Sensor device for determining a steering angle of a steering device of a motor vehicle, and steering gear and motor vehicle

Abstract

The invention relates to a sensor device (1) for reliable and precise determination of a steering angle of a steering gear (2) of a motor vehicle (3), characterized in that the sensor device (4) has a rotor (9) for determining a rotational angle, and a Oldham coupling (5) having a first interface (6) for non-play-free connection to a predefined first shaft (7) of the steering gear, which is kinematically coupled to a predefined steering shaft of the steering gear (2), and a second interface (8) fixedly connected to the rotor (9) of the sensor device (4). The invention also relates to an associated steering gear (21) and an associated motor vehicle (3).

Description

Technical Field

[0001] The present invention relates to a sensor device for determining the steering angle of a steering unit of a motor vehicle, and to an associated steering gear having a steering shaft, and to an associated motor vehicle. Background Technology

[0002] Steering gears for motor vehicles are known. A steering gear can be part of a motor vehicle's steering system and converts the rotational motion of a steering wheel or electromechanical actuator into the pushing motion of the steering gear's lateral tie rod, thereby enabling the steering of the motor vehicle's tires. A steering gear can have a steering shaft, which, in a mechanical steering system, can be connected to the steering axle, which in turn is mechanically connected to the steering wheel. Rotation of the steering shaft, which can be mechanically connected to the lateral tie rod, allows adjustment of the steering angle of the steering gear or tires, particularly in a proportional manner.

[0003] Especially in the case of so-called steer-by-wire steering systems, the steering angle can be adjusted via an electromechanical actuator based on a control signal. Therefore, the mechanical link from the steering shaft to the steering wheel axle or steering wheel is no longer required. However, it may be necessary to determine the adjusted steering angle of the steering system in order to control the vehicle. For example, the steering angle can be determined based on the position of the electromechanical actuator. However, the force or torque transmission from the electromechanical actuator to the steering system components can be affected by slippage, making this determination of the steering angle prone to error. Summary of the Invention

[0004] The present invention aims to provide a sensor device, a steering system, and a motor vehicle that can be used to reliably and accurately determine the steering angle of a steering unit.

[0005] This objective is achieved through the subject matter of the independent patent claims. Advantageous improvements of the invention are described through the dependent patent claims, the following description, and the accompanying drawings.

[0006] The sensor device according to the invention is particularly suitable for steer-by-wire systems. Steer-by-wire systems do not rely on a mechanical connection from the steering gear to the steering wheel via a steering column, but rather, for example, only a steering column stub or stump, which is kinetically connected to the steering gear and / or steering wheel, thus rotating according to the corresponding steering angle of the vehicle. The sensor device according to the invention is designed to be located on the steering column stub, allowing the rotation of the steering column or the steering angle to be detected on the steering wheel and / or steering gear. The steer-by-wire system can then use the detected steering angle, for example, to control an actuator for adjusting the steering angle on the steering gear or to check the actual steering angle on the steering gear.

[0007] Therefore, the steering unit according to the invention is a steering gear or steering wheel unit, each of which may have a steering shaft end that rotates proportionally to the desired or actual steering angle.

[0008] A first aspect of the invention provides a sensor device for determining the steering angle of a steering unit of a motor vehicle, the sensor device being connectable to the steering unit via a steering shaft end. The sensor device specifically includes a sensor unit having a rotor connectable to the steering shaft end, the sensor device being configured to determine the rotation angle, and the sensor device particularly includes a cross-slider coupling. The cross-slider coupling particularly has a first interface and a second interface, the first interface being for backlash-free connection to a first steering shaft end of the steering unit, the first steering shaft end being kinematically connected, for example, to a designated link of the steering gear, and the second interface being backlash-free connection to the rotor of the sensor unit.

[0009] The sensor device can be used to reliably and accurately determine the steering angle of the steering gear. The steering angle can advantageously be determined indirectly by determining the rotation angle of the first shaft. In particular, the steering angle can be proportional to the rotation angle of the first shaft or the first steering shaft end, such that the steering angle to be determined can be calculated directly from or directly attributed to the determined rotation angle. For simplicity, only the first shaft, i.e., the first steering shaft end, is discussed below.

