Operating unit for a motor vehicle steer-by-wire system

Abstract

This invention relates to an operating unit for a motor vehicle steer-by-wire system, which can be connected to a control device to convert steering actions of the control device into signals representing those steering actions and transmit them to wheel actuators to achieve steering actions through the wheels of the motor vehicle. The operating unit has a telescopic sliding mechanism, including a telescopic support member and a telescopic slider that is linearly movable relative to the telescopic support member. A steering shaft is rotatably supported relative to the telescopic slider within and / or on it. An angle limiter and an energized force feedback actuator are provided inside the telescopic slider. The force feedback actuator includes an energized motor and a brake. A first linear bearing and at least one second linear bearing spaced apart in the pull-out direction are provided between the telescopic slider and the telescopic support member. The structural acoustic contact surface between the telescopic slider and the telescopic support member is less than 5 square centimeters for each of the first or second linear bearings, and the total area of ​​the two linear bearings is less than 30 square centimeters.

Description

Technical Field

[0001] This invention relates to an operating unit for a vehicle steer-by-wire system. The operating unit is connectable to a control device, such that steering actions of the control device are converted into signals representing those steering actions and transmitted to wheel actuators to achieve steering actions via the wheels of the vehicle. The operating unit has a telescopic sliding mechanism, including a telescopic support member and a telescopic slider that is linearly movable relative to the telescopic support member. A steering shaft is rotatably supported relative to the telescopic slider within and / or on it. An angle limiter and an energized force feedback actuator are provided inside the telescopic slider. The force feedback actuator includes an energized electric motor and an energized brake. Background Technology

[0002] In today's automotive industry, the continuous development of new technologies is crucial for improving vehicle performance, safety, and driving comfort. Steering technology is one area that has received significant attention, especially "steer-by-wire" systems, which replace the mechanical steering column with an electrical signal system, offering numerous advantages over traditional steering systems. These systems enable flexible design, lighter vehicle weight, and superior driving dynamics. Steer-by-wire systems in motor vehicles eliminate the mechanical connection between the steering wheel and the wheels, transmitting the driver's steering inputs through electronic control units and actuators. The core advantage of this technology lies in its ability to dynamically adjust steering characteristics, thereby optimizing driving stability and handling under different speeds and road conditions. Furthermore, the absence of a mechanical connection provides more space for innovative vehicle design and expanded safety features. Manufacturers can therefore place the steering wheel anywhere within the vehicle or develop entirely new vehicle concepts without a traditional steering wheel. These systems not only enhance comfort and the driving experience but also facilitate the integration of autonomous driving functions. Improvements in feedback mechanisms and control algorithms ensure that the driver always has control of the vehicle, while laying the foundation for the future development of automated driving. Therefore, steer-by-wire systems represent a significant advancement in vehicle steering technology and have the potential to fundamentally change how vehicles are designed and operated.

[0003] While existing steer-by-wire systems' operating units can perform basic functions, various shortcomings and technical challenges remain. Many known operating units suffer from uneven mass distribution along the steering line. This can lead to undesirable levering, uncontrolled movement, or increased drag when adjusting the operating unit. Poorly balanced operating units can also produce undesirable vibrations or resonances, affecting steering feel.

[0004] If the mass distribution of the operating unit is not ideal, the actuator or force feedback actuator must operate with greater force to ensure accurate positioning and feedback. This leads to increased system energy consumption and may increase the demands on the vehicle's power electronics and energy supply. Furthermore, uneven load distribution can cause some drive components to be overloaded while others are underutilized.

[0005] Poorly balanced or poorly positioned components within the operating unit can also cause unwanted vibrations and operating noise. This negatively impacts acoustic comfort within the vehicle and reduces the perceived quality of the steer-by-wire system. Summary of the Invention

[0006] The objective of this invention is to avoid or at least reduce the problems known in the prior art and to provide an optimized operating unit for a vehicle steer-by-wire system.

[0007] The task is achieved as follows: an operating unit for a motor vehicle steer-by-wire system, connectable to a control device, such that the steering action of the control device is converted into a signal representing the steering action and transmitted to the wheel actuators to achieve steering action through the wheels of the motor vehicle, wherein the operating unit has a telescopic sliding mechanism including a telescopic support member and a telescopic slider that is linearly movable relative to the telescopic support member, wherein the steering shaft is rotatably supported relative to the telescopic slider inside and / or on it, and an angle limiter and an energized force feedback actuator are provided inside the telescopic slider, the force feedback actuator including an energized motor and an energized brake, wherein the telescopic slider has a mass distribution M(x) generated by the telescopic slider, the angle limiter, the motor and the energized brake in its length direction from the end away from the control device, which is lower than the upper limit mass distribution defined by M(x) = 2 / 75 x and higher than the lower limit mass distribution defined by M(x) = 1 / 300 x.

[0008] The linear mass distribution along the length of the telescopic slider achieves a balanced mass distribution, ensuring that no unwanted overturning moment or uneven force is generated along the adjustment unit.

[0009] By optimizing the mass distribution, vibrations are minimized, resulting in a quieter and more comfortable driving experience. When the mass distribution is uniform, the probability of system resonance decreases. Optimized mass distribution also improves the system's damping characteristics, meaning vibrations decay faster and are less noticeable.

[0010] Because the mass distribution remains within the specified limits, localized mass accumulation is avoided, thus preventing uneven load distribution. Therefore, no mechanical load peaks occur inside the telescopic slider or on the guide elements of the telescopic sliding mechanism. This helps to improve the service life of moving parts and reduce wear on bearings and sliding rails.

[0011] The linear mass distribution also reduces the force required to adjust the telescopic slider. Because there is no asymmetrical load, the actuator motor can operate with less force, thus reducing energy consumption. This allows for a more compact and lightweight structure for the drive and guide components.

[0012] Because the telescopic slider is uniformly balanced along its entire length, there is no uneven mass transfer, thus enhancing vibration or resonance effects. This helps reduce operating noise and improves vibration damping within the operating unit, positively impacting driving comfort.

[0013] First, we will discuss the various components or parts of the steer-by-wire system, and then list particularly preferred embodiments.

[0014] steer-by-wire system In this patent application, a steer-by-wire system refers to a steering system for a motor vehicle that eliminates the mechanical connection between the operating unit and the steering mechanism used to adjust the vehicle wheels. Instead, it transmits steering actions and commands electronically, achieving precise and flexible control of the vehicle. Steer-by-wire systems offer significant advantages over traditional steering systems in terms of weight savings, design freedom, and driving comfort. In particular, eliminating the steering column and mechanical components reduces vehicle weight and complexity, while allowing for more flexible interior space layout.

