Assembly and method for motor vehicle, and motor vehicle

Abstract

The present disclosure generally relates to an assembly (12) for a powered motor vehicle (10), a method (90) for operating an assembly (12), and a motor vehicle (10). The assembly (12) includes at least one climate control system (16) having at least one climate control circuit (38) and an SBW steering system (14) having at least one wheel actuator (22). At least one climate control medium (44) is circulated in the climate control circuit (38). The SBW steering system (14) is coupled to the climate control system (16) in such a way that a climate control medium (44) can be applied at least indirectly to the at least one wheel actuator (22) for temperature control purposes.

Description

Technical Field

[0001] This disclosure generally relates to assemblies for powered motor vehicles, methods for operating assemblies, and motor vehicles. Background Technology

[0002] Steer-by-wire (SBW) is a steering technology that eliminates the direct mechanical connection between the steering wheel and the wheels. This direct connection is replaced by two actuators: a steering wheel actuator that generates feedback torque for the driver at the steering wheel, and wheel actuators that control at least one (but usually more) steerable wheels to a desired position. This feedback torque provides the driver with a feel for the lateral movement of the vehicle.

[0003] Because of the mechanical decoupling between the steering wheel and the wheel actuators, the driver is no longer the source of mechanical input power for steering. Therefore, the wheel actuators must be configured to generate only the torque required to steer the steerable wheels. In this process, it must be considered that, due to the variable and extremely direct translation function of the SBW steering system compared to conventional electric power steering systems, it is necessary for the wheel actuators to support significantly faster wheel movements. This may lead to high-performance requirements for the wheel actuators under certain operating conditions, such as during parking / reversing maneuvers requiring significant maneuvering, when towing loads, during off-road driving, during racing, or under special surface conditions that result in high slippage. Consequently, significant heat may be generated in the wheel actuators under these conditions.

[0004] In the field of electric power steering (SBW) systems, one strategy used to date to address excessive heat generation involves deliberately reducing the power of the wheel actuators, thereby limiting or even reducing the heat generated. However, reducing the available wheel actuator power can lead to a deterioration in the vehicle's lateral guidance and may trigger lateral guidance failures, such as malfunctions of individual components within the SBW system. This can ultimately result in a loss of steering ability.

[0005] While these aspects relate to performance degradation and failure when wheel actuators overheat, low temperatures can also cause malfunctions. Drivetrain components such as belts or worm gears are made of elastomers and synthetic materials, such as rubber and fiberglass structures for belts and resins or synthetic materials for worm gears. If these materials are exposed to extreme temperatures below their glass transition temperature, they may lose their integrity and ability to transmit force. In particular, very low temperatures can cause embrittlement and failure. As a result, sudden loss of function may occur during normal operation. Since these components are part of the force transmission path, this can lead to failure of the SBW steering system, or even loss of steering ability.

[0006] JP 2004-314736 A discloses an SBW steering system in which a Peltier element for cooling wheel actuators is provided. JP 2005-319932 A discloses a steering system in which a Peltier element is used to control the temperature of the servo steering fluid. However, this Peltier element results in high power loss, thereby reducing the driving range of electric vehicles.

[0007] Therefore, it is necessary to eliminate or at least mitigate the known drawbacks of assemblies and steering systems in terms of heat generation and / or external temperature. In particular, it is necessary to be able to optimize the efficiency of the SBW steering system in terms of wheel actuators for the widest possible range of thermal conditions. Summary of the Invention

[0008] The invention achieves its objectives through the subject matter of the independent claims. The dependent claims and the following description disclose advantageous embodiments, each of which may embody aspects of this disclosure individually or in (sub)combinations. Some features are interpreted in relation to method, while others are interpreted in relation to assembly. However, the corresponding aspects should be converted to each other in an appropriate manner.

[0009] According to one aspect, some embodiments of this disclosure relate to an assembly for a powered motor vehicle. The assembly includes at least one climate control system having at least one climate control loop and an SBW steering system having at least one wheel actuator. At least one climate control medium circulates in the climate control loop. The SBW steering system is coupled to the climate control system in such a way that the climate control medium can be applied at least indirectly to at least one wheel actuator for temperature control purposes.

[0010] This disclosure is based on the understanding that relatively uniform temperature control of the wheel actuators can be ensured by coupling the SBW steering system to the vehicle's climate control system. Therefore, the effects of extremely low and excessively high temperatures, which may be caused by, for example, high load conditions applied by the wheel actuators, can be mitigated or compensated using a circulating climate control medium. As a result, the temperature of the wheel actuators can be kept stable compared to currently used solutions, thus ensuring the functionality of the wheel actuators over a wide temperature range. Furthermore, the efficiency of the wheel actuators is kept relatively constant over a wide temperature range, which simplifies the design of the SBW steering system for lateral guidance of the vehicle.

[0011] Furthermore, this ensures a reduced frequency of failures, such as those caused by temperature-related effects on components of the SBW steering system. For example, it prevents components based on synthetic materials or elastomers from becoming brittle in low ambient temperatures. Overall, the lifespan of the SBW steering system can thus be extended, at least in terms of the wheel actuators. Additionally, driver comfort can be improved because steering behavior is designed to be more uniform in terms of lateral guidance of the vehicle. Moreover, coupling with the climate control system allows for the design of smaller or replacement of existing cooling components for the wheel actuators. This reduces installation space and weight. By controlling the temperature of the wheel actuators, it is also possible to prevent them from freezing, for example, during long-distance straight driving in low ambient temperatures (when the wheel actuators are not in use). Freezing could otherwise be caused by factors such as icing and condensation.

[0012] According to a further aspect, some embodiments of this disclosure relate to a method for operating an assembly of a powered motor vehicle. The assembly includes at least one climate control system having at least one climate control loop and an SBW steering system coupled to the climate control system and having at least one wheel actuator. At least one climate control medium circulates in the climate control loop. The method includes the following steps: - The climate control medium is applied, at least indirectly, to at least the wheel actuator for temperature control purposes.