[0010] Specifically, the first shaft can be connected to the steering shaft without slippage or play. Specifically, the first shaft can be mechanically connected to the steering shaft, for example, via a rigid, hinged, or flexible shaft connector. Specifically, the first shaft can have an axial end member, which may also be referred to as a short post, and a first interface can be designed for connection to the axial end member.

[0011] In particular, the first shaft can also be integrally connected to the steering shaft. The first shaft can especially be a section of the steering shaft. The first shaft can preferably be an axial end component of the steering shaft, which can also be referred to as a short column of the steering shaft. Therefore, the first interface can be designed for connection to the axial end component of the steering shaft.

[0012] Because the steering shaft can be connected to the lateral tie rod of the steering gear without slippage, the steering angle of the steering gear can be determined particularly reliably by determining the rotation angle of the first shaft, since they are directly related.

[0013] The advantage of using a cross-slider coupling is that manufacturing tolerances or component tolerances can be compensated when assembling the sensor device with a designated steering unit. In particular, concentricity errors or radial misalignments of the rotor relative to the first shaft can be compensated. Another advantage is that even if the first shaft and rotor are not precisely concentrically arranged relative to each other in the assembled state, for example due to manufacturing or component-related factors, the first shaft and rotor can still be connected via the cross-slider coupling. Since possible concentricity errors are compensated for by the cross-slider coupling, the advantage is that it is not necessary to compensate for concentricity errors by installing a rotor with clearance. Therefore, the rotor and the first shaft can be installed without clearance. Installing the rotor without clearance advantageously results in the ability to determine the rotor's rotation angle with particularly high precision. Installing the rotor without clearance also advantageously results in the rotor's rotation relative to the first shaft being unaffected by hysteresis. Therefore, the rotation of the first shaft is advantageously transmitted to the rotor extremely directly and simultaneously.

[0014] Therefore, the use of a cross-slider coupling in a sensor device advantageously results in the compensation of component tolerances, particularly radial offsets of the first shaft relative to the rotor in the assembled state, which are either manufacturing defects or component-related. Simultaneously, the rotor or the first shaft can be mounted without clearance to determine the steering angle as accurately as possible. Another advantage is that component tolerances can be sufficiently wide, and thus production costs can be reduced, as these tolerances are compensated for by the cross-slider coupling.

[0015] Specifically, the sensor device can be designed to determine the steering angle of the steering unit, particularly indirectly from the rotation angle of the first shaft. For example, the sensor device can be redundantly designed to determine the steering angle relative to a main sensor device used to determine the steering angle, which, for example, directly determines the steering angle but sometimes has errors. Furthermore, the sensor device can also be designed, for example, to determine only the rotation angle of the rotor or the rotation angle of a shaft that is not rotatably connected to the rotor.

[0016] The sensor device can be specifically designed to provide sensor data, which the computing unit can use to determine the rotation angle or steering angle. The computing unit can also be a component of the sensor device, allowing the sensor device to be designed to output data regarding the steering angle.

[0017] A steering mechanism can be part of the steering system of a motor vehicle, converting the rotational motion of a steering wheel or electromechanical actuator into the pushing motion of the lateral tie rod of the steering gear, thereby enabling the steering of the vehicle's tires. The steering gear may have a first shaft and a steering shaft, which, in the assembled state in a mechanical steering system, can be connected to the steering wheel axle in the motor vehicle, which in turn is mechanically connected to the steering wheel. Rotation of the steering shaft, which can be mechanically connected to the lateral tie rod, allows adjustment of the steering angle of the steering gear or tires, particularly in a proportional manner.

[0018] In the case of a steer-by-wire system, where steering commands are not mechanically transmitted via the steering wheel axle connected to the steering shaft and the first shaft, but rather via electrical signals transmitted to an electromechanical actuator connected to the steering gear, the first shaft, particularly its end components, can be exposed, and therefore the arrangement of the sensor device on the axial end components is advantageous. This advantage stems particularly from the fact that the first shaft is also used in the steer-by-wire system.