[0015] The functions of a steer-by-wire system include, for example, converting steering wheel movements into electronic signals and sending them to a control unit. This control unit analyzes the input and controls the steering actuators of one or more wheels to achieve the desired steering angle. This enhances adaptability to different driving situations and facilitates the integration of additional functions such as lane-keeping assist or autonomous driving.

[0016] motor vehicles In this patent application, a motor vehicle refers to a motor vehicle driven by an electric motor and primarily used for transporting people or goods on roads. It includes all types of vehicles driven by an engine, including but not limited to automobiles, trucks, buses, and motorcycles. Motor vehicles may employ different drive systems, such as internal combustion engines, electric motors, or hybrid power systems.

[0017] Front axle steering In this application, front axle steering refers to a component of a motor vehicle used to control the direction of the front wheels in order to steer the vehicle according to the requirements of the driver and / or control program.

[0018] Operation unit In this patent application, the operating unit refers to a device for controlling the direction of a motor vehicle by a user, particularly for a steer-by-wire system. This operating unit converts the driver's steering actions into electronic signals to adjust the actual steering action of the vehicle's wheels. The core task of the operating unit is to provide the driver with a steering feel as close as possible to that of a mechanical steering unit, achieving intuitive and safe vehicle control. To this end, the operating unit can provide variable resistance torque on the steering shaft, thereby generating tactile feedback, and can be adjusted according to the driving situation.

[0019] Force feedback actuator In this invention, a force feedback actuator is a device designed to transmit tactile and / or force feedback to the driver by applying force to a control mechanism in contact with the driver. This feedback simulates the steering force transmission feel in a conventional mechanical or hydraulic steering system. The force feedback actuator generates force via electronic control commands, reflecting the current driving state and road conditions, providing the driver with a realistic steering feel. The force feedback actuator can employ various elements or components, such as electric motors, brakes, solenoid coils, or other suitable devices, to generate the desired force.

[0020] Force feedback actuators can operate actively (e.g., driven by a motor) or passively (e.g., in generator mode). In active mode, the force feedback actuator is driven by an external energy source, such as an electric motor, to apply force to the control device to generate tactile feedback. This means the actuator is controlled to provide perceptible feedback to the user, such as simulating real force in a vehicle's steering input device. In passive mode, the force feedback actuator operates as a generator, converting and utilizing or consuming the kinetic energy generated by the control device or other user interactions. External drive is not necessarily required in this mode; instead, the mechanical energy input from the control device is used to generate resistance or damping. This mode is particularly useful for improving efficiency and energy saving because it utilizes regenerative force and provides additional realistic tactile feedback. By flexibly switching between active and passive modes, force feedback actuators can efficiently meet different tactile feedback needs and can dynamically switch according to requirements, load conditions, or applications.

[0021] Preferably, the force feedback actuator includes an electric motor, particularly a gearless electric motor.

[0022] In addition, the force feedback actuator may also include a brake.

[0023] Particularly preferably, the force feedback actuator includes an electric motor and a brake, especially preferably an energized brake.

[0024] electric motor In this patent application, the electric motor is a motor device used in the force feedback actuator of the operating unit to apply a specific torque to the steering shaft, providing the driver with tactile feedback regarding the driving status or setting steering resistance. The electric motor can be actively controlled to generate specific resistance or auxiliary torque based on driving parameters, road conditions, or driver assistance systems, thereby achieving controlled steering feel.

[0025] The electric motor consists of a stator and a rotor assembly. The rotor is preferably connected to the steering shaft directly or via gears, and torque is transmitted to the steering shaft by precisely controlling the current. The electric motor can be of radial flux type or axial flux type.

[0026] The electric motor can be geared or gearless. Geared connections allow for adjustment of torque and speed to suit the specific needs of the operating unit. Planetary or harmonic gears are preferred for efficient, low-backlash, and precise torque transmission. Gear connections are particularly advantageous when using high-speed, compact motors and requiring torque adjustment to a level suitable for the force feedback system. Gearless motors can be used if direct torque transmission to the steering shaft is required.

[0027] brake In this patent application, the brake is a device within the operating unit of a steer-by-wire system, specifically designed to apply controlled braking force to the steering shaft to influence, limit, or dampen its movement. The brake is particularly useful for providing specific resistance to the rotational movement of the steering shaft to create a realistic steering feel for the driver or to achieve safe limitations on steering actions.

[0028] The brake is preferably an electromagnetic or electromechanical structure, and its braking force can be actively adjusted by a control unit. In a preferred embodiment, the brake includes an energized braking component that applies frictional, magnetic, or fluid braking to components connected to the steering shaft. The braking force can be dynamically adjusted according to different operating parameters (such as vehicle speed, steering angle, or driving state).

[0029] Particularly preferred, the brake may be a magnetorheological brake.

[0030] The brake can also be a mechanical friction brake, which achieves torque-related steering shaft delay by pressing the brake pads against a braking surface connected to the steering shaft. In another preferred embodiment, the brake can also be an eddy current brake, which generates a wear-free and virtually noiseless braking effect on the conductive disc through an induced magnetic field. The brake can also be an electromechanical clamping device, which uses a clamping element driven by a motor or magnet to specifically restrict or completely prevent the rotation of the steering shaft.

[0031] Preferably, gears (such as planetary gears) can also serve as brakes in the sense of this patent application. Due to their internal friction, gears can brake the steering shaft, suppressing or slowing rotation. In particular, by specifically adjusting the gear ratio and friction characteristics, a certain basic friction torque can be provided without additional active braking components or as their auxiliary. Such gears can be integrated into the overall system for damping steering actions or providing specific drag characteristics to simulate traditional mechanical steering.

[0032] Preferably, the brake is integrated within the telescopic slider to achieve a compact structure and optimized mass distribution. The brake can be located between the angle limiter and the electric motor, working synergistically throughout the steering resistance and feedback system. The brake can be designed to continuously provide modulated power or actively engage under specific operating conditions, such as limiting the maximum steering angle or generating specific tactile feedback. In a particularly preferred embodiment, the brake can be coupled to the electric motor, with both working together to achieve fine-tuning of the steering feel.