[0013] The advantages that the assembly described in this article can achieve are also realized by the method in a corresponding manner.

[0014] The term "at least indirectly" should be understood to mean that further mechanical components may be arranged between the climate control medium and the wheel actuator (or its components). For example, the climate control medium may only contact the wheel actuator housing, which in turn maintains thermal contact with other components of the wheel actuator (such as the electric motor, converter (drive unit), and / or force transmission components) through heat conduction or radiation. Nevertheless, the thermal contact between the climate control medium and the wheel actuator means that the temperature of the wheel actuator is continuously (i.e., not negligibly) affected by the climate control medium.

[0015] Alternatively, the climate control medium can also be directly applied to the wheel actuator for temperature control purposes. This optimizes the heat transfer path.

[0016] The term "SBW steering system of a motor vehicle" should be understood here to mean the conventional SBW steering system of the motor vehicle, and not an auxiliary steering system that achieves this solely by adjusting the torque distributed to the drive units and / or reduction gears of each wheel, i.e., not TLC (so-called three-level lateral control or TLC (“three-level lateral control”)). In this context, the term "drive unit" should be understood here to mean a power electric motor, each of which is distributed to at least one wheel and used to drive the motor vehicle rather than (primarily) achieving lateral guidance of the vehicle. Conversely, the drive unit of a TLC is separate from the wheel actuators and their electric motors.

[0017] The SBW steering system has at least one wheel actuator coupled to at least one steerable wheel. Optionally, the wheel actuator may also be coupled to multiple steerable wheels simultaneously, at least indirectly, for example, via a rack.

[0018] As an alternative or cumulative solution, a vehicle can have multiple wheel actuators, each individually coupled to multiple steerable wheels. This increases the variability of the SBW steering system.

[0019] According to another alternative, the vehicle may also have independent individual wheel actuators relative to at least some of the vehicle's steerable wheels. Thus, the relevant steerable wheels can be adjusted independently of the other steerable wheels for lateral guidance of the vehicle based on their respective wheel orientations. This allows, for example, the individual steerable wheels to have different orientations, such as toe-in or toe-out positions relative to a trajectory position defined by the steering wheel angle. This means that the relevant steerable wheels will deliberately deviate from the trajectory position that actually corresponds to the steering commands from the driver and / or the path-following capability. For example, the aforementioned feature may be advantageous if individual wheels of the vehicle exhibit high slippage, for example, due to the characteristics of the ground (when driving off-road or under similar conditions).

[0020] If the SBW steering system has multiple wheel actuators, the wheel actuators can be coupled together to the climate control system in a corresponding manner. It is then possible to ensure at least indirect control of the temperature of the respective wheel actuator by means of the climate control medium for each wheel actuator.

[0021] Alternatively, lateral guidance of a motor vehicle may be based at least in part on steering commands from the driver, who issues these commands, for example, using a steering wheel, to steer the vehicle in a specific direction.

[0022] Of course, the SBW steering system can have other components that are standardly configured, such as steering wheel actuators, steering wheel sensors, etc.

[0023] Climate control systems can have other standard components of climate control systems, such as pumps, piping, valves, atomizers, heat exchangers, cooling medium containers (cooling medium storage tanks), etc.

[0024] Optionally, the climate control medium comprises a coolant, such as water. The coolant may also contain additives. These additives, for example, can prevent the coolant from freezing at low ambient temperatures. In particular, the additives may contain minerals or salts. Other coolants are also conceivable. Therefore, a variety of different climate control media, also designed for different external conditions, can be used.

[0025] Preferably, since the climate control medium is applied at least indirectly, the temperature of the wheel actuator can remain constant within a predetermined temperature range regardless of the ambient temperature or the load condition of the wheel actuator. Of course, maintaining a constant temperature here refers to an operating state in which the climate control medium is actually circulated, rather than simply being placed in the corresponding climate control loop without circulation. This ensures the operating conditions defined for the wheel actuator.

[0026] Optionally, the wheel actuator has an integrated cooling medium chamber through which a climate control medium can flow. This allows for temperature control of specific areas of the wheel actuator that come into contact with the cooling medium chamber. For example, during operation of specific components of the wheel actuator, heat may be generated within the wheel actuator. In such cases, the cooling medium chamber can be arranged to be in direct contact with these components, or as close to them as possible, thus minimizing the heat conduction path. This effectively ensures heat dissipation from the wheel actuator.

[0027] In another alternative, the cooling medium chamber can be coupled to the wheel actuator housing in a simple manner, for example. As a result, there is no need to modify the internal layout of the wheel actuator or the arrangement of its internal components. Therefore, the assembly cost is particularly low.

[0028] In another alternative, the wheel actuator can even be retrofitted using a cooling medium chamber. This chamber can then be easily attached to the outside of the wheel actuator housing. This ensures that the wheel actuator temperature can be controlled even with existing SBW steering systems, significantly improving its performance.

[0029] Preferably, the integrated cooling medium chamber is coupled to at least one drive unit of the wheel actuator. If the wheel actuator must provide high performance for the lateral guidance of the vehicle, a significant amount of heat will be generated in the drive unit. By coupling the cooling medium chamber to the drive unit, this heat can be efficiently dissipated. The drive unit may specifically include the wheel actuator's converter and electric motor. In this context, the climate control medium can not only cool naturally but also heat the wheel actuator or its components based on the temperature of the climate control medium in the climate control loop, combined with the ambient temperature. As previously mentioned, this can, for example, prevent components containing synthetic materials or elastomers from becoming brittle.

[0030] Optionally, the wheel actuator may have a force transmission unit. The force transmission unit of the wheel actuator typically has multiple force transmission devices comprising synthetic materials and / or elastomers. According to this embodiment, the cooling medium chamber is not directly coupled to the force transmission unit. However, the force transmission unit and its components indirectly benefit from this, namely, the temperature of the wheel actuator remains more uniformly constant than before. Therefore, the components of the force transmission unit can be protected from failures caused by low ambient temperatures.