[0019] The steering angle can be understood in particular as the angle by which the steering unit deflects from the straight-ahead position. Specifically, the wheel suspension or steering mechanism of a motor vehicle can be deflected by the steering angle, for example, by means of a tie rod. In the straight-ahead position, the steering angle can be essentially 0°; in the left-turn or right-turn position, the steering angle can be greater than or less than 0°, for example, + / -5°, + / -30°, or + / -60°. In particular, the steering angle can be in the range of -90° to +90°, but larger angles are also conceivable. Sensor devices can be used to determine the steering angle, particularly accurate to one degree, preferably to one-tenth of a degree, and especially preferably to one-hundredth of a degree.

[0020] The sensor unit is specifically designed and intended for determining the rotation angle of the rotor. In particular, the sensor unit may have a stator, thus allowing the determination of the rotation angle of the rotor relative to the stator.

[0021] The sensor unit is specifically designed to determine the rotation angle, preferably the rotation angle of the first shaft or steering shaft, once the sensor device has been assembled with the steering gear, wherein the rotor is non-rotatably connected to the first shaft. In particular, the rotation angle can be an angle about the longitudinal axis of the steering shaft and / or the first shaft.

[0022] A cross-slider coupling (also known as a cross-groove or cross-slider coupling) is a non-switchable, rotationally rigid coupling that compensates for radial misalignment between two parallel shafts. In its assembled state, the sensor unit is connected to the steering gear, and the cross-slider coupling compensates for radial misalignment of the rotors relative to the first shaft, allowing them to be connected to each other in a rotationally rigid manner.

[0023] A cross-slider coupling can essentially consist of three parts: two external parts and one insertion part. One external part, referred to as the first interface of the cross-slider coupling, can be connected to the first shaft without play, or securely (non-rotatably) connected to the first shaft, preferably axially connected to the axial end part of the first shaft. The other external part, referred to as the second interface of the cross-slider coupling, is particularly securely (non-rotatably) or without play connected to the rotor. The insertion part, such as an intermediate disc, can form a sliding joint with each of the first and second interfaces. The intermediate disc can, for example, have a central strip on each of its circular surfaces, which engages in a groove in each interface in a tongue-and-groove connection that is axially movable. The strips of the intermediate disc are particularly intersected at right angles (cross-slider).

[0024] If there is a radial offset between the first shaft and the disc, the intermediate disc occupies a position that depends on the rotational position of the coupling. In the normal rotational position, displacement occurs in both sliding joints. The other sliding joint is in the central position only when one of the two sliding joints is in the preferred position in the offset direction.

[0025] The rotational transmission from the first shaft to the rotor is particularly angularly conformal. Therefore, the rotation angle of the steering shaft is exactly the rotation angle of the disc. In particular, the rotation angle of the steering shaft or the first shaft can be accurately determined by determining the rotation angle of the rotor of the sensor unit, and thus the steering angle of the steering gear can be accurately determined.

[0026] One exemplary embodiment specifies that the rotor has a first magnetic element, the rotation angle of which can be determined by a first magnetic sensor of the sensor unit. The first magnetic element is preferably arranged on or centrally integrated into the rotor in a rotationally rigid manner, and the magnetic sensor is preferably arranged on a printed circuit board of the sensor unit, thereby enabling the detection of relative rotation between the magnetic element and the magnetic sensor. Therefore, the rotation angle of the rotor can be advantageously determined accurately and reliably because the magnetic element can be rotatably mounted with zero backlash by means of the rotor.

[0027] Specifically, the rotation of the rotor can determine the changing magnetic field of the magnetic element, particularly the change in the direction of its magnetic field, meaning this can be used to determine the rotation angle. The first magnetic element can be, for example, a permanent magnet, such as in the form of a bar magnet. The magnetic sensor can be, for example, in the form of a Hall sensor, designed to detect electron flux density based on a rotating magnetic field. Therefore, a Hall sensor can provide a sensor signal that depends on the angle of rotation or the rotation angle.

