Steering device

Abstract

Steering device, in particular a steer-by-wire steering device, with at least one first steering function device (10a-h; 20a-h; 30d), which comprises a first detection unit (12a, 12e, 12f, 12h; 22a, 22e, 22h; 32d) for detecting steering angle information from a steering handle (14a-f; 14h) and a first torque unit (16a, 16e, 16f, 16h; 26a, 26b, 26e, 26h; 36d) for generating a steering resistance and / or a restoring torque on the steering handle (14a-f; 14h), with at least one first energy supply unit (18a, 18b, 18h; 28a, 28b, 28h; 38b), which at least to supply energy to the first steering function device (10a-h; 20a-h; 30d), with at least one second steering function device (10a-h; 20a-h; 30d) which is designed to be diverse from the first steering function device (10a-h; 20a-h; 30d) and which has a second detection unit (12a, 12e, 12f, 12h; 22a, 22e, 22h; 32d) for detecting steering angle information from the steering handle (14a-f;14h) and a second torque unit (16a, 16e, 16f, 16h; 26a, 26b, 26e, 26h; 36d) for generating a steering resistance and / or a restoring torque on the steering handle (14a-f; 14h), and with at least one second energy supply unit (18a, 18b, 18h; 28a, 28b, 28h; 38b) which is independent of the first energy supply unit (18a, 18b, 18h; 28a, 28b, 28h; 38b) and which is provided at least for supplying energy to the second steering function device (10a-h; 20a-h; 30d).

Description

Prior ArtThe invention relates to a steering device according to claim 1 and to a steering system according to claim 12.Vehicles with steer-by-wire steering systems are known from the prior art, which manage without a direct mechanical connection between the steering wheel and the steered wheels and in which a steering command is exclusively passed on electrically. Due to the lack of a mechanical connection, all safety-relevant components of the steering system must be designed redundant in order to ensure steerability of the vehicle even in the event of a fault. In particular, it must be ensured at any time that steering angle information is forwarded from a steering handle to a steering gear. In addition, it must be ensured that the steering handle does not move in an uncontrolled manner due to a lack of steering resistance and / or restoring torque. In addition, it is advantageous if the driver also receives feedback from the road and from the wheels in the event of a fault.In this context, DE 100 53 335 A1, for example, describes a steer-by-wire steering system which has two electric steering function devices of identical construction to one another, which are each provided to acquire steering angle information by means of a detection unit and to generate a steering resistance by means of a torque unit. However, such a symmetrical construction can lead to certain errors in the electronic system, for example batch effects or electromagnetic interference or the like, having the same effect on both steering function devices, which can lead to safety-critical states, in particular in steer-by-wire operation.The object of the invention is in particular to provide a steering device with improved properties with regard to operational safety. The object is achieved by the features of claim 1, while advantageous embodiments and developments of the invention can be gathered from the dependent claims.Disclosure of the InventionA steering device, in particular a steer-by-wire steering device, is proposed, having at least one first steering function device, which comprises a first detection unit for detecting steering angle information from a steering handle and a first torque unit for generating a steering resistance and / or a restoring torque to the steering handle, having at least one first energy supply unit, which is provided at least for supplying energy to the first steering function device, having at least one second steering function device, which is of diversified design to the first steering function device and comprises a second detection unit for detecting steering angle information, preferably the already aforementioned steering angle information, from the steering handle and a second torque unit for generating a steering resistance and / or a restoring torque to the steering handle, and having at least one second energy supply unit independent of the first energy supply unit, which is provided at least for supplying power to the second steering function device. This configuration can increase operational reliability in particular. In addition, a particularly high degree of flexibility of the steering device can be achieved, which can be advantageously adapted to different requirements and / or requirements. In addition, an efficiency, in particular a component efficiency, an installation space efficiency and / or a cost efficiency, can advantageously be improved and / or optimized.In this context, a "steering device" is to be understood to mean, in particular, at least a part, in particular a subassembly, of a steering system, in particular of a vehicle and preferably of a motor vehicle. In particular, the steering device can also include the steering handle, which is advantageously designed as a steering wheel. The steering system is furthermore designed in particular as a steer-by-wire steering system and in particular in at least one operating state free of a direct mechanical connection between the steering handle and a steering gear of the steering system. Furthermore, a "steering function device" is to be understood to mean, in particular, a unit which is different from a steering gear in particular and is preferably in direct mechanical connection with the steering handle and is provided for the purpose of detecting signals, forces and / or torques from the steering handle, in particular directly, and / or transmitting them to the steering handle, in particular directly. For this purpose, the steering function device comprises in particular at least one detection unit and preferably at least one torque unit. In addition, the