[0031] In some embodiments, the wheel actuator has a heat exchanger through which a climate control medium can flow, and the heat exchanger is at least indirectly coupled to the electric motor and electronic power unit of the wheel actuator. The heat exchanger ensures that heat is transferred from the wheel actuator to the climate control medium or vice versa in a defined manner. Since heat is primarily generated by the electric motor and electronic power unit during wheel actuator operation, the indirect coupling of the heat exchanger to these components results in effective temperature control of the wheel actuator.

[0032] The term "at least indirectly" should be understood here as meaning that other components (e.g., housings) may be further arranged between the electric motor, the electronic power unit, and the heat exchanger. Nevertheless, the arrangement of the heat exchanger ensures efficient heat transfer between the electric motor, the electronic power unit, and the heat exchanger.

[0033] Alternatively, the heat exchanger can also be in direct contact with an electric motor and / or electronic power unit. As a result, the heat conduction path is optimized.

[0034] In some embodiments, at least one climate control loop includes at least one of the vehicle's high-voltage energy storage loop, passenger compartment loop, and drive unit loop. Currently, motor vehicles typically have multiple climate control loops. Powered vehicles, in particular, have the aforementioned climate control loops because temperature control is required for both the passenger compartment and the drive unit and high-voltage energy storage devices to ensure their respective functional performance and improve the comfort of the vehicle's occupants. This assembly can now provide coupling between the vehicle's SBW steering system and the climate control system in such a way that the wheel actuators are simply combined and coupled to the existing climate control loop for their temperature control. This means that the wheel actuators are included only as additional components within the climate control loop, taking into account at least one climate control loop. Therefore, the design cost of this assembly is lower because it eliminates the need to implement a complete additional climate control loop in the vehicle. Furthermore, this provides the possibility of retrofitting existing vehicles by adjusting the temperature of the wheel actuators to at least one of the aforementioned climate control loops.

[0035] Preferably, the assembly further includes at least one regulating device. This regulating device is designed to trigger at least an indirect application of the climate control medium to the wheel actuator. This means that the regulating device regulates at least a portion of the climate control loop. For example, the regulating device may regulate a pump, valve, heat exchanger, or distribution device (such as, for example, a nozzle) of the climate control loop. To regulate the temperature control of the wheel actuator and / or other components of the corresponding climate control loop, the regulating device may output corresponding control signals to the components of the climate control loop, thereby triggering or regulating the circulation of the climate control medium in a compliant manner.

[0036] This regulating device can be used to determine the heat dissipation capacity that matches the load conditions of the wheel actuator. The load conditions of the wheel actuator, for example, refer to the energy consumption (electrical energy) required to apply the requested lateral guide torque. For instance, the average load condition over a unit of time can be determined. This both offsets peak performance and reliably determines whether the wheel actuator is under high-performance requirements, which typically lead to increased temperature. Therefore, based on the load conditions, the regulating device can be used to estimate how much energy needs to be dissipated from the wheel actuator. Then, taking into account the known parameters of the climate control loop, the necessary pump capacity of the climate control loop pump required to handle the heat dissipation can be estimated.

[0037] Optionally, the assembly also includes at least one temperature sensor coupled to the wheel actuator and an ambient temperature sensor. The regulating device is configured to trigger at least an indirect application of the climate control medium to the wheel actuator based at least on the temperature of the wheel actuator recorded by the temperature sensor and the ambient temperature recorded by the ambient temperature sensor. This allows the initiation and regulation of the climate control cycle regarding the circulation of the climate control medium to be adapted in a compliant manner to the actual temperature conditions of the environment relating to the wheel actuator and the vehicle. Thus, for example, the regulating device can be used to determine, for example, if the temperature of the wheel actuator increases due to load conditions. Accordingly, the regulating device can modify the circulation of the climate control medium (e.g., increase the cross-flow rate of the climate control medium per unit time) to enhance the cooling capacity of the wheel actuator by means of the climate control medium, and to adapt to the temperature increase of the wheel actuator. Therefore, it is possible to ensure that the temperature increase of the wheel actuator is reduced or compensated, thereby ultimately achieving cooling of the wheel actuator.

[0038] Specifically, temperature sensors coupled to the wheel actuator and ambient temperature sensors can be used by the regulating device to determine the cooling capacity matching the load conditions of the wheel actuator. This allows for the estimation of the cooling capacity to keep the wheel actuator temperature constant within a predetermined temperature range. If the parameters of the climate control loop are known, the necessary pump capacity to provide this cooling capacity can be determined.

[0039] The regulating device is a device capable of directly or at least indirectly regulating the climate control loop. To this end, the regulating device can output corresponding control signals. These control signals are determined using, for example, cooling capacity and / or heat dissipation capacity.

[0040] For example, based on an ambient temperature sensor, it is also possible to detect a situation where the ambient temperature is particularly low. In this case, the regulating device can trigger temperature control (specifically, temperature rise) on at least some components or the entire wheel actuator to prevent malfunctions related to the wheel actuator and its components.

[0041] Preferably, the regulating device is configured to trigger at least indirect application of the climate control medium to the wheel actuators as a preheating measure before the vehicle is expected to be used. This means that the regulating device can be coupled to other components of the vehicle to determine that the vehicle will be used by a user in the near future. For this purpose, the regulating device can be coupled to, for example, the vehicle's environmental sensors, position signal receivers, communication equipment, charging controllers, battery management units, and / or interior sensors. Once the regulating device determines that the vehicle will be used by a user, it can determine whether preheating of the wheel actuators is necessary to prevent malfunctions based on the ambient temperature recorded by an ambient temperature sensor. If the ambient temperature is below an ambient temperature threshold, preheating can be triggered. The regulating device adjusts the climate control loop in an appropriate manner to circulate the climate control medium, thereby controlling and preheating the wheel actuators.