[0028] Specifically, here and below, "no clearance" can be understood to mean that the connection is not a loose fit, but preferably an interference fit. Specifically, "firm connection" here and below can be understood to mean that the connection has no degrees of freedom. A firm connection can be understood, for example, as a mating connection, a threaded connection, or a connection with an interference fit.

[0029] One exemplary embodiment specifies that the rotor is a gear engaging with at least one pinion of the sensor unit, the pinion having a second magnetic element, particularly at its center, the rotation angle of which can be determined by a second magnetic sensor of the sensor unit. Specifically, the rotation angle of the pinion is a multiple of the rotation angle of the rotor. The at least one pinion is smaller than the rotor and has fewer teeth. Therefore, the steering angle can be advantageously determined more accurately based on the transmission ratio between the rotor and the at least one pinion using the vernier principle. The at least one pinion is engaged in the rotor, particularly without backlash, so that torque can be transmitted without hysteresis. The second magnetic element of the pinion and the associated magnetic sensor can be designed based on the first magnetic element and the first magnetic sensor.

[0030] Combining the rotor's first magnetic element and the first magnetic sensor offers at least the following advantages: the rotor's rotation angle can be determined to be greater than or equal to + / -180°.

[0031] The gear is preferably connected to two pinions, each of which may have a magnetic element and a different number of teeth. This results in at least the following advantage: the rotation angle of the rotor, which is greater than or equal to + / -180°, can be determined independently of the magnetic element of the rotor.

[0032] One exemplary embodiment specifies that the sensor device has a cover connected to the sensor unit and the cross-slider coupling. Preferably, the cover can be fitted into a designated housing of the steering gear, such that the sensor unit and the cross-slider coupling are mounted inside the housing, and the rotor is connected to the first shaft, particularly the axial end component. As a result, in the assembled state, the sensor device and the first shaft can be advantageously protected from external influences inside the housing, onto which the cover is fitted or mounted. Furthermore, the arrangement of the sensor device on the first shaft is advantageous because the first shaft, particularly its axial end component, is thus protected by the sensor device. Therefore, an additional cover is unnecessary, and thus the number of components can be reduced.

[0033] Specifically, the cover, sensor unit, and cross-slider coupling, as well as any other components of the sensor unit, are pre-assembled. Therefore, the sensor unit can be formed as a module, and the entire module can be mounted on the steering gear. This advantageously facilitates the placement of the sensor unit on the steering gear.

[0034] The housing may, in particular, have a first opening through which a first shaft or its axial end component passes. The housing may also, in particular, have a second opening opposite to the first opening and complementary to the cover. Specifically, the housing may be mounted on or integrally formed with the housing of the steering gear.

[0035] The cover can, for example, be screwed onto the housing. Any tolerance-related variations in the screw holes that may cause radial misalignment of the short column relative to the rotor can be advantageously compensated for by a cross-slider coupling.

[0036] One exemplary embodiment specifies that the sensor device has a support sleeve with a first support point for rotatably supporting a rotor without play, wherein the support sleeve is securely connected to a cover. The rotatable mounting of the rotor without play by means of the support sleeve advantageously allows for even more precise determination of the steering angle. It is also advantageous that the components of the sensor device can be pre-assembled as modules using the support sleeve, thereby allowing the sensor device to be mounted on the steering gear in a particularly simple manner.

[0037] One exemplary embodiment specifies that the support sleeve has a second support point for rotatably supporting the first interface in a manner that creates clearance. This can advantageously allow for a clearance-free connection between the first interfaces, even if concentricity errors occur due to manufacturing or component-related factors. The support sleeve allows the first interface to be advantageously assembled into a module with other components of the sensor device, thus significantly simplifying the placement of the sensor device on the steering gear.