steering function device can comprise at least one arithmetic unit for processing the signals, in particular the steering angle information, and / or for controlling the torque unit. In particular, the first steering function device is provided to maintain at least one degraded operation of the steering device in at least one fault operating state in which, in particular, a fault and / or defect is present in the second steering function device. In addition, the second steering function device is provided, in particular, to maintain at least one degraded operation of the steering device in at least one further fault operating state, in which in particular a fault and / or defect is present in the first steering function device. In particular, the steering device thus comprises at least one fallback level in the present case. The first steering function device and the second steering function device are preferably furthermore at least partially designed electrically and / or electronically and in particular different from a hydraulically designed steering function device. "Provided" is to be understood in particular as being specially programmed, designed and / or equipped. The fact that an object is provided for a specific function is to be understood in particular to mean that the object fulfills and / or executes this specific function in at least one application state and / or operating state.A "detection unit" is to be understood in particular as a unit which is operatively connected in particular to the steering handle and which is provided at least for a contact-type and / or advantageously contactless detection of the steering angle information. In particular, the detection unit comprises at least one steering angle sensor for this purpose. The detection unit can, however, advantageously also comprise a plurality of steering angle sensors which can preferably cooperate for detecting the steering angle information. In addition, the detection unit is provided in particular for providing the steering angle information and / or a detection signal correlated with the steering angle information and forwarding it, in a lead-bound manner, to the steering gear. A "torque unit" is to be understood in particular as a unit which is operatively connected in particular to the steering handle and acts in particular electronically and / or mechanically and is provided at least for generating a steering resistance and / or a restoring torque on the steering handle. In addition, the torque unit can advantageously also be provided to adapt a steering feel perceptible by a driver via the steering handle and / or to provide feedback to the driver from a subgrade and / or from wheels of the vehicle via the steering handle. Furthermore, a "computing unit" is to be understood in particular as an electronic unit which has an information input, an information processing and an information output. The computing unit advantageously further comprises at least one processor, at least one memory, at least one input and / or output means, at least one operating program, at least one control routine, at least one control routine and / or at least one calculation routine.The fact that "two objects are independent of one another" is to be understood in particular to mean that the objects are formed separately and / or separately from one another and / or are designed redundant to one another. Preferably, the first energy supply unit is free of a connection to the second steering function device and thus in particular not provided for supplying energy to the second steering function device, while the second energy supply unit is free of a connection to the first steering function device and thus in particular not provided for supplying energy to the first steering function device. The fact that two steering function devices are "diversified" is to be understood in particular as meaning that the steering function devices differ from one another in at least one feature, such as, for example, a structure and / or a mode of operation.The first steering function device and the second steering function device could be constructed identically to one another, for example, and only differ by the use of components of different manufacturers and / or a different construction and / or a different arrangement of identical function components. According to a preferred embodiment of the invention, however, it is proposed that the first steering function device and the second steering function device are structurally different from one another and differ from one another in particular by at least one component and / or at least one assembly. In this way, in particular, reliability can be further improved.Furthermore, it is proposed that the first steering function device and the second steering function device are configured independently of one another and are free of common components. In this way, in particular, an advantageous materially separating of the steering function devices can be achieved, as a result of which in particular a particularly high level of operational reliability can be achieved.In one embodiment of the invention, it is further proposed that at least one of the torque units, in particular the first torque unit, the second torque unit and / or a possible third torque unit, comprises a mechanical force application element, in particular a mechanical force application element different from an electric motor, which is provided to reduce and / or damp mobility of the steering handle, in particular mechanically, in at least one operating state. The force application element is in particular provided to apply a mechanical force to the steering handle. The force application element can be designed, for example, as a clutch, preferably as a friction clutch, as an elastic element, in particular as an elastomer element or preferably as a spring element, as a mechanical actuating element, as a friction element, as a transmission and / or as a brake. In this way, in particular also in