[0042] Once the control system determines that the driver has entered the vehicle, preheating can be triggered by the control system itself. For this purpose, the control system can utilize environmental data recorded by environmental sensors or in-vehicle data recorded by interior sensors. Alternatively, driver entry can be detected by opening the driver's door. Furthermore, driver entry can also be determined by recognizing through a communication device that the vehicle key was initially outside the vehicle and subsequently inside.

[0043] The predetermined route of the motor vehicle can also be determined by the control device based on the destination transmitted by the driver to the motor vehicle or via the user interface.

[0044] Furthermore, the regulating device can also determine whether preheating is required based on whether the vehicle is being charged. For example, for this purpose, the regulating device can receive relevant information from the charging controller or battery management unit.

[0045] In a particular embodiment, preheating can be triggered at all times if the vehicle is being charged.

[0046] In another preferred embodiment, preheating can be triggered based on whether the high-voltage energy storage device of the (electric) vehicle has been warmed up or heated. To ensure at least a portion of the electric vehicle's functionality, regulation mechanisms for warming up or heating the high-voltage energy storage device are known, especially necessary at low ambient temperatures. This feature can be developed for use by the regulation device as a trigger event for the required preheating of the wheel actuators. The regulation device can receive relevant information about the heating or warming up of the high-voltage energy storage device from, for example, a charge controller or battery management unit.

[0047] Optionally, the method is designed to be computer-implemented. This means that the method steps can be executed with the assistance of one or more data processing devices. In particular, the data processing device of the regulating apparatus can trigger or execute the relevant steps.

[0048] According to another aspect, this disclosure also relates to a computer program product comprising commands that, when executed by a computer, cause the computer to perform the methods described herein. The advantages that can be achieved by the methods described herein are also achieved in a corresponding manner through the computer program product.

[0049] According to another aspect, this disclosure also relates to a computer-readable storage medium containing commands that, when executed by a computer, cause the computer to perform the methods described herein. The advantages that can be achieved by the methods described herein are also realized in a corresponding manner through the computer-readable storage medium.

[0050] According to another aspect, this disclosure also relates to a motor vehicle having an assembly as described herein or an assembly operable according to the methods described herein.

[0051] For the purposes of this disclosure, motor vehicles may specifically include land vehicles, i.e., among other things, off-road vehicles and highway vehicles, such as passenger cars, buses, trucks and other commercial vehicles. Motor vehicles may be manned or unmanned. Motor vehicles may be electrically powered, at least partially electrically powered, or may also include motor vehicles having a combustion engine used for propulsion.

[0052] All features explained in relation to different aspects can be combined individually or in (sub)combinations with other aspects. Attached Figure Description

[0053] This disclosure and other advantageous embodiments and improvements thereof will be further described and explained below with the aid of examples shown in the accompanying drawings. In the drawings: - Figure 1 A simplified schematic diagram of a motor vehicle having an assembly according to one embodiment is shown. - Figures 2 to 4 A simplified schematic diagram of a wheel actuator assembly according to different embodiments is shown. - Figure 5 A simplified schematic diagram illustrating a method for operating a powered motor vehicle assembly according to one embodiment is shown, and - Figures 6 to 11 A simplified schematic diagram of the assembly according to different embodiments is shown. Detailed Implementation

[0054] The following detailed description, taken in conjunction with the accompanying drawings (where like numbers refer to like elements), is intended as a description of different embodiments of the disclosed subject matter and is not intended to represent the only embodiment. Each embodiment described in this disclosure is by way of example or illustration only and should not be construed as superior to or advantageous over other embodiments. The illustrative examples contained herein are not intended to be exhaustive, nor do they limit the claimed subject matter to the exact forms disclosed. Different variations of the described embodiments will be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments and application scenarios without departing from the spirit and scope of the embodiments. Therefore, the described embodiments are not limited to the embodiments shown but have the broadest applicable scope consistent with the principles and features disclosed herein.

[0055] All features disclosed below with reference to exemplary embodiments and / or drawings may be combined individually or in any sub-combination with features of various aspects of this disclosure (including features of preferred embodiments), provided that the resulting combination of features is meaningful to those skilled in the art.

[0056] For the purposes of publication, the phrase "at least one of A, B, and C" means, for example: (A), (B), (C), (A and B), (A and C), (B and C), or (A, B, and C), and when listing more than three elements, all other possible combinations are also included. In other words, the term "at least one of A and B" generally means "A and / or B," that is, "A" alone, "B" alone, or "A and B."

[0057] Figure 1 A simplified schematic diagram of a motor vehicle 10 having an assembly 12 according to one embodiment is shown.

[0058] Assembly 12 includes at least one SBW steering system 14 and climate control system 16 of motor vehicle 10.

[0059] The SBW steering system 14 has a steerable wheel 18. The steerable wheel 18 is coupled to a common rack 20. The common rack 20 can be moved out of a reference position (e.g., zero position), thereby generating steering motion of the steerable wheel 18. Thus, the steerable wheel 18 can be deflected, for example, from the straight-line orientation of the vehicle 10, causing the vehicle 10 to perform a curve maneuver.

[0060] To move the rack 20, the SBW steering system 14 according to this embodiment has independent wheel actuators 22, which in this case can jointly influence the orientation of the two steerable wheels 18 (front wheels) of the vehicle 10. In this case, the wheel actuators 22 are coupled to the rack 20. Alternatively, the wheel actuators 22 may also be coupled to the steerable wheels 18 in a different manner in order to be able to influence their orientation.

[0061] In an alternative embodiment, multiple wheel actuators 22 may also be provided, each independently coupled to a steerable wheel 18. This has the advantage that the wheels 18 do not move together, thus enabling the wheels 18 to be oriented independently. For example, each wheel 18 may employ a dedicated outer track position, such as for a specific driving scenario (off-road driving). The term "outer track position" is intended to mean that the wheels 18 are not oriented according to a standard track position defined by the driver's steering commands.

