in such a way that the hydraulic drive unit (2) can hydraulically apply a pressure to the conversion unit (3), the conversion unit (3) having a piston (3.1) and a transmission unit (3.2) which transmits the pressure to the conversion unit (3) when a hydraulic pressure is applied to the piston (3.1). The piston introduces a piston force into the transmission unit (3.2), and the transmission unit (3.2) applies an output torque or an output force to the output element (4) in response to the introduced piston force. A steering apparatus and a vehicle are also disclosed.

Description

Technical Field

[0001] The present invention relates to a steering operating device, a steering system, and a vehicle. Background Technology

[0002] The increasing electrification of road vehicles, especially commercial vehicles, has led to the electrification of vehicle subsystems, such as steering systems with steering wheels, as the electrical power available today is greater than in conventionally driven vehicles and is suitable for the operation of such subsystems. Other factors driving subsystem electrification include increasingly stringent CO2 emission reduction regulations and the implementation of driver assistance features. Consequently, steering systems are evolving towards electromechanical steering systems. However, such electromechanical steering systems require a relatively large construction to apply the required output torque or force to the steering mechanism to manipulate the steering device, ultimately causing the steering wheels to deflect. The mechanical connection required to transmit the required output torque or force to the steering mechanism also presents a challenge in terms of placement within the vehicle's mounting space. In addition to electromechanical steering systems, hydraulic steering systems are also known and used in conventionally driven vehicles. Here, a pump connected to the internal combustion engine continuously operates to generate the required hydraulic pressure, which hinders energy-efficient operation of the steering device because the pump continues to operate even when no output torque or force is required to be applied to the steering mechanism. Summary of the Invention

[0003] Therefore, the objective of this invention is to provide a steering operating device, a steering device, and a vehicle that can at least solve one of the aforementioned problems.

[0004] This task is solved by the subject matter of the independent claims. Advantageous extensions are the subject matter of the dependent claims.

[0005] According to the present invention, a steering operating device for a vehicle is provided, wherein the steering operating device has the following components: - Hydraulic drive unit, - Conversion unit, - Output element, configured to apply output torque or output force to the steering mechanism. The hydraulic drive unit is fluidly connected to the conversion unit, enabling the hydraulic drive unit to apply pressure to the conversion unit hydraulically. The conversion unit has a piston and a transmission unit. When the piston is loaded with hydraulic pressure, the piston introduces the piston force into the transmission unit, and the transmission unit, in response to the introduced piston force, applies an output torque or output force to the output element.

[0006] The piston of the conversion unit is preferably configured to be loaded from both sides by pressure from the hydraulic drive unit. In this way, the piston can be loaded bidirectionally, and output torque or force in a first direction or an opposite second direction can be applied to the output element depending on the pressure load. Thus, output torque or force with different signs can be output.

[0007] The piston is preferably guided within a pressure chamber, where pressure can be applied by supplying a working medium to the piston. If the piston can be loaded from both sides, it is advantageous to have pressure chambers on both sides of the piston, within which the piston is guided. In this case, the volume of the two pressure chambers changes by the movement of the piston. When the piston moves, causing the first pressure chamber to increase, the second pressure chamber simultaneously decreases.

[0008] The working medium can be delivered by a hydraulic drive unit.

[0009] Alternatively, an embodiment may be considered that has a piston configured to apply pressure from one side, thereby introducing the corresponding piston force into the transmission unit. In this case, two pistons may be provided, wherein pressure is selectively applied to only one of the two pistons to generate the desired output torque or the desired output force.

[0010] Selective pressure loading of the various pressure chambers of the steering operating device, and especially the switching unit, can be controlled by a valve that directs the working medium to a preset pressure chamber according to the valve position. This valve can be part of the drive unit or the switching unit, or it can be located in the fluid connection between the drive unit and the switching unit.

[0011] The transmission unit is preferably arranged between the piston and the output element. The transmission unit is particularly used to receive the piston force and thereby generate an output torque or output force, which is then applied to the output element. Preferably, a portion of the transmission unit is integrally constructed with the piston, or connected to the piston as a single unit.