[0033] Magnetorheological braking device In this patent application, a magnetorheological braking device is a device that utilizes a magnetorheological medium to generate a variable and controllable torque between a rotor and a stator. The magnetorheological medium is preferably a liquid or gaseous carrier fluid dispersed with magnetizable particles. When a magnetic field is applied, these particles align along the magnetic field lines, resulting in an increase in the medium's viscosity and a significant increase in its shear strength. Precise control of the braking force can be achieved by adjusting the magnetic field strength. The magnetorheological braking device is preferably designed so that the rotor rotatably passes through it, and the rotor is coaxially arranged on a shaft. The rotor is preferably made of a thin plate and is housed together with the stator within a housing, forming a space for accommodating the magnetorheological medium. The stator is equipped with electromagnetic coils that generate a magnetic field when energized, affecting the magnetorheological medium within the accommodating space. By controlling the magnetic field, a variable braking force is generated between the rotor and the stator; the medium's shear strength increases when the magnetic field is activated. Preferably, the magnetorheological braking device is equipped with seals to prevent medium leakage and protect internal components from contamination.

[0034] Employing multiple magnetorheological braking devices to achieve higher total braking torque is also advantageous. This configuration also allows braking force to be distributed to multiple axes or components of the operating unit, improving system flexibility and adaptability. More precise braking control can be achieved by using multiple braking devices simultaneously, with each unit capable of independent control. This is particularly advantageous in complex systems or applications requiring different braking torques at different locations. Furthermore, the redundancy of multiple braking devices enhances operational safety; even if one unit fails, the others can still function normally.

[0035] Dividing the brake into multiple independent braking units also reduces the inductance of each braking segment. Lower inductance means a shorter coil response time, allowing current changes to occur more quickly, thus optimizing the brake's dynamic response. A faster dynamic response means the brake can adapt to changing operating conditions more quickly, which is particularly advantageous in applications with rapidly changing loads.

[0036] It is also conceivable that a magnetorheological brake has two spatially separated excitation coils. This configuration allows for more targeted and flexible control of the magnetic field, generating different magnetic field strengths in different regions of the magnetorheological medium. The spatial separation of the excitation coils can generate independent magnetic fields acting on specific particle concentrations or movements within the medium. This facilitates individual adjustment of the braking force according to the needs of different operating conditions. Furthermore, this arrangement allows for more uniform heat distribution, improving the thermal stability of the braking device. Redundancy can also be achieved through the second excitation coil, ensuring that even if one set of excitation coils fails, the other set can continue to operate.

[0037] The excitation coils can preferably be connected in parallel. Parallel connection of coils within a magnetorheological braking device offers significant advantages, particularly in dynamic response and compensation capabilities. Parallel inductors increase the total magnetic field capacity, resulting in a faster system response and allowing the magnetorheological medium to respond more quickly to changes in the magnetic field. This enables more precise and direct adjustment of the braking force to adapt to varying operating conditions. Another advantage of parallel connection is enhanced system compensation. If one coil in the parallel connection fails or malfunctions, the remaining coils can still effectively generate the required magnetic field, thereby improving the reliability and fault tolerance of the braking device.

[0038] Brake rotor In this patent application, the brake rotor of the magnetorheological brake is a rotating element directly connected to the rotor shaft, serving as the active braking component in the system. The brake rotor interacts directly with the magnetorheological medium between itself and the brake stator. The function of the brake rotor is to convert the viscosity change of the magnetorheological medium into the required braking torque through its rotation in the magnetic field. This allows for the adjustment and control of the braking torque on the shaft, achieving precise adjustment of the braking effect of the entire steering system. Preferably, the brake rotor can be manufactured as a thin plate structure.

[0039] Brake stator In this patent application, the brake stator is a component fixedly mounted relative to the brake housing in a magnetorheological brake. As the stationary part of the brake, it is preferably made into a cylindrical sleeve. The function of the brake stator is to house the brake rotor and, together with the brake housing, form a magnetorheological medium space, in which the medium is located. Preferably, the brake stator is designed to have an inner surface along which the rotor can move with a specific working gap. The function of the brake stator is to absorb the braking torque transmitted by the brake rotor through the medium, thereby ensuring reliable force transmission in the steering system.

[0040] The stator of the magnetorheological braking device is preferably a multi-component structure, including a coil support, a closed ring, and an outer tube. These components are preferably manufactured from sheet metal using a forming process. Preferably, these components are interconnected via a forming connection method, thereby creating a large-area, compact contact between the stator components. This reduces the magnetic reluctance within the assembly, thus significantly improving magnetic circuit efficiency. The reduction in magnetic reluctance helps to achieve higher braking torque without increasing the coil current, thereby improving the energy efficiency of the braking device and enabling a more compact and lower-cost design of the electrical components.

[0041] magnetic field generator In this patent application, a magnetic field generator is a device used to generate or regulate an electromagnetic field within a magnetorheological brake to specifically control the flow characteristics of the magnetorheological medium. The generated magnetic field penetrates the medium space formed by the brake rotor and brake stator, causing changes in the rheological properties of the medium, thereby increasing its shear viscosity and establishing a corresponding braking torque. Preferably, the magnetic field generator can be made as an energized electromagnet, with a coil wound on a ferromagnetic core, and the magnetic field lines are specifically guided to the working area through appropriate shaping. Its advantage is that the braking torque can be steplessly adjusted according to the magnitude of the applied current, thereby achieving precise and rapid adaptation to different driving situations in the steer-by-wire system. Preferably, the magnetic field generator is integrated into the brake housing or brake stator area to achieve a shorter magnetic flux path and efficient magnetic field coupling with the medium. As an alternative or supplement, a permanent magnet can also be used as a magnetic field source to provide a basic magnetic field or to achieve fault protection.

[0042] To produce a braking effect, the magnetic field generator can be designed to be controllable, enabling it to generate a magnetic field with a predetermined field strength and / or a predetermined magnetic flux, and to operate under appropriate control. Specifically, the magnetic field generator can be configured to adjust the field strength and / or magnetic flux between zero and a predetermined maximum value. In this way, the resulting initial braking effect can also be controlled or adjusted. For this purpose, the magnetic field generator can be made as a coil, whose magnetic field depends on the current flowing through the coil turns. By adjusting the current intensity, the field strength and / or magnetic flux can be adjusted between zero and a predetermined maximum value, thereby adjusting the braking effect. Preferably, the magnetic field generator is housed within the stator of the magnetorheological brake.