[0062] Even if not in Figure 1 As illustrated in the embodiment shown, the vehicle 10 may still have assembly 12 and SBW steering system 14, and may also include other steerable wheels 18 (e.g., rear wheels) coupled to additional shared or separate wheel actuators 22.

[0063] Each wheel actuator 22 has an electric motor 24. The electric motor 24 has at least one set of windings comprising a set of windings. Each set of windings is configured such that when a power supply signal such as a phase voltage is applied, a phase current is established in the underlying winding, which can be used to drive the rotor of the electric motor 24. The rotor can then be coupled to a corresponding component of the SBW steering system 14 (e.g., rack 20), thereby enabling movement of the steerable wheel 18.

[0064] Typically, the electric motor 24 may also have more than one winding assembly.

[0065] Typically, each winding set is three-phase, so that the electric motor 24 is designed as a whole to be at least three-phase, and optionally six-phase or nine-phase.

[0066] If multiple sets of windings are provided, these sets of windings make it possible to move the rotor of the electric motor 24 independently of other sets of windings in each case. This means that the sets of windings are independent of each other.

[0067] Typically, assembly 12 includes multiple wheel sensors 26 (e.g., rotational wheel sensors), each sensor individually assigned to one wheel 18. The wheel sensors 26 can be used to record the rotational speed of each wheel 18 in the circumferential (rolling direction). Based on the recorded rotational speeds, for example, the amount of slippage of each wheel can be determined.

[0068] The SBW steering system 14 of the motor vehicle 10 also has a steering wheel 28. With the help of the steering wheel 28, the driver of the motor vehicle 10 can provide steering commands to the motor vehicle 10 so that the motor vehicle 10 turns in the desired direction.

[0069] The steering wheel 28 is coupled to the steering column 30 of the SBW steering system 14. The steering column 30 defines the axis of rotation around which the steering wheel 28 can rotate.

[0070] The steering wheel actuator 32 of the SBW steering system 14 is coupled to the steering wheel 28. The steering wheel actuator 32 has another electric motor 34. The electric motor 34 of the steering wheel actuator 32 also includes at least one set of windings. Each set of windings of the electric motor 34 is three-phase and is configured to drive the rotor of the electric motor 34. Thus, feedback torque can be provided to the driver at the steering wheel 28 of the vehicle 10 by the electric motor 34 to provide the driver with a feel for lateral guidance of the vehicle 10.

[0071] The SBW steering system 14 also has at least one steering wheel sensor 36 coupled to the steering wheel 28. Each steering wheel sensor 36 is configured independently of the other steering wheel sensors 36 in order to identify steering commands from the driver by means of the steering wheel angle (rotation angle) and / or steering wheel speed of the steering wheel 28 relative to a reference position.

[0072] The steering wheel sensor 36 is shown here as coupled to the steering column 30, because the steering wheel 28 is rigidly coupled to the steering column 30 and the rotation of the steering wheel 28 is therefore directly converted into the rotation of the steering column 30.

[0073] Typically, the steering wheel sensor 36 can also be coupled to the steering wheel 28 itself, for example, to the base component of the steering wheel 28, rather than the steering column 30. In this case, the steering wheel sensor 36 can directly detect the rotation of the steering wheel 28 itself.

[0074] According to this embodiment, the climate control system 16 of the motor vehicle 10 includes a climate control loop 38. The climate control loop 38 includes a front radiator 40 and a conduit 42 in which a climate control medium 44 circulates. The climate control medium 44 is a coolant, and according to this embodiment, it is particularly water containing various additives.

[0075] According to this embodiment, the climate control loop 38 is configured such that the climate control medium 44 is applied at least indirectly to the wheel actuator 22. For this purpose, the climate control loop 38 is coupled to the wheel actuator 22.

[0076] Furthermore, according to this embodiment, the climate control loop 38 is also coupled to the high-voltage energy storage unit 46 of the vehicle 10. This allows the climate control medium 44 to be applied to the high-voltage energy storage unit 46 and its temperature to be controlled, particularly for cooling or heating.

[0077] Typically, the climate control loop 38 also includes other components, such as pumps, heat exchangers, atomizers, cooling medium tanks, valves, or similar items, but these components are... Figure 1 This is not shown in the illustrated embodiments.

[0078] Although climate control loop 38 is configured here only to be additionally coupled to high-voltage energy storage device 46, vehicle 10 may still include other climate control loops or other components that can be coupled to climate control loop 38; for example, loops or components for the passenger compartment or drive unit of vehicle 10.

[0079] Additionally, assembly 12 has an adjustment device 48 with a data processing unit 50. Adjustment device 48 is configured here as a shared adjustment device with respect to the SBW steering system 14. However, generally, adjustment device 48 can also operate independently of the SBW steering system 14 and only adjust the operation of the climate control system 16.

[0080] According to this embodiment, the adjustment device 48 is at least indirectly coupled to the wheel actuator 22, the wheel sensor 26, the steering wheel actuator 32, and the steering wheel sensor 36.

[0081] Furthermore, according to this embodiment, the assembly 12 also includes at least one position signal receiver 52, an environmental sensor 54, a communication device 56, an interior sensor 58, a charging controller 60, a battery management unit 62, an ambient temperature sensor 64, and a wheel actuator temperature sensor 66, all of which are at least indirectly coupled to the regulating device 48.

[0082] The position signal of the Global Navigation Satellite System can be received by means of the position signal receiver 52, so that the adjustment device 48 can determine the position of the motor vehicle 10 based on the received position signal.

[0083] The environmental sensor 54 may include at least one of a camera, radar, LiDAR, or infrared sensor. The environmental sensor 54 transmits data recorded by the environmental sensor to the adjustment device 48, which can determine whether a specific object or person is located in the environment of the vehicle 10 based on the environmental sensor data.

[0084] The adjustment device 48 can communicate with external components via the communication device 56. For example, based on the communication device 56, the adjustment device 48 can also identify external objects, such as the car key of the motor vehicle 10, which can be identified via NFC (Near Field Communication) or Bluetooth.