[0012] The output element can be configured as a translationally movable element. Alternatively, it can be configured as a rotatable shaft, or have a rotatable shaft. The output element is preferably configured as a Pitman-Arm, or has a Pitman-Arm. This Pitman-Arm can be connected to the shaft of the output element.

[0013] The transmission unit may in particular have a actuator that converts the piston force into torque, which is then applied to the output element. For this purpose, the transmission unit (especially the actuator) may have a mechanism configured to convert translational motion into rotational motion. In particular, such a mechanism may have a combination of pinion and rack, a sliding screw, and / or a ball screw drive, wherein the translational motion side of the respective mechanism preferably contacts the piston directly or through an intermediate element, while the rotational motion side preferably contacts the output element directly or through an intermediate element.

[0014] Preferably, a portion of the transmission unit's actuator is integrally constructed with the piston, or connected to the piston as a single unit. In particular, the translational portion of the mechanism can be connected to or integrally implemented with the piston. For example, a rack can be connected to or implemented as part of the piston by constructing corresponding teeth on the piston that mesh with corresponding pinions.

[0015] The steering mechanism preferably has a module formed by a drive unit. Particularly preferred is that all components of the drive unit are disposed on a common support element and / or within a common housing of the drive unit. This common support element may be a base plate to which all components of the drive unit are connected. Alternatively, one of the components of the drive unit may function as the common support element, with at least one other component mounted or disposed on this common support element. Furthermore, at least one component of the drive unit may be mounted or disposed on another component of the drive unit, which in turn is disposed on the common support element.

[0016] This drive unit can advantageously be constructed as a separate component, independent of the steering operating device disclosed herein and hereinafter, as well as the steering device and vehicle described below.

[0017] By implementing the drive unit as a module, independent components can be obtained, which is particularly convenient for the assembly and disassembly of the steering control device or the drive unit within the steering control device. Maintenance is also advantageous because the drive unit to be maintained can be extracted and maintained as a complete component, while a second drive unit can be installed, allowing the steering control device to continue operating.

[0018] The drive unit preferably includes a pump as a component, which applies pressure to the switching unit. This pump is preferably constructed as a bidirectional pump. In particular, the pump may be an internal gear pump or a vane pump, or implemented as such. When the pump is implemented as bidirectional, the working medium can be delivered to different pressure chambers depending on the pump's delivery direction, thereby applying pressure to the pistons of the switching unit from different sides. If it is a unidirectional pump, a valve can be provided, configured to deliver the working medium to one or the other pressure chamber depending on the valve's position. Such a valve may also be provided if at least two pistons are provided, and the working medium should be selectively delivered to the corresponding pressure chambers of the pistons. This pump preferably contacts a container for the working medium. This container may be part of the steering mechanism.

[0019] The pump in the drive unit is preferably configured to be driven by an electric motor, which is configured as an element of the drive unit. This type of motor advantageously enables on-demand operation of the steering mechanism. That is, unlike conventionally driven vehicles where the pump is continuously driven by an internal combustion engine rather than an electric motor, the pump here can be operated on demand by activating only when it is desired to apply pressure to the switching unit or piston. In this way, significantly more energy-efficient operation can be achieved compared to conventionally driven vehicles.

[0020] The drive unit preferably has a control device as an element, which is configured to operate the drive unit (especially a motor and / or pump) to generate pressure. If the drive unit is implemented as a module, the control device may also be connected to a support element or housed within the housing of the drive unit.

[0021] However, besides this implementation, the control device can also be set up as a separate part of the steering operation device. This allows for a more flexible arrangement of the control device. In addition, it allows for a smaller drive unit.

[0022] Typically, the control device can be configured as an electrical or electronic control device, which in particular outputs a control signal for manipulating the drive unit or the pump of the drive unit. This control signal may correspond to the input signal mentioned below.

[0023] The drive unit is preferably directly connected to the conversion unit. In this case, the drive unit and the conversion unit together constitute a single component. This can be achieved, in particular, by having both housed within a common housing, or by having the drive unit and conversion unit interconnected. Such a connection can be achieved, for example, by connecting elements such as screws. More specifically, the drive unit and the conversion unit can be configured with separate housings, wherein the two housings are interconnected to construct independent components. The drive unit and the conversion unit have interfaces that are in contact with each other, and a working medium can be supplied through these interfaces to apply hydraulic pressure to the conversion unit or piston. In this way, the drive unit and the conversion unit form a common component or module that can be assembled or disassembled as a whole.