[0043] magnetorheological media In this patent application, the magnetorheological medium is a substance whose rheological properties, particularly viscosity and flowability, change according to an applied magnetic field. It comprises, for example, a liquid or gaseous carrier fluid in which magnetizable particles are dispersed. These particles are preferably spherical or near-spherical and have a permeability responsive to the magnetic field. The carrier fluid is preferably oil or other suitable liquid medium, or a gas such as air, ensuring uniform suspension and easy movement of the particles in the absence of a magnetic field. In this invention, the magnetorheological medium functions to achieve the controlled transfer of mechanical energy. When a magnetic field is applied, the magnetizable particles align along the magnetic field lines, forming a chain-like structure. This structure significantly increases the flow resistance of the medium, allowing for targeted control of torque transmission between the rotor and stator. The intensity of this torque transmission can be adjusted by the intensity of the applied magnetic field, thereby achieving precise and dynamic adjustment of braking characteristics.

[0044] The preferred concentration of particles in the carrier fluid is 20 to 50 volume percent. A concentration of approximately 30 to 40 volume percent is particularly advantageous because it achieves an optimal balance between maximizing the magnetorheological effect and minimizing viscosity in the absence of a magnetic field. This concentration allows for precise control of rheological properties while ensuring good pumpability and operability of the medium within the system.

[0045] magnetorheological particles In this patent application, magnetorheological particles refer to magnetizable or responsive microparticles suspended in a carrier fluid, which selectively alter the fluid's flow characteristics under the influence of a magnetic field. Preferably, these particles are made of iron or iron alloys, possessing high magnetic permeability, and can rapidly form chain-like structures when a magnetic field is applied, thereby increasing the viscosity or flow resistance of the magnetorheological medium. These particles enable rapid and controllable enhancement of the shear force between the rotor and stator, facilitating the adjustment of braking effects. Their ability to rapidly and reversibly adjust their arrangement in a magnetic field allows for extremely precise and dynamic control of braking characteristics with virtually no delay.

[0046] The particles are preferably coated to reduce agglomeration and sedimentation, thus maintaining a uniform distribution in the carrier medium even during long-term operation. The carrier liquid is preferably made of materials with high thermal stability and low aging properties to ensure the performance of the medium under different thermal and mechanical conditions. The magnetizable particles in the magnetorheological medium are preferably made of ferromagnetic or superparamagnetic materials. Suitable materials include iron, nickel, cobalt and their alloys, or ferrites such as Fe3O4. These materials have high permeability and saturation magnetization, enabling efficient response to applied magnetic fields.

[0047] The particle size is preferably from 0.1 micrometers to 10 micrometers, and more preferably from 1 micrometers to 5 micrometers. This particle size distribution ensures stable suspension in the carrier liquid, reduces sedimentation, and enables rapid and efficient structuring of the particles when a magnetic field is applied.

[0048] Brake housing In this patent application, the brake housing of the magnetorheological brake is a component of the external enclosure structure of the brake, enclosing the space containing the magnetorheological medium (magnetorheological medium space). The main function of the brake housing is to safely contain the magnetorheological medium and allow it to interact between the brake rotor and the brake stator. As a "frame structure," the brake housing not only protects the internal components from external influences but also serves as a basis for the proper alignment of all internal parts.

[0049] The brake housing can be made of a variety of materials, preferably metal alloys, plastics or composite materials.

[0050] Brake housings can be either one-piece or multi-piece structures. One-piece housings offer high structural integrity and reduce potential weak points caused by connections. Multi-piece housings, on the other hand, support a more modular structure, facilitating maintenance and replacement of individual components.

[0051] In principle, it is also conceivable that the stator may be at least partially or wholly part of the brake housing or a portion thereof.

[0052] Steering shaft In this patent application, the steering shaft is a mechanical component that serves as a rotational shaft in the operating unit for a steer-by-wire system, used to transmit torque and / or rotational motion. The steering shaft is designed to rotate about a specific axis and is mechanically connected to the operating unit's control mechanism (such as a steering wheel or joystick). Its primary function is to transmit the rotational motion generated by the control mechanism to subsequent mechanical or electronic components within the operating unit.

[0053] The steering shaft can be a single piece or a multi-piece structure. A single-piece structure offers high structural integrity and extremely precise torque transmission because there are no additional connection points. A multi-piece structure supports modular design, allowing for customization of individual sections to meet different needs. Multi-piece structures can also integrate hinge or coupling elements to achieve flexible connections between sections and compensate for tolerances. This configuration facilitates the replacement of individual sections during maintenance or repair and better adapts to complex installation space requirements.

[0054] Preferably, the steering shaft is mounted in a steering angle limiter, which mechanically restricts the rotational movement of the steering shaft.

[0055] The brake rotor is preferably fixedly connected to the steering shaft.

[0056] Telescopic sliding mechanism In this patent application, the telescopic sliding mechanism is a mechanical unit having a telescopic support member and at least one telescopic slider that is linearly movable relative to it. The telescopic sliding mechanism is used to achieve controlled linear motion between these two components, with the telescopic slider guided within a predetermined range along the pull-out direction. Guiding is preferably achieved through at least two linear bearings, ensuring both precise motion guidance and the mechanical stability of the entire system.

[0057] The telescopic slider can integrate multiple operating units. Preferably, it includes a force feedback actuator with a motor and magnetorheological brake, as well as an angle limiter. This compact integration achieves a space-saving structure for the operating units.

[0058] The telescopic sliding mechanism is also designed to ensure reliable thermal isolation between its components, particularly by selecting materials with specific thermal conductivity and optimizing the arrangement of heat-generating parts.

[0059] linear bearings In this patent application, the linear bearing is a mechanical device that enables precise, low-friction guidance and movement of a telescopic slider relative to a telescopic support member along a linear axis.

[0060] Linear bearings can be either linear rolling bearings or linear sliding bearings. Linear rolling bearings use rotating or spherical elements such as balls or rollers arranged between guide members and bearing components. These rolling elements roll between contact surfaces, minimizing friction. These bearings typically include rolling element guides, cages for positioning the rolling elements, and seals to prevent contamination. Linear sliding bearings, on the other hand, have no rolling elements; the contact surfaces of the bearing components slide directly on the guide members, often using anti-friction materials such as polytetrafluoroethylene (PTFE) or coated metal. Due to direct sliding, heat is dissipated more easily, and the mechanical structure is simpler than that of linear rolling bearings.

[0061] Preferably, linear bearings also contribute to the thermal isolation of the system through their thermal conductivity, thus meeting the requirements of the overall system.

[0062] Telescopic slider In this patent application, the telescopic slider is a component of the telescopic sliding mechanism, capable of linear movement relative to the telescopic support member. The telescopic slider is particularly used to achieve linear displacement of the operating device within the operating unit.

[0063] The telescopic slider is preferably made of a material with a thermal conductivity in the range of 30 to 50 W / m*K to ensure controlled heat dissipation and minimize thermal stress. The outer surface of the telescopic slider is designed to have a large area to facilitate heat dissipation and convection, thereby further reducing the thermal load on the unit.