[0085] The cabin sensor 58 is configured to record cabin data of the passenger compartment of the vehicle 10. Thus, the adjustment device 48 can determine whether the driver of the vehicle 10 is located in the passenger compartment of the vehicle 10.

[0086] The charging controller 60 is primarily responsible for regulating the charging process of the energy storage device (e.g., high-voltage energy storage device 46) of the vehicle 10. The charging controller 60 transmits status information about the current or planned charging process to the regulating device 48 and / or the battery management unit 62.

[0087] The battery management unit 62 regulates the supply of power signals in the electrical system of the vehicle 10 to meet the power supply needs of various components. For example, the battery management unit 62 can transmit information about the main current flow in the electrical system of the vehicle 10 to the regulating device 48.

[0088] The ambient temperature sensor 64 is configured to record the temperature of the environment around the vehicle 10 and transmit it to the regulating device 48.

[0089] A wheel actuator temperature sensor 66 is coupled to the wheel actuator 22 and configured to record the temperature of the wheel actuator 22. The recorded temperature of the wheel actuator 22 is transmitted to an adjustment device 48 so that the adjustment device 48 can activate relevant control signals to control the temperature of different components of the motor vehicle 10.

[0090] Adjustment device 48 is shown here as part of assembly 12. Typically, adjustment device 48 can also serve as other adjustment mechanisms for the SBW steering system 14. For example, adjustment device 48 can also be configured to provide torque feedback to the driver of vehicle 10 regarding the lateral guidance of vehicle 10 via steering wheel 28 and steering wheel actuator 32 during normal operating mode of the SBW steering system 14. To determine the feedback torque applied by steering wheel actuator 32 to steering column 30 and subsequently to steering wheel 28, adjustment device 48 then uses data typically recorded by wheel sensors 26 coupled to wheel 18 and / or rack force recorded by sensors or determined in some other way. Furthermore, adjustment device 48 can influence the orientation of the steerable wheel 18 to output a corresponding control signal to wheel actuator 22, ultimately causing rack 20 to deviate from its normal position, thereby rotating the steerable wheel 18 about the vertical vehicle axis. In this case, the control signal is defined by the steering wheel angle of steering wheel 28, which can be detected by steering wheel sensor 36.

[0091] Assembly 12 and SBW steering system 14 can naturally also have multiple components of the same type and typically have the same function, such as multiple steering wheel sensors 36, thus ensuring redundancy.

[0092] Figures 2 to 4 A simplified schematic diagram of the wheel actuator 22 of assembly 12 according to different embodiments is shown. Only the differences are illustrated in each case.

[0093] The wheel actuator 22 has a power unit 68 with a converter 70 arranged adjacent to the electric motor 24. According to this embodiment ( Figure 2 The wheel actuator 22 includes a cooling medium chamber 72 arranged directly adjacent to the power unit 68. Climate control medium 44 flows through the cooling medium chamber 72. For this purpose, the cooling medium chamber 72 has an inlet 74 and an outlet 76.

[0094] The electric motor 24 and the power unit 68 together form the drive unit 78 of the wheel actuator 22.

[0095] An electric motor 24 is coupled to an output shaft 80, by means of which the torque generated by the electric motor 24 can be transmitted to a ball nut assembly 86 via a force transmission unit 82 having at least one belt driver 84. Optionally, the ball nut assembly 86 may have a deflection device. Since the ball nut assembly 86 is coupled to the rack 20, the torque generated by the electric motor 24 can be used to produce axial movement of the rack 20. This allows the rack 20 to be deflected from a reference position, which ultimately causes the steerable wheel 18 to rotate about the vertical vehicle axis.

[0096] The cooling medium chamber 72 can also be coupled to the housing 87 of the wheel actuator 22. Furthermore, the cooling medium chamber 72 can be formed by cooling medium channels located inside the housing 87, through which the climate control medium 44 flows.

[0097] The direct coupling between the cooling medium chamber 72 and the power unit 68 ensures an extremely short heat conduction path between the power unit 68 and the cooling medium chamber 72, as well as between the electric motor 24 and the cooling medium chamber 72. Figure 2 Therefore, the temperature control of the wheel actuator 22 is particularly efficient for the electric motor 24 in the power unit 68 with converter 70.

[0098] Figure 3 The illustrated embodiments and Figure 2The difference in the illustrated embodiment is that a heat exchanger 88 is provided instead of a cooling medium chamber 72, through which the climate control medium 44 flows and, in this case, is coupled to the drive unit 78. Specifically, the heat exchanger 88 is directly coupled to the power unit 68. Similar to the cooling medium chamber 72, the heat exchanger 88 has an inlet 74 and an outlet 76 for the climate control medium 44. This embodiment also achieves efficient coupling of the drive unit 78 because the heat conduction path from the electric motor 24 and the power unit 68 to the heat exchanger 88 is shorter.

[0099] Figure 4 The illustrated embodiments and Figure 2 and Figure 3 The difference in the illustrated embodiment is that the cooling medium chamber 72 is coupled to the housing 87 of the wheel actuator 22 within the region of the force transmission unit 82. This ensures a short and efficient heat conduction path, particularly with respect to the force transmission unit 82, the belt drive 84, and the ball nut unit 86. Since, for example, the belt drive 84 typically has a material or elastomer based on synthetic materials, indirect heating of the components of the force transmission unit 82 via the climate control medium 44 can be ensured.

[0100] The climate control medium 44 can also heat the relevant components as needed. Whether cooling or heating is achieved by means of the climate control medium 44 depends on the relative relationship between the temperature of the climate control medium 44 in the climate control loop 38 and the temperature of the wheel actuator 22.

[0101] Different coupling modes between climate control loop 38 and wheel actuator 22 Figures 2 to 4 The figures illustrate different embodiments. Of course, multiple couplings between the climate control loop 38 and the wheel actuator 22 can also be provided, wherein different combinations of coupling modes in the illustrated embodiments can be combined with each other.