[0024] By constructing the drive unit and the conversion unit as a common component or module, the assembly and disassembly of the steering operation device are facilitated. Maintenance is also advantageously configured because the combination of the drive unit and conversion unit to be maintained can be extracted and maintained as a complete component, while a second assembly can be installed, allowing the steering operation device to continue operating.

[0025] Alternatively, the drive unit and the conversion unit are arranged separately, with a piping connection between them to apply hydraulic pressure to the conversion unit. This allows for relatively flexible arrangement of the drive unit. The drive unit does not necessarily need to be connected to the conversion unit, nor does it need to be located near it. In contrast, the conversion unit, connected mechanically to the output element or to the steering mechanism via the output element, has less arrangement flexibility. Therefore, with this separate implementation of the drive unit and conversion unit, the steering operation device can better utilize installation space, as the drive unit does not need to be located in the position set by the conversion unit, compared to an implementation where the drive unit and conversion unit are interconnected. Here, the piping connection between the drive unit and conversion unit can be directed relatively freely.

[0026] The drive unit, and especially the motor and / or pump of the drive unit, is preferably configured to apply hydraulic pressure to the conversion unit in response to an input signal. This input signal may, for example, be provided to the pump or motor by the control device of the drive unit. The input signal itself may be generated by a steering command, which is transmitted to the drive unit or steering actuation device.

[0027] The steering mechanism preferably includes a detection unit configured to detect steering commands. This detection unit can detect steering commands, particularly those transmitted to the steering mechanism from external sources. As described below, the steering commands themselves can originate from various sources.

[0028] The steering control device preferably has a driver interface to receive steering commands from the driver (driver steering commands), wherein the detection unit is configured to convert the driver steering commands into steering commands and / or detect them as input signals. The driver interface preferably has a steering wheel, through which the driver can generate corresponding driver steering commands by turning the steering wheel or applying a corresponding torque to the steering wheel.

[0029] The detection unit preferably includes a torque sensor and / or a rotation angle sensor to detect steering commands. It is particularly advantageous when the driver gives a steering command via the steering wheel (driver steering command). In this case, the driver steering command can be detected by detecting the torque applied by the driver to the steering wheel or the rotation angle set at the steering wheel. However, it is also possible not to detect the torque directly applied by the driver or the set rotation angle. For example, a transmission mechanism can be provided so that torque or rotation angle is detected after transmission.

[0030] Alternatively or additionally, the detection unit has a data interface to detect steering commands. The data interface can be connected, in particular, to the vehicle's control system, which is configured to partially or fully automate the control and steering of the vehicle. Here, the control system can be, in particular, a system known in the technical field as an ADAS or HAD system. Such systems can transmit steering commands directly to the steering actuator via the data interface of the detection unit. These steering commands can correspond to torque or rotation angle at the steering wheel, or they can be entirely different. For example, it is conceivable that the steering actuator is also used in fully autonomous vehicles that do not have a steering wheel or similar driver interface. Therefore, steering commands that do not correspond to torque or rotation angle at the steering wheel can also be detected via the data interface.

[0031] The detected steering command or driver steering command can typically be used, in particular, as an input signal to activate the motor and / or pump, or can be configured to generate a corresponding input signal by means of a detection unit or a control device to activate the motor and / or pump.

[0032] The steering mechanism preferably has a mechanical connection from the driver's interface to the conversion unit (especially to the transmission unit), through which the driver's steering commands can be mechanically applied to the conversion unit. This can be achieved, for example, through a direct mechanical transmission from the driver's interface (i.e., the steering wheel) to the steering mechanism. This can be a direct shaft connection or a shaft connection with an intermediate transmission. Alternatively or additionally, the connection may be configured to have a steering mechanism, especially a steering mechanism in the form of a universal joint and / or a bevel gearbox. In this way, the driver can mechanically input torque directly into the steering mechanism or conversion unit. The conversion unit is preferably configured to apply output torque or output force to the output element in response to the input torque.