a fault operating state, an advantageous force transmission to the steering handle can be achieved and uncontrolled movement of the steering handle due to a lack of steering resistance and / or restoring torque can be avoided.The force application element can be designed in particular as a conventional brake, acting in particular by friction, such as an electromagnetic friction brake, for example. However, it is preferably proposed that the force application element is designed as a wear-free brake, in particular as an eddy current brake, as a magnetic powder brake or as a magnetorheological fluid brake. The term "wear-free" is to be understood in the present case to mean wear-free in particular within the scope of tolerable tolerances and / or production-related possibilities. As a result, a particularly advantageous steering feel can be maintained, in particular even in a fault operating state. An advantage of a magnetic powder brake compared to an eddy current brake and a magnetorheological fluid brake is in particular that a braking force can be achieved which is independent of a steering speed. In addition, a magnetic powder brake contains no liquid and is at the same time smaller than an eddy current brake.A solution advantageous in terms of control technology can be achieved in particular if the force application element is of passive design and is free of an active activation possibility. In this case, the force application element can be designed, for example, particularly advantageously as a, in particular passive, friction element and / or as a, in particular passive, transmission.It is furthermore proposed that the steering device has at least one magnet unit, which is arranged in particular in a region of the force application element and is provided for the purpose of providing a magnetic field for influencing the force application element, advantageously a braking force of the force application element. In this case, the force application element is preferably designed as a brake, particularly preferably as a magnetic powder brake, as a magnetorheological fluid brake and / or as an electromagnetic friction brake, and the magnet unit is provided to increase a basic friction of the force application element and / or to change a working point of the force application element by means of the magnetic field. For this purpose, the magnet unit preferably comprises at least one permanent magnet and / or at least one coil, in particular a coil that can be actuated. This advantageously allows operational reliability to be increased. Furthermore, a basic force can advantageously be set as the working point of the force application element by the magnet unit and can advantageously be varied by controlling the magnet unit about the working point.In a further embodiment of the invention, it is proposed that the first steering function device and the second steering function device are provided to cooperate at least partially in an, in particular error-free, normal operating state. In this case, at least the first torque unit and the second torque unit are particularly advantageously provided to cooperate on the steering handle in order to generate the steering resistance and / or the restoring torque. Alternatively or additionally, in this case, the first detection unit and the second detection unit are provided to cooperate for detecting the steering angle information. In this way, in particular resources can be saved and / or operational reliability can be increased in a normal operating state. In addition, the cooperation of the steering function devices advantageously allows dimensioning of the components used to be reduced.In addition, it is proposed that the first steering function device is designed as a main function device and is active in a normal operating state, in particular completely, and the second steering function device is designed as a fallback device and is at least partially inactive and / or bridged in the normal operating state. The expression "at least partially inactive" is to be understood in particular to mean that the second steering function device is in a standby mode, in particular an energy-saving standby mode, and / or is operated in a degraded state. In this way, in particular a control algorithm can be advantageously simplified.In a particularly preferred embodiment of the invention, it is proposed that the steering device has at least one third steering function device which comprises at least one third detection unit for detecting steering angle information from the steering handle and advantageously a third torque unit, in particular the third torque unit already mentioned above, for generating a steering resistance and / or a restoring torque to the steering handle. In particular, the third steering function device forms at least one further fall-back plane of the steering device. Consequently, the third steering function device is provided, in particular, to maintain at least one degraded operation of the steering device in at least one fault operating state in which, in particular, a fault and / or defect is present in the first steering function device and / or the second steering function device. The third steering function device is advantageously designed as a fallback device and is at least partially inactive and / or bridged in the normal operating state. The third steering function device is preferably furthermore at least partially designed electrically and / or electronically and in particular different from a hydraulically designed steering function device. The third steering function device is preferably at least diversified to the first steering function device and / or the second steering function device and particularly preferably structurally different from the first steering function device and / or the second steering function device. In addition, the third steering function device is preferably designed independently of the first steering function device and / or the second steering function device