[0064] The core components of the force feedback system are preferably arranged inside the telescopic slider, particularly an energized electric motor and a magnetorheological brake for precise control of the return torque, located at the end of the slider furthest from the operating device. This arrangement achieves a compact and space-saving structure and optimizes the location of the heat source to prevent overheating of the operating unit.

[0065] The telescopic slider is preferably a tubular structure, and more preferably has a polygonal cross-section. This polygonal cross-section can effectively prevent the slider from rotating about its length axis, further improving guiding stability and positioning accuracy.

[0066] Expansion load-bearing components In this patent application, the telescopic carrier is a component of the operating unit, providing a basis for guiding the telescopic slider. As a fixed element relative to the vehicle, the telescopic carrier allows the telescopic slider to move linearly along its defined axis. It constitutes the mechanical interface between the movable slider and the rest of the steering system.

[0067] The telescopic carrier may also be provided with mounting points or connection interfaces for additional components (such as sensors or actuators) that are essential for the operation of the steering system. Furthermore, the telescopic carrier can be connected to the steering column adjustment device, particularly to enable tilt adjustment of the operating unit relative to the driver.

[0068] Corner limit switch In this patent application, the angle limiter is a device used to mechanically or functionally limit the maximum rotation angle of the steering shaft within an operating unit. The angle limiter ensures that the steering angle of the operating device does not exceed a predetermined limit to prevent damage to mechanical or electronic components, while ensuring precise control of steering actions.

[0069] The function of the angle limiter is particularly that when the preset maximum angle is reached, it physically prevents the rotation of the steering shaft or generates an increasing reaction force.

[0070] Advantageous implementation methods According to a preferred embodiment of the invention, the telescopic slider can be configured to have a mass distribution M(x) along its length, starting from the end furthest from the operating device, generated by the telescopic slider, the corner limiter, the motor, and the energized brake. This mass distribution is lower than the upper limit mass distribution defined by M(x) = 2 / 50x, and higher than the lower limit mass distribution defined by M(x) = 0.0116667x - 0.5833335. Therefore, the invention can be further developed to define the mass distribution limits within a narrower range. This ensures that the telescopic slider is more uniformly balanced throughout its entire length. This further reduces load peaks within the telescopic mechanism and improves the mechanical stability of the guide elements. A stricter definition of the mass distribution also allows for more targeted material selection and sizing to achieve a uniform load distribution, thereby further improving the lifespan of mechanical components and extending maintenance intervals.

[0071] Furthermore, preferably, the telescopic slider, equipped with an angle limiter, a motor, and an energized brake, has a center of gravity located between 40% and 60% of its total length. Targeting the center of gravity within a specific range of the telescopic slider's total length ensures the system remains balanced in all operating states. This prevents unwanted mass transfer during slider extension and retraction, which could lead to uncontrolled forces or asymmetrical loads. This contributes to smooth slider movement within the telescopic extension mechanism, improves positioning accuracy, and prevents tilting or jamming.

[0072] In a further preferred embodiment of the invention, the telescopic slider, equipped with an angle limiter, a motor, and an energized brake, can be positioned such that, in the retracted state of the telescopic sliding mechanism, its center of gravity lies within a plane bounded by the axis of the operating unit extending in the direction of gravity along the axis of the vehicle, and perpendicular to that axis. This ensures optimal integration of the system into the vehicle when stationary. Because the center of gravity is located in a well-defined area, unwanted overturning moments on the vehicle structure are avoided. Furthermore, the stable center of gravity position facilitates the installation and adjustment of the operating unit within the vehicle.

[0073] More preferably, when the telescopic slider, equipped with an angle limiter, a motor, and an energized brake, is fully extended, its center of gravity is also located in a plane perpendicular to the axis formed by the connection point between the operating unit and the axis of the motor vehicle extending in the direction of gravity. This ensures that there will be no significant change in inertia or uncontrolled shift of the center of gravity during the movement of the telescopic slider.

[0074] Particularly preferably, the total moving mass of the telescopic slider is between 1 and 10 kg, more preferably 2 to 8 kg, and particularly preferably 3 to 6 kg. Limiting the total moving mass of the telescopic slider ensures that the system is lightweight enough to minimize the energy consumption of the drive components, while being heavy enough to improve the vibration damping of the system and help reduce vibration and operating noise.

[0075] Furthermore, the length x of the telescopic slider is preferably between 200-350 mm. The specified telescopic slider length ensures an optimal balance between space requirements, stability, and adjustment range.

[0076] According to a further preferred embodiment of the invention, the brake, motor, and angle limiter are arranged inside the telescopic slider in the following order: starting from the end closest to the operating device, the angle limiter, brake, and motor move towards the end furthest from the operating device. This specific arrangement of the angle limiter, brake, and motor inside the telescopic slider achieves optimal mass distribution along the length. Placing the heavier components closer to the end furthest from the operating device ensures balanced equilibrium throughout the entire slider length. This not only improves the mechanical stability of the system but also ensures that the telescopic slider moves with minimal friction and no undesirable overturning moment during guidance. Furthermore, the targeted arrangement of components improves the utilization efficiency of available space and simplifies the wiring and connections of electrical components.

[0077] The invention can also be advantageously further developed in which the steering shaft at least partially, preferably completely, penetrates the brake, motor, and corner limiter. The complete or partial penetration of the brake, motor, and corner limiter by the steering shaft enables a compact and space-saving structure. Furthermore, the through-type steering shaft increases the structural rigidity of the overall system, thereby improving mechanical stability and minimizing undesirable torsional effects. This facilitates a more direct and precise transmission of steering actions.

[0078] It is also conceivable that the diameter of the steering shaft in the corner stop connection area is larger than its diameter in the brake and / or motor connection area. The variable diameter of the steering shaft can be specifically adapted to different load requirements along the operating unit's path. In the corner stop area, a larger diameter increases rigidity and reduces unwanted deformation. Simultaneously, a smaller diameter in the brake or motor area reduces weight without compromising structural integrity. This helps achieve an optimal balance between stability, weight, and material utilization. Furthermore, targeted diameter adjustments can reduce manufacturing costs by saving material in areas without high loads while maintaining high strength in critical areas.