[0033] To achieve this, the transmission unit in the conversion unit is preferably configured to combine or superimpose the piston force input by the hydraulic input and the torque input by the driver. This can be achieved, for example, by superimposing a transmission mechanism. In particular, it can be configured such that the piston is connected to a mechanically connected shaft via a moving screw, a ball screw drive, a combination of pinion and rack and / or similar components.

[0034] The mechanical connection from the driver interface to the conversion unit advantageously enables a mechanical backup level, so that even if the drive unit can no longer apply pressure (e.g., due to a failure of the pump, motor, control unit or the entire drive unit), steering commands can still be mechanically applied to the conversion unit.

[0035] However, the drive unit can also be used to support torque generated by the driver through the driver interface and applied to the conversion unit via a mechanical connection. In this case, driver support can be achieved by applying pressure to the piston.

[0036] The driver's steering command is preferably, or includes, the driver's steering torque, wherein the mechanical connection has a one-way clutch that allows the driver's steering torque to be mechanically transmitted to the conversion unit when the output force or torque of the output element is insufficient to correspond to the driver's steering command. In this way, the torque provided by the driver through the driver interface can be used as support for the steering operation device.

[0037] According to an advantageous embodiment of the invention, the driver interface is implemented without a mechanical connection to the conversion unit. In this embodiment, the driver interface is preferably used as a data source, through which steering commands such as steering angle or steering torque are transmitted to the detection unit. In this case, the steering operation device is less complex to construct because there is no longer a need to mechanically superimpose the torque applied by the driver to the steering wheel with the piston force.

[0038] According to the present invention, a steering device for a vehicle (particularly for a commercial vehicle) is provided, the steering device having the following components: - At least one axle having wheels that can be steered by a steering mechanism, and - The steering mechanism as described above, The steering mechanism is connected to the output element of the steering operation device.

[0039] In this way, the steerable wheels of a vehicle can be turned by operating the steering mechanism. Thus, output torque or output force can be applied to the steering mechanism through the output element of the steering mechanism.

[0040] According to the present invention, a vehicle (especially a commercial vehicle) is provided having a steering device as described above.

[0041] The vehicle itself is preferably implemented as a conventional (i.e., internal combustion engine), electric, or hybrid vehicle. In particular, it can be configured to operate partially or fully automatically. In this case, it is preferable to connect the vehicle control system that controls the partially or fully automated operation of the vehicle to a detection unit to send corresponding steering commands to the steering operating device. Attached Figure Description

[0042] The present invention will be described below with reference to the accompanying drawings and preferred embodiments.

[0043] It shows: Figure 1 The first embodiment of the present invention, Figure 2 The second embodiment of the present invention, Figure 3 The third embodiment of the present invention, and Figure 4 The fourth embodiment of the present invention. Detailed Implementation

[0044] Figure 1 The first embodiment of the present invention is shown.

[0045] A steering operating device 1 is shown, which has a hydraulic drive unit 2 and a conversion unit 3. Furthermore, the steering operating device 1 has an output element 4, which is configured here as a rotatable element, and in particular can be constructed as a steering arm to support the output torque raised by the steering mechanism (not shown). In the plane of the drawing, the output element 4 is configured to rotate about an axis oriented perpendicular to the plane of the drawing.

[0046] The hydraulic drive unit 2 has a housing 2.1 containing its components. The drive unit 2 includes, but is not intended to be exhaustive, a pump 2.2, a motor 2.3, and a control unit 2.4. The motor 2.3 is configured to drive the pump 2.2 in response to an input signal provided by the control unit 2.4, so that the pump can deliver the hydraulic working medium to the conversion unit 3. The drive unit 2 itself is modularly constructed via its housing 2.1. Therefore, it is constructed as a separate component. This particularly facilitates the assembly, disassembly, and maintenance of the drive unit 2. The control unit 2.4 itself can be configured as an electrical or electronic control device.

[0047] The conversion unit 3 has a piston 3.1, which is configured to move downwards and vice versa, as shown in the figures. The piston 3.1 is disposed within a cylinder that guides the piston as it moves. Here, the piston 3.1 separates a first pressure chamber 3.3 and a second pressure chamber 3.4 within the cylinder. As the piston 3.1 moves downwards, the volume of the first pressure chamber 3.3 increases, while the volume of the second pressure chamber 3.4 decreases. As the piston 3.1 moves upwards, the volume of the first pressure chamber 3.3 decreases, while the volume of the second pressure chamber 3.4 increases.