[0038] One exemplary embodiment specifies that the support sleeve has at least one third support point for rotatably mounting at least one pinion without backlash. The backlash-free rotatable mounting of the pinion via the support sleeve advantageously allows for even more precise determination of the steering angle. It is also advantageous that the support sleeve can be used to pre-assemble components of the sensor device as modules, thereby allowing the sensor device to be mounted on the steering gear in a particularly simple manner.

[0039] One exemplary implementation specifies that the cover has an electronic connection socket for reading sensor data from the sensor device. This advantageously allows for the simplest possible placement of a data cable that can be plugged into the connection socket. For example, the sensor data can be transmitted to a corresponding computing unit designed to evaluate the sensor data and determine the steering angle of the steering gear.

[0040] One exemplary embodiment specifies that the sensor device has a sealing ring for sealing a cover relative to the housing. Specifically, the sealing ring can be inserted into a groove in the cover. In the assembled state, the sealing ring can, for example, prevent water from entering the housing.

[0041] Another aspect of the invention provides a steering system for a motor vehicle. The steering system particularly has a first shaft and a steering shaft, the first shaft being kinematically connected to the steering shaft. The steering system also includes a sensor device according to the invention.

[0042] The sensor device is particularly mounted on the steering gear. Specifically, a first interface is connected to a first shaft without clearance. The first shaft may preferably be an axial end component of the steering shaft, to which the first interface can be connected. In one exemplary embodiment, the cover of the sensor device is connected to the housing of the steering gear.

[0043] The steering gear can be used to reliably and accurately determine the steering angle. The steering angle can advantageously be determined indirectly by determining the rotation angle of the first shaft. In particular, the steering angle can be proportional to the rotation angle of the steering shaft and / or the first shaft, such that the steering angle to be determined can be calculated directly from or directly attributed to the determined rotation angle.

[0044] One exemplary embodiment specifies that the steering gear is a steer-by-wire steering gear. Steer-by-wire refers to a system in vehicle engineering in which steering commands are electrically relayed from sensors (particularly the steering wheel) to electromechanical actuators that execute the steering commands, solely through one or more control units. In such a system, there is no mechanical connection between the steering wheel and the steering wheels; in particular, the steering shaft is not connected to the steering wheel axle. Specifically, it can be specified that the axial end portion of the steering shaft is exposed in the steer-by-wire steering gear, such that sensor devices, particularly their first interface, can be arranged on the axial end portion of the steering shaft, which, in the case of the steer-by-wire steering gear, is connected to the steering wheel via the steering wheel axle.

[0045] Further embodiments of the steering system according to the invention are apparent from various configurations of the sensor device according to the invention, and vice versa. In particular, the various features and corresponding explanations and advantages of the various embodiments of the sensor device according to the invention can be similarly transferred to corresponding embodiments of the steering system according to the invention.

[0046] Another aspect of the invention provides a motor vehicle having a steering mechanism according to the invention. The motor vehicle may preferably be a car, truck, or bus. Attached Figure Description

[0047] Other features of the invention will become apparent from the claims, drawings, and description of the drawings. The features and combinations of features mentioned above, as well as those mentioned in and / or shown in the following description of the drawings, may be included in the invention not only in their respective indicated combinations, but also in other combinations. In particular, the invention may also include embodiments and combinations of features of all features of the claims that do not have the original wording. Furthermore, the invention may include embodiments and combinations of features that exceed or differ from the combinations of features set forth in the dependent references to the claims. In the drawings:

[0048] Figure 1 An exemplary implementation of a steering system from the prior art is shown;

[0049] Figure 2 A schematic diagram of an exemplary embodiment of the sensor device and the steering shaft with a housing according to the present invention is shown;

[0050] Figure 3 A schematic diagram showing the concentricity error between the sensor device and the steering shaft is shown;

[0051] Figure 4 An exploded view of an exemplary embodiment of the sensor device and the steering shaft with a housing according to the present invention is shown;

[0052] Figure 5 A schematic diagram of an exemplary embodiment of a motor vehicle according to the present invention is shown, the motor vehicle having a steering system according to the present invention. Detailed Implementation

[0053] Figure 1 An exemplary embodiment of a steering gear 2 from the prior art is shown. The steering gear 2 particularly has a first shaft 7, which in this exemplary embodiment may be an axial end component 7 of a designated steering axle. The steering axle may be connected to tie rods, particularly mechanically, for example via gears or a spindle mechanism and other components, through which the wheel suspension or wheels of a motor vehicle can be steered, for example, via the tie rods. The steering gear particularly has a steering angle, which indicates the angle by which the wheel suspension turns relative to a straight position based on the steering position of the tie rods.