[0079] Preferably, the maximum moving speed of the telescopic slider during extension and retraction is 10-60 mm / s. This speed range achieves a balance between response speed and telescopic motion accuracy, which is particularly important in steer-by-wire systems. A maximum speed of 10 to 60 mm / s allows for rapid movement, which is especially advantageous in scenarios requiring quick reset or positioning, such as getting in and out of the vehicle. This speed range prevents the electric adjustment actuator from operating under high load for extended periods, thereby extending the lifespan of mechanical and electrical components. Furthermore, the specified maximum speed range enhances interaction with automated or safety-critical functions, such as automatic steering wheel return to zero. Speed ​​control enables harmonious and predictable movement, avoiding unexpected or sudden reactions. This is particularly important for driver acceptance and trust in steer-by-wire technology.

[0080] Furthermore, the telescopic slider is preferably 200-350 mm in its longitudinal direction (x). This length achieves an optimal balance between a compact structure and the space required to integrate all critical components, such as the steering shaft, magnetorheological brake, motor, and guiding elements. This ensures that the telescopic slider can accommodate all necessary functional units without unnecessarily increasing the overall size of the operating unit. This is particularly advantageous in vehicles with limited cockpit space. Additionally, this length range allows for more precise linear guidance of the telescopic slider relative to the telescopic load-bearing component. Sufficient length ensures stable support of the slider in the guide, enhancing mechanical strength and operational safety. This minimizes unwanted movement or vibration during steering and ensures precise force transmission, thereby improving driving safety and steering feel. Moreover, this length increases the flexibility of the operating unit design. For example, the motor and brake can be positioned advantageously to achieve optimal load distribution within the operating unit. This helps achieve a balanced weight distribution, positively impacting the system's dynamic characteristics, such as inertial behavior and steering mechanism response.

[0081] Furthermore, the preferred telescopic carrier has a length between 110 and 350 mm. This dimensional design primarily enhances the mechanical stability of the telescopic carrier. This length ensures reliable guidance of the telescopic slider even under significant forces during operation. This minimizes vibration, torsion, or unwanted backlash in the system, thereby improving the accuracy of steering input. Additionally, this length range allows the operating unit to adapt to different vehicle designs and space conditions. Flexible adjustment of the telescopic carrier length allows the operating unit to be used in both compact and larger cockpits without fundamental design changes. This improves adaptability and reduces development and manufacturing costs when integrating into different vehicle models. Another advantage is improved kinematics of telescopic movement. The specified telescopic carrier length allows for precise guidance of the telescopic slider within a sufficiently large adjustment range. This helps optimize driver ergonomics, as the position of the control devices can be better adjusted according to the driver's individual needs and preferences. A larger adjustment range also facilitates adaptation to drivers of different heights or seating positions.

[0082] According to a further preferred development of the invention, the wall thickness of the telescopic slider along its length can be set to 1.5-3.0 mm, achieving an optimal balance between stability, weight, and manufacturing cost, thus combining functional and economic advantages. From a technical perspective, this wall thickness ensures that the telescopic slider can safely withstand the forces and torques generated during the operation of the operating unit without deformation or structural weakness. This is particularly important because the telescopic slider needs to accommodate and guide the steering shaft and force feedback components. The slider weight achieved with the specified wall thickness also contributes to the dynamic performance of the system, as the slider can be moved with less energy consumption. A wall thickness of 1.5 to 3.0 mm also facilitates manufacturing, allowing for non-cutting processes such as deep drawing or bending, eliminating the need for complex machining.

[0083] Furthermore, the preferred cross-sectional area of ​​the telescopic slider along its length is 2700-5200 square millimeters. This cross-sectional area range ensures the mechanical stability of the telescopic slider. The slider is sufficiently robust to reliably withstand and transmit the forces and torques generated during the operation of the operating unit, especially the force feedback system. Simultaneously, it minimizes undesirable deformation or bending of the slider, achieving precise and uniform force transmission, which is particularly important in dynamic steering maneuvers. Moreover, this cross-sectional area range reduces inertia, enabling rapid and precise movement of the slider, while its mass is sufficient to dampen vibrations. This cross-sectional area also provides sufficient space for integrating the necessary force feedback components, such as motors, magnetorheological brakes, angle limiters, and steering shafts.

[0084] Furthermore, the preferred moment of inertia of the telescopic slider is 400-500 cm. 4 This range of moment of inertia provides sufficient rigidity to avoid or reduce deformation caused by bending or torque, especially under dynamic loads such as rapid steering or sudden load changes. Furthermore, the optimized moment of inertia minimizes vibration and resonance effects in the system. The combination of rigidity and low deformation within this range allows for more precise linear movement of the telescopic slider along the telescopic load-bearing component. This is particularly important when using linear bearings, as they are more sensitive to slider deformation due to their constant guiding force.

[0085] Preferably, the steering shaft is fixed within the telescopic slider in the extension direction. By integrating the steering shaft into the telescopic slider, the movement of the steering shaft is ensured to be completely synchronized with the slider. By coupling the steering shaft to the telescopic slider, the load generated during steering actions can be specifically distributed to the slider. Integrating the steering shaft into the telescopic slider also avoids the need for additional guide elements or mounting points on the outside of the slider, which is particularly advantageous in vehicles with limited space. Another advantage is improved vibration and noise damping.

[0086] Furthermore, it is particularly preferable to arrange the brake, force feedback actuator, and angle limiter within the telescopic slider as follows: starting from the end closest to the control device, the angle limiter, brake, and force feedback actuator are arranged sequentially, facing away from the control device. Placing the angle limiter directly near the control device allows for precise mechanical restriction of the steering shaft, which is directly coupled to the control device. This effectively controls the maximum rotational movement of the control device without the need for intermediate components that introduce mechanical backlash or delay. This direct arrangement achieves precise control and enhances the driver's feedback experience. The brake and force feedback actuator are relatively heavy components; placing them away from the angle limiter and closer to the end furthest from the control device optimizes the center of mass of the moving parts within the telescopic slider. In particular, placing the heavier brake and actuator away from the control device also serves as a damping element for vibrations generated by the control device or external forces.

[0087] This arrangement also improves the heat distribution inside the telescopic slider. Since the force feedback actuator, as the main heat source, is located at the end furthest from the operating device, direct heat transfer to the corner limiter and brake is minimized, thus ensuring their functionality under high thermal loads. Simultaneously, the brake, located between the corner limiter and the actuator, acts as a thermal barrier, further enhancing thermal isolation.