[0048] Piston 3.1 is also connected to transmission unit 3.2. Transmission unit 3.2 is configured to convert piston force (generated by applying pressure to piston 3.1 within one of pressure chambers 3.3 and 3.4) into output torque and apply this output torque to output element 4. For this purpose, transmission unit 3.2 has a combination of pinion and rack, wherein the rack is connected to piston 3.1 and meshes with the pinion connected to output element 4. Thus, piston force is transmitted to transmission unit 3.2 via rack and then to pinion, thereby applying output torque to output element 4.

[0049] The conversion unit 3 also has a housing 3.5, within which a piston 3.1, pressure chambers 3.3 and 3.4, and a transmission unit 3.2 are disposed. The conversion unit 3 itself is constructed as a module through its housing 3.5. Therefore, its construction is as an independent component. This makes the assembly, disassembly, and maintenance of the conversion unit 3 particularly convenient.

[0050] In the illustrated embodiment, the hydraulic drive unit 2 and the conversion unit 3 are interconnected such that their housings 2.1 and 3.5 are in direct contact with each other. Thus, the drive unit 2 and the conversion unit 3 constitute a module, or rather, a single component. The corresponding interfaces for transferring the hydraulic working medium from the pump 2.2 to the pressure chamber 3.3 or pressure chamber 3.4 are directly fluidly connected to each other through the contact of the two housings 2.1 and 3.5. Therefore, the pump 2.2 can directly deliver the working medium to the pressure chambers 3.3 and 3.4. The delivery path of the hydraulic working medium is shown by two arrows leading from the pump 2.2 to the pressure chambers 3.3 and 3.4.

[0051] In addition to the drive unit 2 and the conversion unit 3, the steering operation device 1 also has a detection unit 5. This detection unit is configured to detect steering commands. As shown in the attached figures, the steering command may originate from the driver interface 6, which is presented here as a steering wheel. To detect the steering command, the detection unit 5 may have a torque sensor and / or a steering angle sensor. Here, the steering command can be detected by detecting the torque applied to the steering wheel by the driver or the rotation angle set there. However, it can also be configured not to detect the torque directly applied by the driver or the set rotation angle. For example, a transmission device can be provided so that torque or rotation angle is detected after transmission.

[0052] Alternatively or additionally, the detection unit 5 has a data interface for detecting steering commands. The data interface can be connected, in particular, to a vehicle control system configured to partially or fully automate the vehicle's control. Such systems can transmit steering commands directly to the steering actuator via the detection unit's data interface. These steering commands may correspond to torque or rotation angle at the steering wheel, or they may be entirely different. For example, it is conceivable that the steering actuator could also be used in fully autonomous vehicles that do not have a steering wheel or similar driver interface 6. Therefore, steering commands that do not correspond to torque or rotation angle at the steering wheel can also be detected via the data interface.

[0053] The detection unit 5 is configured to transmit the detected steering command to the drive unit 2, wherein the control device 2.4 is configured to convert the steering command into a corresponding input signal for the motor 2.3.

[0054] The steering control device 1 operates as follows: If the steering command transmitted to the detection unit 5 via the driver interface 6 indicates that no steering is required, the input signal to the control device 2.4 will not activate the motor 2.3. Therefore, the pump 2.2 will not deliver the working medium to the conversion unit 3 or one of the pressure chambers 3.3, 3.4 therein, resulting in no pressure loading of the piston 3 from the upper or lower side shown in the figure. Consequently, the transmission unit 3.2 will not apply output torque to the output element 4.

[0055] If the steering command detected by the detection unit 5 from the driver interface 6 indicates that the vehicle's wheels should be steered, the control device 2.4 generates a corresponding input signal based on the steering command transmitted from the detection unit 5 to the drive unit 2. This input signal activates the motor 2.3, which then drives the pump 2.2. The pump 2.2 then delivers the working medium to either the upper pressure chamber 3.3 or the lower pressure chamber 3.4 according to the steering command, thereby applying pressure to the piston 3.1 accordingly. Consequently, a corresponding piston force is applied to the piston 3.1, which is further supported in the transmission unit 3.2. The transmission unit 3.2 converts the piston force into a corresponding output torque through a combination of pinion and rack, and applies this output torque to the output element 4, which is then supported in the vehicle's steering mechanism (not shown), thereby ultimately achieving the steering of the vehicle's wheels.