and is free of common components with the first steering function device and / or the second steering function device. In addition, the third steering function device can advantageously be provided to cooperate at least partially with the first steering function device and / or the second steering function device in the normal operating state, in particular a fault-free state. By providing a "2 out of 3" system, in particular operational reliability can be further increased.It is furthermore proposed that the steering device has at least one third energy supply unit which is independent of the first energy supply unit and the second energy supply unit and is provided at least for supplying energy to the third steering functional device. Preferably, the third energy supply unit is free of a connection to the first steering function device and / or to the second steering function device and consequently in particular not provided for supplying energy to the first steering function device and / or to the second steering function device. In this way, in particular an advantageously independent energy supply of the individual fallback levels and / or steering function devices can be achieved.The steering device is not intended to be limited to the application and embodiment described above. In particular, in order to fulfil a mode of operation described herein, the steering device can have a number which differs from a number of individual elements, components and units mentioned herein.DRAWINGSFurther advantages are evident from the following description of the drawings. Exemplary embodiments of the invention are illustrated in the drawings. The drawings, specification and claims contain numerous features in combination. The skilled person will expediently also consider the features individually and summarize them to form meaningful further combinations.The following are shown: FIG. 1 shows at least a part of an exemplary steering system designed as a steer-by-wire steering system with a steering device in a simplified illustration, FIG. 2 shows a simplified illustration of a further exemplary embodiment of a further steering device, FIG. 3 shows a simplified illustration of a further exemplary embodiment of a further steering device, FIG. 4 shows a simplified illustration of a further exemplary embodiment of a further steering device, FIG. 5 shows a simplified illustration of a further exemplary embodiment of a further steering device, FIG. 6 shows a simplified illustration of a further exemplary embodiment of a further steering device, FIG. 7 shows a simplified illustration of a further exemplary embodiment of a further steering device, FIG. 8 shows a detailed illustration of the further steering device from FIG. 7, FIG. 9 shows a simplified illustration of a further exemplary embodiment of a further steering device, FIG. 10 shows a further exemplary embodiment of a further steering device in a simplified partial illustration, and FIG. 11 shows a detailed illustration of the further steering device from FIG. 10.DESCRIPTION OF THE EMBODIMENTSFIG. 1 shows at least a portion of an exemplary steering system 40 ain a simplified illustration. The steering system 40 ais provided for use in a vehicle (not shown), in particular a motor vehicle. In a mounted state, the steering system 40a has an operative connection with vehicle wheels of the vehicle and is provided for influencing a direction of travel of the vehicle. Furthermore, in the present case, the steering system 40 ais designed as a steer-by-wire steering system, in which a steering command is exclusively forwarded electrically to the vehicle wheels in at least one operating state.The steering system 40 aincludes a steering device. The steering device has a steering handle 14 a, in the present case in particular designed as a steering wheel. The steering handle 14 ais used for applying a manual steering torque and is provided in particular for manually controlling the direction of travel of the vehicle, in particular by a driver. Alternatively, a steering handle could also be designed as a steering lever, steering ball or the like.The steering device further comprises at least two steering function devices 10 a, 20 a, in particular a first steering function device 10 aand a second steering function device 20 a. The steering function devices 10 a, 20 aare operatively connected to the steering handle 14 a. In the present case, the steering function devices 10 a, 20 aare in direct mechanical connection with the steering handle 14 a. The steering function devices 10 a, 20 aform a common assembly, in particular a so-called "steering wheel actuator". The steering functional devices 10 a, 20 aare furthermore formed separately from one another. The steering functional devices 10 a, 20 aare arranged spaced apart from one another. In the present case, the steering function devices 10 a, 20 aare configured independently of one another and are free of common components. In addition, each of the steering function devices 10 a, 20 ahas a separate and independent data connection 52 a, 54 a.Each of the steering function devices 10 a, 20 ais provided at least for the detection of steering angle information from the steering handle 14 a. In addition, each of the steering function devices 10 a, 20 ais provided at least for generating a steering resistance and / or a restoring torque on the steering handle 14 a. In the present case, the steering function devices 10 a, 20 aare provided to cooperate at least partially in an, in particular error-free, normal operating state, in particular for detecting the steering angle information and for generating the steering resistance and / or restoring torque. In addition, each of the steering functional devices 10 a, 20 acan maintain at least one degraded operation of the steering device in a fault operating state in which a fault and / or defect is present in the other steering functional device 10 a, 20 a. Alternatively, at least one steering function device could, however, also be