[0088] In another preferred embodiment of the invention, the steering shaft may be configured to at least partially, preferably completely, pass through the brake, force feedback actuator, and corner stop. The main advantage of this arrangement is that it allows for a compact, space-saving structure for the operating unit. Furthermore, the axial passage of the steering shaft ensures precise alignment of all mechanical and electromagnetic components. This axial alignment reduces potential misalignment or mechanical backlash caused by separate arrangements or more complex coupling mechanisms. The accuracy of force transmission from the force feedback actuator to the steering shaft is thus optimized, contributing to improved steering precision and driver feedback. Another advantage is the reduction in required bearing points or additional connecting elements, which would be necessary if the steering shaft did not pass through these components. This not only reduces the weight of the operating unit but also lowers assembly complexity. Fewer bearing points also mean less wear and higher reliability, as potential failure points such as bearing failure or misalignment are minimized. Finally, this structure also helps reduce vibration and noise. Because the steering shaft passes directly and continuously through the brake, force feedback actuator, and corner stop, mechanical resonance and vibration can be distributed more evenly.

[0089] It is also preferable that the telescopic slider is supported linearly relative to the telescopic carrier by means of a first bearing (especially a linear bearing) and a second bearing (especially a linear bearing) arranged at a distance from it in the pull-out direction.

[0090] In this context, it is particularly preferable that the pull-out direction spacing between the first and second linear bearings on the telescopic load-bearing component is at least 80 mm. This reduces the risk of overturning moments when the slider is subjected to lateral forces or uneven loads. This allows the operating units to maintain precise alignment, which is especially important under dynamic system movement or high loads. The at least 80 mm spacing between the two bearings also allows for a more even distribution of load between the two bearings, thereby reducing wear and load on individual bearing components. The at least 80 mm bearing spacing also dampens vibrations and oscillations that occur during operation. Attached Figure Description

[0091] The invention will now be described in more detail with reference to the accompanying drawings, but this is not intended to limit the general concept of the invention.

[0092] Figure 1 A schematic diagram of a motor vehicle equipped with a steer-by-wire system; Figure 2 A perspective view of the operating unit; Figure 3 This is a perspective axial sectional view of the operating unit. Detailed Implementation

[0093] Figure 1 A steer-by-wire system 1 for a motor vehicle is shown, equipped with a control device 45. The steer-by-wire system 1 includes an operating unit 4 disposed within the passenger compartment 141. This operating unit receives steering commands from a user or control device (such as part of an automatic or semi-automatic driving system of the motor vehicle 2) and transmits them as electrical or optical signals to the wheel actuators 6 of the front axle steering 3, which translate the corresponding steering commands into steering actions of the vehicle wheels 7a, 7b. Of course, steering commands can also be achieved through rear axle steering or single-wheel steering.

[0094] The operating unit 4, located within the passenger compartment 141, acquires the driver's steering input via the control device 45 or receives corresponding signals from the vehicle's own control devices. After sensors acquire steering angle, torque, or other parameters, the signals are transmitted to the control electronics unit, which then transmits steering commands to the wheel actuators 6. The wheel actuators 6 convert electrical or optical control signals into mechanical steering actions, preferably through linkages or direct drive to the front axle wheels 7a and 7b, thereby achieving the desired steering angle. Preferably, the wheel actuators 6 may also be equipped with other sensors to feed back road conditions, forces, or individual wheel steering angles to the control electronics unit. This enables adaptive control strategies, such as stabilizing vehicle movement in critical driving situations or initiating steering actions solely through the control device during autonomous driving. By eliminating the direct mechanical connection between the control device 45 and the steering mechanism, costs and space are saved, and vibrations or disturbances within the vehicle are reduced.

[0095] Figure 2A perspective view of the operating unit 4 is shown. The operating unit 4 includes a telescopic sliding mechanism 46 having a tubular telescopic support member 138 and a telescopic slider 137 that can move linearly inside it. Figure 2 The telescopic sliding mechanism 46 is shown in the extended state of the telescopic slider 137.

[0096] By linearly moving the telescopic slider 137 within the tubular telescopic support 138, the axial position of the control device 45 relative to the driver can be precisely adjusted, thereby achieving optimal ergonomic distance. Figure 2 In the illustrated embodiment, the telescopic slider 137 is mounted in the inner guide rail of the telescopic carrier 138 with low friction. Integrating the telescopic carrier 138 into the steering column adjustment device 42 also allows for adjustment of the tilt angle of the entire operating unit 4, enabling the driver to obtain a personalized seat and operating position. The steering shaft 43 is substantially coaxially arranged with the telescopic slider 137 and the telescopic carrier 138, and protrudes from the end of the telescopic slider 137 near the control device. The control device 45 can be connected to this protruding shaft section, and the rotational motion of the control device 45 is transmitted to the steer-by-wire system or collected in the system via the steering shaft 43.

[0097] Figure 3 The internal structure of the telescopic slider 137 is shown. It can be seen that a force feedback actuator 41, equipped with a motor 109 and a brake 107, the brake 107 being a magnetorheological brake 108, is arranged inside the telescopic slider 137. In addition, an angle limiter 44 is also provided inside the telescopic slider 137. Figure 3 Clearly, the telescopic slider 137 is designed to compactly house all the key functional components of the steer-by-wire system while providing axial adjustment capabilities.

[0098] The steering shaft 43 passes through the angle limiter 44 and the force feedback actuator 41 equipped with a motor 109 and a brake 107, and is connected to these components respectively. Torque can be applied to the steering shaft 43 via the motor 109 and the brake 107. The torque generated or applied by the motor 109 is transmitted to the steering shaft 43, giving the driver active steering feel and targeted feedback through the steering wheel. A magnetorheological brake 108 is integrated into this force flow, generating adjustable damping or braking torque by selectively changing the viscosity of its magnetorheological medium. This allows for stepless adjustment of the braking effect, achieving precise control over steering feel and self-centering force.

[0099] The angle limiter 44 provides a clearly defined mechanical termination point in each rotational direction of the steering shaft 43. The angle limiter 44 detects the position of the steering shaft 43 and mechanically ensures that the defined termination torque is reached in both rotational directions, thereby preventing over-rotation or damage to the system. Since the steering shaft 43 passes through not only the angle limiter 44 but also the motor 109 and brake 107, it ensures coaxial alignment of all components, enabling high-precision, fast-response force and torque management.

[0100] pass Figure 2-3 It can be clearly seen that the operating unit 4 has a telescopic sliding mechanism 46, including a telescopic support member 138 and a telescopic slider 137 that can move linearly relative to the telescopic support member 138.

[0101] The steering shaft 43 is rotatably supported within the telescopic slider 137. Inside the telescopic slider 137 is a corner limiter 44, an energized force feedback actuator 41, an energized motor 102, and an energized brake 107. The brake 107, force feedback actuator 41, and corner limiter 44 are arranged inside the telescopic slider 137 in the following order, starting from the end closest to the operating device: corner limiter 44, brake 107, and motor 102, moving away from the operating device. The overall weight of the telescopic slider 137, brake 107, motor 102, and corner limiter 44 exceeds 2 kg, and particularly preferably exceeds 3 kg.