[0056] Figure 2 A second embodiment of the present invention is shown.

[0057] This implementation method basically corresponds to Figure 1 The implementation method is shown. Therefore, it can be referred to. Figure 1 The following description only explains the differences between the two implementation methods.

[0058] and Figure 1 The implementation method differs from that in this case; the drive unit 2 and the conversion unit 3 are not connected to each other. The two housings 2.1 and 3.5 are separated from each other, and a pipeline connection 7 is provided between the two housings 2.1 and 3.5, so the pump 2.2 can deliver the working medium to the pressure chamber 3.3 or the pressure chamber 3.4 through the pipeline connection 7.

[0059] The working principle of this implementation method is basically corresponding to Figure 1 The main advantage here lies in the greater flexibility in the arrangement of the drive unit 2 and the conversion unit 3, as the piping connection 7 can extend relatively freely within the vehicle. Therefore, the drive unit 2 and the conversion unit 3 can be arranged in advantageous locations within the vehicle.

[0060] Figure 3 A third embodiment of the present invention is shown.

[0061] This implementation method basically corresponds to Figure 1 The implementation method is described above. Therefore, please refer to the following: Figure 1 Explanation.

[0062] right Figure 1In the illustrated embodiment, the steering operating device 1 further includes a mechanical connection 8 to the driver interface 6. Therefore, torque can be applied to the connection 8 via the driver interface 6, and this torque can be transmitted to the conversion unit 3. The mechanical connection 8 here is implemented as a shaft connected to a piston 3.1. A transmission (not shown) is provided between the piston 3.1 and the shaft, configured to convert the torque applied to the shaft by the driver interface 6 into a force acting on the piston 3.1. This force also acts like a piston force, generated by pressure loading of the piston 3.1, which is parallel to a vertical line extending downwards in the figures. To convert the torque applied to the shaft by the driver interface 6, the transmission may have a ball screw drive, a sliding screw, or a similar component.

[0063] The mechanical connection 8 from the driver interface 6 to the conversion unit 3 enables a mechanical backup level, so that even if the piston 3.1 can no longer be pressured by the drive unit 2 (e.g., due to a failure of the pump 2.2 or the entire drive unit 2), force can still be applied to the piston 3.1 mechanically.

[0064] However, in this embodiment, it is also possible to achieve the support of the torque (or the force acting on the piston 3.1) introduced through the shaft via the mechanical connection 8 by applying additional hydraulic pressure to the piston 3.1 by the pump 2.2, so that the driver needs to apply a small force on the driver interface 6 to steer the vehicle.

[0065] Figure 4 The fourth embodiment of the present invention is shown.

[0066] This implementation method basically corresponds to Figure 2 An extended embodiment of the implementation is provided, where the drive unit 2 and the conversion unit 3 are implemented separately but fluidly connected to each other via a pipe connection 7. Additionally, this embodiment also includes... Figure 3 Mechanical connection 8 connects the driver interface 6 to the conversion unit 3. Because mechanical connection 8 differs from [other connections] in implementation and operation... Figure 3 For the corresponding information, please refer to the following: Figure 3 The corresponding explanation.

[0067] In the above figures, the driver interface 6 is shown in the form of a steering wheel. However, in future vehicles, this driver interface will no longer be necessary because the vehicle will operate automatically. Here, the detection unit 5 will only receive steering commands from other control systems.

[0068] In another embodiment not shown (which may be based on...) Figures 1 to 4 (As shown in one of the attached figures), the piston 3.1 is integrally implemented with the rack of the transmission unit 3.2. Here, the teeth of the rack can be implemented on the surface of the piston 3.1.

[0069] In summary, the present invention provides an electro-hydraulic steering operating device 1, which has the advantage of energy-saving operation by applying pressure to the conversion unit 3 or piston 3.1 only when needed, that is, the pump 2.2 of the drive unit 2 only needs to be operated when pressure is required. Furthermore, compared with electromechanical solutions, the use of hydraulic components enables a relatively high force and torque transmission ratio, while the components of the steering operating device 1 also have a space-saving structure and flexible arrangement possibilities.