[0054] The rotation angle of the first shaft 7 or the steering shaft about its longitudinal axis can be attributed to the steering angle of the steering gear, and in particular directly to the steering angle of the steering gear. For example, they are proportional to each other. The rotation angle of the steering shaft and the steering angle of the steering gear are especially related to each other, such that the steering angle can be directly inferred by determining the rotation angle.

[0055] In a mechanical steering system, the steering angle can be mechanically controlled via a steering wheel axle, which can be connected to the steering column (stump) 7 and the vehicle's steering wheel.

[0056] In the case of a steering-by-wire system, the steering angle can be controlled via an electromechanical actuator, which can be connected to the spindle of the steering gear 2, for example, via a belt. Therefore, the connection from the axial end component 7 to the steering wheel axle is no longer required, thus exposing the axial end component 7. In a particularly simple manner, the axial end component 7 can be covered by a housing that can be fitted to the housing interface 25, thereby protecting the interior of the steering gear 2 from external influences. When the actuator controls the steering gear 2 at a specific steering angle, the steering shaft will necessarily rotate together with the corresponding rotation angle.

[0057] Figure 2 A schematic diagram of an exemplary embodiment of a sensor device 1 for determining the steering angle of a steering gear 2 of a motor vehicle 3 according to the present invention is shown, along with a schematic diagram of the axial end component 7 of the steering shaft and the housing 17 of the steering gear 2 in an unassembled state. The axial end component 7 can be introduced into the housing 17 via a first circular opening 22, thereby placing the axial end component 7 of the steering shaft inside the housing 17. The housing 17 can be (not shown here) fitted to the housing interface 25 of the steering gear 2, for example, by screwing. The housing 17 has, for example, a second opening 23 through which components of the sensor device 1 can be inserted into the interior of the housing 17, and this second opening 23 can be closed by a cover. The housing 17 may, for example, have a drilled hole for screwing onto the cover.

[0058] The axial end component 7 may have a specific profile, such as a splined shaft profile, a polygonal profile, a gear shaft profile, etc., so as to be able to be connected to the complementary hub in a force-fit and / or form-fit manner, especially to be connected to the complementary hub securely (non-rotatable) without clearance.

[0059] exist Figure 2 The image depicts a sensor device 1 in a pre-assembled state. Therefore, the sensor device 1 can be directly connected as a module to the housing 17 and the axial end component 7.

[0060] The sensor device 1 specifically has a sensor unit 4 for determining the rotation angle, particularly the rotation angle of the steering shaft or the rotation angle of the axial end component 7 of the steering shaft, by means of which the steering angle of the steering gear 2 can be determined.

[0061] The sensor device 1 particularly features a cross-slider coupling 5. In an exemplary embodiment, the cross-slider coupling 5 has a hub-shaped first interface 6 for backlash-free connection to a first shaft 7, particularly the axial end component 7. In particular, the first interface 6 may have a profile complementary to the profile of the short post 6, resulting in a press fit, etc., between them.

[0062] The sensor device 1 may specifically have a cover 16 and a support sleeve 18 securely connected to the cover 16. The cover 16 may also have an electronic connection socket 19, by means of which, for example, the sensor signal of the sensor device 1 can be read and / or the sensor device can be controlled and / or power supplied to the sensor device. The cover 16 may, for example, have a drilled hole for screwing into the housing 17.

[0063] In the assembled state, the housing 17 and the cover 16 are securely connected to each other, in particular by means of screws 26, and the first interface 6 and the axial end part 7 are connected to each other without play and cannot be rotated.