[0102] The brake 107 is a magnetorheological brake 108, and is located in front of the motor 102 when viewed from the direction of the operating device 45.

[0103] A first linear bearing 136a and a second linear bearing 136b arranged at intervals in the pull-out direction are provided between the telescopic slider 137 and the telescopic support member 138.

[0104] Figure 2-3 It is also shown that an annular gap is formed between the telescopic slider 137 and the telescopic support member 138.

[0105] Figure 2-3 It can also be seen that the motor 102 and the brake 107 are mounted on the inner surface of the telescopic slider 137 by an interference fit.

[0106] Figure 3 It is also shown that the steering shaft 43 is guided relative to the telescopic slider 137 via a first steering shaft bearing 133a and a second steering shaft bearing 133b. The steering shaft 43 at least partially, preferably completely, passes through the brake 107, the motor 102, and the angle limiter 44. The steering shaft 43 is fixed in the extension direction of the telescopic slider 137. The diameter of the steering shaft 43 in the connection area of ​​the angle limiter 44 is larger than its diameter in the connection area of ​​the brake 107 and the motor 102.

[0107] The telescopic slider 137 has a mass distribution M(x) along its length x from the end furthest from the operating device, generated by the telescopic slider 137, the corner limiter 44, the motor 102, and the energized brake 107. This mass distribution is lower than the upper limit mass distribution defined by M(x) = 2 / 75 x and higher than the lower limit mass distribution defined by M(x) = 1 / 300 x.

[0108] The telescopic slider 137, equipped with an angle limiter 44, a motor 102, and an energized brake 107, has a center of gravity located between 40% and 60% of the total length of the telescopic slider 137.

[0109] When the telescopic slider 137, equipped with an angle limiter 44, a motor 102, and an energized brake 107, is in the retracted state of the telescopic sliding mechanism 46, its center of gravity lies in the plane formed by the axis 902 extending in the direction of gravity between the operating unit 4 through the connection point 901 and the motor vehicle 2, and is perpendicular to this axis. The same applies to the telescopic slider 137 in the fully extended state.

[0110] List of reference numerals 1 - Steer-by-wire system 2 - Motor vehicles 4 - Operation Unit 6 - Wheel actuator 7 - Wheels 41 - Force Feedback Actuator 43 - Steering Axle 44 - Corner limit switch 45 - Control Device 46 - Telescopic sliding mechanism 102 - Electric Motor 107 - Brake 108 - Magnetorheological brake 133a - First Steering Shaft Bearing 133b - Second Steering Shaft Bearing 136a - First Linear Bearing 136b - Second linear bearing 137 - Telescopic slider 138 - Telescopic load-bearing component 901 - Connection Point 902 - Axis.

Claims

1. Operating unit (4) for a steer-by-wire system (1) for a motor vehicle (2), which is connectable with a steering device (45) in such a way that a steering action of the steering device (45) is converted into a signal representing the steering action and is transmitted to a wheel actuator (6) for implementing the steering action by means of a wheel (7) of the motor vehicle (2), wherein, The operating unit (4) has a telescopic sliding mechanism (46), including a telescopic support member (138) and a telescopic slider (137) that is linearly movable relative to the telescopic support member (138). A steering shaft (43) is rotatably supported relative to the telescopic slider (137) within and / or on it. An angle limiter (44) and an energized force feedback actuator (41) are provided inside the telescopic slider (137). The force feedback actuator includes an energized motor (102) and an energized brake (107). Its features are: The telescopic slider (137) has a mass distribution M(x) along its length x, starting from the end away from the operating device, generated by the telescopic slider (137), the corner limiter (44), the electric motor (102), and the energized brake (107), which is lower than the upper limit mass distribution defined by M(x) = 2 / 75 x and higher than the lower limit mass distribution defined by M(x) = 1 / 300 x.

2. The operating unit (4) according to claim 1, characterized in that: The telescopic slider (137) has a mass distribution M(x) along its length x, starting from the end furthest from the operating device, generated by the telescopic slider (137), the corner limiter (44), the electric motor (102), and the energized brake (107). This mass distribution is lower than the upper limit mass distribution defined by M(x) = 2 / 50 x and higher than the lower limit mass distribution defined by M(x) = 0.0116667x - 0.5833335.

3. The operating unit (4) according to claim 1 or 2, characterized in that: The telescopic slider (137), equipped with a corner limiter (44), a motor (102) and an energized brake (107), has a center of gravity located between 40 and 60% of the total length of the telescopic slider (137).

4. The operating unit (4) according to any of the preceding claims, characterized in that: When the telescopic slider (137), which is equipped with a corner limiter (44), a motor (102) and an energized brake (107), is in the retracted state of the telescopic sliding mechanism (46), its center of gravity is located in a plane that is enclosed by the axis (902) of the operating unit (4) extending in the direction of gravity through the connection point (901) and the motor vehicle (2) and is perpendicular to the axis.

5. The operating unit (4) according to any of the preceding claims, characterized in that: When the telescopic slider (137), which is equipped with a corner limiter (44), a motor (102) and an energized brake (107), is fully extended by the telescopic sliding mechanism (46), its center of gravity is located in a plane that is enclosed by the axis (902) of the operating unit (4) extending in the direction of gravity through the connection point (901) and the motor vehicle (2) and is perpendicular to the axis.

6. The operating unit (4) according to any of the preceding claims, characterized in that: The total mass of the telescopic slider (137) is between 1 and 10 kg, preferably 2 to 8 kg, and particularly preferably 3 to 6 kg.

7. The operating unit (4) according to any of the preceding claims, characterized in that: The length x of the telescopic slider is between 200-350 mm.

8. The operating unit (4) according to any of the preceding claims, characterized in that: The arrangement of the brake (107), motor (102) and angle limiter (44) inside the telescopic slider (137) is as follows: starting from the end closest to the operating device, the arrangement is as follows: angle limiter (44), brake (107), motor (102), facing away from the operating device.

9. The operating unit (4) according to any one of claims 7-8, characterized in that: The steering shaft (43) extends at least partially, preferably completely, through the brake (107), the electric motor (102), and the corner limiter (44).

10. The operating unit (4) according to any of the preceding claims, characterized in that: The diameter of the steering shaft (43) in the area connected to the angle limiter (44) is greater than its diameter in the area connected to the brake (107) and / or the motor (102).

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