[0070] List of reference numerals 1. Steering operation device 2 Hydraulic drive unit 2.1 Housing 2.2 Pump 2.3 Motor 2.4 Control Device 3 conversion units 3.1 Piston 3.2 Transfer Unit 3.3 Pressure Chamber 3.4 Pressure Chamber 3.5 housing 4 output components 5 detection units 6 Driver Interface 7 Pipeline Connections 8 Mechanical connections

Claims

1. A steering operating device (1) for a vehicle, comprising: - Hydraulic drive unit (2) - Conversion unit (3) - Output element (4), the output element being configured to apply output torque or output force to the steering mechanism, in, The hydraulic drive unit (2) is fluidly connected to the conversion unit (3), enabling the hydraulic drive unit (2) to apply pressure to the conversion unit (3) hydraulically. The conversion unit (3) has a piston (3.1) and a transmission unit (3.2). When the piston (3.1) is loaded with hydraulic pressure, the piston will introduce the piston force into the transmission unit (3.2), and the transmission unit (3.2) will apply the output torque or the output force to the output element (4) in response to the introduced piston force.

2. The steering operating device (1) according to claim 1, wherein, The steering operation device (1) has a module consisting of the drive unit (2), and all components of the drive unit (2) are disposed on a common support element and / or within a common housing (2.1) of the drive unit (2).

3. The steering operating device (1) according to claim 1 or 2, wherein, The drive unit (2) has a pump (2.2) as an element, which is used to apply pressure to the conversion unit (3).

4. The steering operating device (1) according to claim 3, wherein, The pump (2.2) is configured to be driven by a motor (2.3), wherein the motor (2.3) is configured as an element of the drive unit (2), and / or The drive unit (2) has a control device (2.4) as an element, which is configured to manipulate the drive unit (2) to generate pressure.

5. The steering operating device (1) according to any one of the preceding claims, wherein, The driving unit (2) is directly connected to the conversion unit (3).

6. The steering operating device (1) according to any one of claims 1 to 4, wherein, The drive unit (2) is configured to be separate from the conversion unit (3), wherein a pipeline connection (7) is provided between the drive unit (2) and the conversion unit (3) in order to apply hydraulic pressure to the conversion unit (3).

7. The steering operating device (1) according to any one of the preceding claims, wherein, The drive unit (2) is configured to apply hydraulic pressure to the conversion unit (3) in response to an input signal.

8. The steering operating device (1) according to claim 7, which has Detection unit (5), the detection unit is configured to detect steering commands.

9. The steering operating device (1) according to claim 8, which has Driver interface (6), the driver interface is configured to receive steering commands from the driver, wherein, The detection unit (5) is configured to convert the driver's steering command into a steering command and / or detect it as a steering command.

10. The steering operating device (1) according to claim 8 or 9, wherein, The detection unit (5) has a torque sensor, a rotation angle sensor and / or a data interface for detecting the steering command.

11. The steering operating device (1) according to claim 9 or 10, which has The driver's steering command is mechanically introduced into the conversion unit (3) through the mechanical connection (8) from the driver interface (6) to the conversion unit (3), and especially to the transmission unit (3.2).

12. The steering operating device (1) according to claim 11, wherein, The driver’s steering command is or includes the driver’s steering torque, and the mechanical connection (8) has a one-way clutch that allows the driver’s steering torque to be mechanically transmitted to the conversion unit (3) when the output force or the output torque of the output element (4) is insufficient to correspond to the driver’s steering command.

13. The steering operating device (1) according to claim 9 or 10, wherein, The driver interface (6) is implemented without a mechanical connection to the conversion unit (3).

14. A steering device for vehicles, particularly commercial vehicles, having - At least one axle, said axle having wheels that can be steered by a steering mechanism, and - The steering operating device (1) according to any one of claims 1 to 13, wherein, The steering mechanism is connected to the output element (4) of the steering operation device (1).

15. A vehicle, particularly a commercial vehicle, having a steering device according to claim 14.

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