[0102] Figure 5 A simplified schematic diagram of a method 90 for operating an assembly 12 of a powered motor vehicle 10 according to one embodiment is shown. Optional steps are illustrated in dashed lines.

[0103] Method 90 first includes an optional step S1, in which the regulating device 48 determines the intended use of the motor vehicle 10 by the vehicle user. For this purpose, the regulating device 48 may utilize, for example, a position signal receiver 52, an environmental sensor 54, a communication device 56, an interior sensor 58, a charging controller 60, and a battery management unit 62. Based on these components, it can be determined that the vehicle user is about to use the motor vehicle 10. For example, the communication device 56 can be used to detect that the key to the motor vehicle 10 is approaching the motor vehicle 10. Furthermore, the interior sensor 58 can be used to detect, for example, that the driver is entering the motor vehicle 10. The charging controller 60 and / or the battery management unit 62 can indicate that the high-voltage battery 46 of the motor vehicle 10 is being charged, indicating that the motor vehicle 10 is about to be used. Additionally, the battery management unit 62 can indicate that the high-voltage battery 46 has been preheated, which also indicates that the motor vehicle 10 is about to be used. The position signal receiver 52 can be used, for example, to determine the location of the motor vehicle 10. Based on the route that the driver of the motor vehicle 10 may have planned, it can be determined that the motor vehicle 10 will be used to reach the destination along that route.

[0104] In the subsequent optional step S2, the ambient temperature of the vehicle 10 is recorded. For example, an ambient temperature sensor 64 can be used for this purpose, which transmits the recorded ambient temperature to the regulating device 48.

[0105] Subsequently, method 90 includes an optional step S3, in which the temperature of the wheel actuator 22 is recorded. For this purpose, the regulating device 48 may utilize the wheel actuator temperature sensor 66.

[0106] Information regarding the set temperature range of the wheel actuator 22 can be stored in the regulating device 48 or a storage device connected thereto. The temperature of the wheel actuator 22 recorded in step S3 can then be compared with the set temperature range of the wheel actuator 22 according to optional step S4, which is an extension of optional step S3.

[0107] Based on the information recorded and determined in this manner, the regulating device 48 may then trigger the preheating of the wheel actuator 22 according to optional step S5. For example, the ambient temperature in the area where the vehicle 10 is located may be so low that directly using (without preheating) the synthetic material-based or elastomer-based components of the wheel actuator 22 may cause damage to these components. This situation can serve as a reasonable basis for triggering the preheating of the wheel actuator 22.

[0108] Then, according to step S6 of method 90, the regulating device 48 controls the climate control system 16 in such a way that the wheel actuator 22 is supplied with the climate control medium 44 at least indirectly. For example, components of the force transmission unit 82 of the wheel actuator 22 can be heated, which helps prevent embrittlement and the resulting failures. Furthermore, the heated wheel actuator 22 can improve control accuracy at low ambient temperatures because the increased temperature leads to lower mechanical friction, making straight-line driving more precise and allowing for more accurate estimation of rack force (a parameter taken into account when determining the driver's feedback torque at the steering wheel 28).

[0109] Method 90 then includes returning to optional step S3, wherein the regulating device 48 uses the wheel actuator temperature sensor 66 to detect the temperature of the wheel actuator 22. Optionally, a temperature model may also be used to estimate the temperature of the wheel actuator 22. Optionally, according to optional step S4, the temperature of the wheel actuator 22 may also be compared with a set temperature range.

[0110] Therefore, in the subsequent optional step S5, the regulating device 48 can trigger the adjustment of temperature control to adjust the temperature control of the wheel actuator 22 by applying the climate control medium 44 as needed. For this purpose, the regulating device 48 can, for example, influence other components of the climate control system 16 to adjust the flow rate of the climate control medium 44. This also provides the possibility of cooling the wheel actuator 22 using the climate control medium 44, for example, when the wheel actuator 22 generates high heat due to high performance requirements. This particularly provides the possibility of cooling the components of the wheel actuator 22 that generate most of the heat under high-performance conditions. These components are the electric motor 24 and the power unit 68.

[0111] Figures 6 to 11 Simplified schematic diagrams of the assembly 12 according to different embodiments are shown. Only the differences are labeled in each figure. These diagrams respectively illustrate the climate control loop 38 of the climate control system 16 according to different embodiments of the assembly 12.

[0112] The climate control system 16 according to the embodiment illustrated herein includes three different climate control loops 38A, 38B, and 38C. The first climate control loop 38A relates to a circulating climate control medium 44 for controlling the temperature of the high-voltage energy storage device 46.

[0113] The second climate control loop 38B is configured to control the temperature of the passenger compartment of the vehicle 10.

[0114] The third climate control loop 38C is configured to control the temperature of the drive unit of the motor vehicle 10, especially the temperature of the converter and the electric motor, in order to drive the motor vehicle 10.

[0115] The front radiator 40 is shown here as part of a climate control loop 38C associated with the drive unit of the vehicle 10. However, climate control loops 38A, 38B, and 38C may also differ from the present embodiment; for example, the front radiator 40 may also be part of other climate control loops 38A, 38B, and 38C.

[0116] In another embodiment, climate control loops 38A, 38B, and 38C may also be coupled to each other.

[0117] Regarding the wheel actuator 22 of the SBW steering system 14, only an exemplary embodiment of its coupling with the climate control system 16 is shown here.

[0118] according to Figure 6 In the illustrated embodiment, heat exchanger 88 is coupled to wheel actuator 22 and connected to the climate control loop 38C of the drive unit of vehicle 10. Climate control medium 44 thus flows through heat exchanger 88. This makes it possible to control the temperature of wheel actuator 22.

[0119] In an alternative embodiment, the heat exchanger 88 of the wheel actuator 22 may also be coupled to a climate control loop 38A provided for the high-voltage energy storage device 46. Figure 8 ), or coupled to the climate control loop 38B provided for the passenger compartment of vehicle 10 ( Figure 10 ).