[0064] Figure 3 A schematic diagram is shown of the concentricity error between the sensor device 1 with rotor 9 and the first shaft 7 or housing 17. This concentricity error, or radial offset, is undesirable, but can be permissible considering component or manufacturing tolerances. In particular, component tolerances in the micrometer or millimeter range are permissible, for example, in the range of 0.1 mm to 0.5 mm, especially 0.3 mm. This concentricity error can, of course, be compensated for, for example, by clearance in the bearings of the rotor 9 of the sensor unit 4, allowing the rotor 9 to be assembled directly or indirectly with the axial end component 7, but this will result in inaccurate determination or lag of the rotation angle or steering angle.

[0065] Figure 4 An exploded view of an exemplary embodiment of the sensor device 1 and the axial end component 7 of the steering shaft having a housing 17 according to the present invention is shown.

[0066] The first interface 6 (which, for example, takes the form of a hub for connection to the axial end component 7) may have a support recess 27 for mounting the intermediate disk 24 of the cross-slider coupling 5. In the exemplary embodiment shown, the support recess 27 may have a groove in which the elastic element of the intermediate disk 24 may engage in a tenon-and-groove connection, preferably a clearance-free engagement, and may form a sliding joint along the first axis.

[0067] The second interface 8 is securely connected to the rotor 9 of the sensor unit 4, for example, integrally or integrally connected with the rotor 9. The second interface 8 can also form an elastic element, which can engage in a groove in the intermediate disk 24 via a tenon-and-groove connection, preferably a gapless engagement, allowing another sliding joint to be formed along a second axis perpendicular to the first axis. Therefore, the intermediate disk 24 can be used to connect the first interface 6 and the second interface 8 to each other in a rotationally rigid manner to compensate for radial offset. Thus, the rotation angle of the first interface 6 is exactly the rotation angle of the second interface 8.

[0068] The rotor 9 can be in the form of gears and, for example, engages with two pinions 12 and 13, preferably with no backlash. In particular, the first pinion 12 has a different number of teeth than the second pinion 13. In particular, the pinions 12 and 13 are smaller than the rotor 9, so the rotation angle of the pinions 12 and 13 is a multiple of that of the rotor 9.

[0069] The rotor 9 may have a first magnetic element 10, particularly at the center, whose rotation angle can be determined by the first magnetic sensor of the sensor unit 4. The pinions 12 and 13 may have second magnetic elements 14 and 15, particularly at the center, whose rotation angle can be determined by the second magnetic sensor of the sensor unit 4. Specifically, the magnetic elements 10, 14, and 15 may be permanent magnets in the form of bar magnets, and the change in their magnetic field due to rotation can be detected by the magnetic sensor. The magnetic sensor may be, for example, a Hall effect sensor. Specifically, the magnetic sensor may be mechanically attached to the printed circuit board 11 and electrically connected to the pins of the connection socket 19. Specifically, the printed circuit board 11 is securely connected to the cover 16.

[0070] The sensor device 1 may also have a support sleeve 18, which provides bearing points for rotatably mounting the rotor 9 and pinions 12, 13 without backlash, and bearing points for mounting the first interface 6 to provide backlash, so that the first interface can be connected to the first shaft 7 even with concentricity errors. The support sleeve 6 is particularly securely connected to the cover and holds the components of the sensor device 1 together as modules.

[0071] The sensor device 1 may also have a sealing ring 20, which may be installed, for example, in an annular groove in the cover 16. Once the housing 17 has been assembled with the cover 16, the sealing ring 20 can be used to reliably protect the interior of the housing 17 from external influences.

[0072] Figure 5A schematic diagram of an exemplary embodiment of a motor vehicle 3 according to the invention, having a steering gear 2 according to the invention, is shown. The steering gear 2 has a sensor device 1 according to the invention, which is connected to a first shaft 7 in the assembled state. The steering gear 2 may preferably be a steer-by-wire steering gear, wherein the axial end component 7 of the steering shaft of the steer-by-wire steering gear is not intended to be mechanically connected to the steering wheel axle.