[0120] As an alternative, the climate control loop 38C associated with the drive unit of the vehicle 10 can also be coupled to the housing 87 of the wheel actuator 22. Figure 7 In this case, heat exchanger 88 can be omitted.

[0121] In an alternative embodiment, the housing 87 of the wheel actuator 22 may also be coupled to a climate control loop 38A equipped for the high-voltage energy storage device 46. Figure 9 ), or coupled to the climate control loop 38B provided for the passenger compartment of vehicle 10 ( Figure 11 ).

[0122] In another embodiment, not shown, the climate control loop 38C associated with the drive unit of the vehicle 10 can also be based on... Figure 2 and Figure 3 The embodiment shown is coupled to the power unit 78 of the wheel actuator 22.

[0123] Assembly 12 and method 90 enable reliable and precise control of the temperature of wheel actuator 22, allowing the temperature of wheel actuator 22 to remain constant within a predetermined set temperature range. This prevents wheel actuator 22 from malfunctioning due to extreme temperatures, such as low or high temperatures required for high performance. Furthermore, the power output of wheel actuator 22 is more uniform. For example, there is no need to reduce the power output of wheel actuator 22 under high temperature conditions. This also simplifies the coordination mechanism within the SBW steering system 14 compared to previous solutions.

[0124] The specific embodiments disclosed herein employ circuits (e.g., one or more circuits) to implement the standards, protocols, methods, or technologies disclosed herein in order to functionally couple two or more components, generate information, process information, analyze information, generate signals, encode / decode signals, convert signals, transmit and / or receive signals, regulate other devices, etc. Any type of circuit can be used.

[0125] In one embodiment, the circuitry, such as the regulating device, includes, among other components, one or more data processing devices, such as a processor (e.g., a microprocessor), a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a system-on-a-chip (SoC), or any combination thereof, and may include discrete digital or analog circuit elements, electronic components, or combinations thereof. In one embodiment, the circuitry includes hardware circuitry implementations (e.g., analog circuitry implementations, digital circuitry implementations, and combinations thereof).

[0126] In one embodiment, the circuit includes a combination of circuitry and a computer program product, wherein software or firmware instructions are stored on one or more computer-readable storage media, and these components work together to cause the device to perform one or more of the protocols, methods, or techniques described herein. In one embodiment, the circuit system includes circuitry such as a microprocessor or components thereof, the operation of which requires software, firmware, etc. In one embodiment, the circuit includes one or more processors or components thereof, and associated software, firmware, hardware, etc.

[0127] This disclosure may refer to quantities and numbers. Unless explicitly stated otherwise, such quantities and numbers should not be considered limiting, but rather as examples of possible quantities or numbers relating to this disclosure. In this context, the term "plural" may also be used to refer to a quantity or value. In this context, the term "multiple" means any quantity greater than one, such as two, three, four, five, etc. The terms "about," "approximately," "close to," etc., mean a specified value ±5%.

[0128] Although this disclosure has been shown and described with reference to one or more embodiments, those skilled in the art will be able to make equivalent changes and modifications after reading and understanding this specification and the accompanying drawings.

Claims

1. An assembly (12) for a powered motor vehicle (10), wherein the assembly (12) includes at least one climate control system (16) having at least one climate control loop (38) and a steer-by-wire system (14) having at least one wheel actuator (22), wherein at least one climate control medium (44) circulates in the climate control loop (38), wherein the steer-by-wire system (14) is coupled to the climate control system (16) in such a way that the climate control medium (44) can be applied at least indirectly to the at least one wheel actuator (22) for temperature control purposes.

2. The assembly (12) according to claim 1, characterized in that: The wheel actuator (22) has an integrated cooling medium chamber (72) through which the climate control medium (44) can flow.

3. The assembly (12) according to claim 2, characterized in that: The integrated cooling medium chamber (72) is at least coupled to the drive unit (78) of the wheel actuator (22).

4. The assembly (12) according to any of the preceding claims, characterized in that: The wheel actuator (22) has a heat exchanger (88) that is at least indirectly coupled to the electric motor (24) and the converter (70) of the wheel actuator (22), and the climate control medium (44) is capable of flowing through the heat exchanger (88).

5. The assembly (12) according to any of the preceding claims, characterized in that: The at least one climate control loop (38) includes at least one of the high-voltage energy storage loop (38A), the passenger compartment loop (38B), and the drive unit loop (38C) of the motor vehicle (10).

6. The assembly (12) according to any of the preceding claims, characterized in that: The assembly (12) also has at least one regulating device (48) configured to trigger at least indirect application of the climate control medium (44) to the wheel actuator (22).

7. The assembly (12) according to claim 6, characterized in that: The assembly (12) also has at least one temperature sensor (66) and an ambient temperature sensor (64), the temperature sensor (66) being coupled to the wheel actuator (22), and wherein the regulating device (48) is configured to trigger the at least indirect application of the climate control medium (44) to the wheel actuator (22) based at least also on the temperature of the wheel actuator (22) recorded by the temperature sensor (66) and the ambient temperature recorded by the ambient temperature sensor (64).

8. The assembly (12) according to claim 6 or 7, characterized in that: The regulating device (48) is configured to trigger the climate control medium (44) to the wheel actuator (22) as at least indirect application as preheating of the motor vehicle (10) before its intended use.

9. A method (90) for operating an assembly (12) of a powered motor vehicle (10), wherein the assembly (12) includes at least one climate control system (16) having at least one climate control loop (38) and a steer-by-wire system (14) coupled to the climate control system (16) and having at least one wheel actuator (22), wherein at least one climate control medium (44) circulates in the climate control loop (38), and wherein the method (90) includes at least the following steps: - The climate control medium (44) is applied at least indirectly to at least the wheel actuator (22) for temperature control purposes.

10. A motor vehicle (10) having an assembly (12) according to any one of claims 1 to 8 or an assembly (12) capable of operating according to the method (90) as claimed in claim 9.

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