[0073] In summary, these examples illustrate how a sensor device 1 for determining the steering angle of a steering gear, particularly a steer-by-wire steering gear 2, can be provided. The sensor unit 4 can have a rotor 9 on which two pinions 12, 13 (satellite gears) can be driven. Magnetic elements 14, 15 can be arranged in the pinions 12, 13, so that the rotation of these magnetic elements can be detected by a magnetic sensor. Furthermore, another magnetic element 10, rotating synchronously with the steering shaft, can be provided at the center of the rotor 9. The rotation of this magnetic element can also be detected by a magnetic sensor. Specifically, a cross-slider coupling is provided between the rotor 9 and the steering shaft or its axial end 9.

Claims

1. A sensor device (1) for determining the steering angle of a steering unit (2) of a motor vehicle (3), the sensor device (1) being connected to the steering unit (2) via a steering shaft end (7) and a rotor (9) of a sensor unit (4), the sensor unit (4) being used to determine the angular position of the steering shaft end (7), the rotor (9) being connected to the steering shaft end (7). Its features A cross-slider coupling (5) has a first interface (6) and a second interface (8), the first interface (6) being used to connect to the steering shaft end (7) of the steering unit (2) without play, and the second interface (8) being securely connected to the rotor (9) of the sensor unit (4).

2. The sensor device (1) according to claim 1, characterized in that, The rotor (9) has a first magnetic element (10), particularly at the center, the rotation angle of which can be determined by the first magnetic sensor of the sensor unit (4), which is preferably arranged on the printed circuit board (11) of the sensor device (1) so as to detect the relative rotation between the magnetic element (10) and the magnetic sensor.

3. The sensor device (1) according to claim 1 or 2. Its features are, The rotor (9) is a gear that engages with at least one pinion (12, 13) of the sensor unit (4), the pinion (12, 13) having a second magnetic element (14, 15), particularly having a second magnetic element (14, 15) in the center, the rotation angle of the second magnetic element being determined by a second magnetic sensor of the sensor unit (4).

4. The sensor device (1) according to any one of the preceding claims, characterized in that, Cover (16), which is connected to the sensor unit (4) and the cross-slider coupling (5), is capable of being fitted into a specific housing (17) of the steering gear (2), thereby allowing the sensor unit (4) and the cross-slider coupling (5) to be mounted inside the housing (16), and the rotor (9) to be connected to the first shaft (7).

5. The sensor device (1) according to claim 4. Its features are, A support sleeve (18) having a first support point for rotatably mounting the rotor (9) without clearance, the support sleeve (18) being securely connected to the cover (16).

6. The sensor device (1) according to claim 4 or 5. Its features are, The support sleeve (18) has a second support point for rotatably mounting the first interface (6) to create clearance.

7. The sensor device (1) according to any one of claims 4 to 6. Its features are, The support sleeve (18) has at least one third support point for rotatably mounting the at least one pinion (12, 13) without clearance.

8. The sensor device (1) according to any one of claims 4 to 7. Its features are, The cover (16) has an electronic connection socket (19) for reading sensor data from the sensor device (1).

9. The sensor device (1) according to any one of claims 4 to 8. Its features are, A sealing ring (20) is used to seal the cover (16) relative to the housing (17).

10. The sensor device (1) according to any one of the preceding claims. Its features are, The first interface (6) is a hub that can be axially fitted to the first shaft (7).

11. A steering gear (2) for a motor vehicle (3), the steering gear having a first steering shaft end (7) and a connecting rod for controlling a lateral tie rod of the motor vehicle (3), the first steering shaft end (7) being kinematically connected to the lateral tie rod. Its features are, The sensor device (1) according to any one of the preceding claims is arranged on the steering shaft end (7).

12. The steering gear (2) according to claim 11. Its features are, The steering gear (2) is a steer-by-wire steering gear.

13. A motor vehicle (3), characterized in that ， The steering gear (2) according to claim 11 or 12.

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