completely bridged in an, in particular error-free, normal operating state. It is also conceivable that at least one steering function device and advantageously all steering function devices can maintain a complete operation of the steering device in a fault operating state. In principle, at least one steering function device could also be at least partially and advantageously completely integrated into a steering handle.The first steering function device 10 ais designed as a main function device and is completely active in the normal operating state. The first steering function device 10 ais at least partially designed electrically and / or electronically and in particular different from a hydraulically designed steering function device. The first steering function device 10 ais in the present case embodied as a structural unit, a so-called "powerpack". The first steering function device 10 ais designed to be failsafe ("fail-safe") and is consequently switched off or shut down in the event of a fault and / or defect. The first steering function device 10 acan maintain a complete operation of the steering device in at least one fault operating state in which, in particular, a fault and / or defect is present in the second steering function device 20 a.The first steering function device 10 aincludes a first detection unit 12 afor detecting the steering angle information from the steering handle 14 a. For this purpose, the first detection unit 12 aincludes at least one first steering angle sensor 42 a. The first steering angle sensor 42 acan be designed, for example, as a torque sensor, as a rotor position sensor or as an angle difference sensor. The first detection unit 12 ais furthermore designed independently and / or independently ("stand-alone") in the present case.In addition, the first steering function device 10 aincludes a first torque unit 16 afor generating the steering resistance and / or the restoring torque on the steering handle 14 a. For this purpose, the first torque unit 16 aincludes at least one first electric motor 44 a. The first electric motor 44 acan be designed, for example, as an asynchronous motor or as a permanently excited synchronous motor. In addition, the first torque unit 16 a, in the present case in particular the first electric motor 44 a, is provided to adapt a steering feel perceptible by a driver via the steering handle 14 aand / or to provide feedback to the driver from a ground and / or from the wheels of the vehicle via the steering handle 14 a.In addition, the first steering function device 10 aincludes at least one first arithmetic unit 46 afor processing the steering angle information and / or for controlling the first torque unit 16 a. For this purpose, the first computing unit 46 aincludes at least one first processor 48 a, for example in the form of a microprocessor, and at least one first memory (not shown). In addition, the first computing unit 46 aincludes at least one operating program stored in the first memory, having at least one computation routine, at least one control routine and at least one control routine. In principle, however, a first detection unit could also be integrated into a first torque unit and / or into a first computing unit.The second steering function device 20 ais designed as a fallback device and is at least partially inactive in the normal operating state. The second steering function device 20 ais at least partially designed electrically and / or electronically and in particular different from a hydraulically designed steering function device. The second steering function device 20 ais at least diversified to the first steering function device 10 a. In the present case, the second steering function device 20 ais designed to be structurally different from the first steering function device 10 a. The second steering function device 20 acan maintain degraded operation of the steering device in at least one fault operating state in which, in particular, a fault and / or defect is present in the first steering function device 10 a. In this case, the second steering function device 20 acan forward at least the steering angle information item and at the same time prevent uncontrolled movement of the steering handle 14 a.The second steering function device 20 aincludes a second acquisition unit 22 afor acquiring the steering angle information from the steering handle 14 a. For this purpose, the second detection unit 22 aincludes at least one second steering angle sensor 50 a. The second steering angle sensor 50 acan be designed, for example, as a torque sensor or as an angle difference sensor. The second detection unit 22 ais furthermore designed independently and / or independently ("stand-alone") in the present case.In addition, the second steering function device 20 aincludes a second torque unit 26 afor generating the steering resistance and / or the restoring torque on the steering handle 14 a. For this purpose, the second torque unit 26 aincludes at least one mechanical force application element 29 a. The force application element 29 ais passive and free of an active activation possibility. The force application element 29 ais provided to mechanically reduce and / or dampen mobility of the steering handle 14 ain at least one operating state. In the present case, the force application element 29 ais designed as a transmission, wherein a transmission ratio is adapted in such a way that mobility of the steering handle 14 ais mechanically reduced and / or damped. Alternatively, it is conceivable in this case to form a force application element as a spring element, as a friction element or as a friction clutch or the like. It is also conceivable to actively configure a force application element, so that an activation and thus in particular an adjustment of a reduction and / or a damping of a movement of a steering handle is made possible.For an energy supply, of the steering functional devices 10 a, 20 ain particular at least partially configured electrically and / or electronically, the steering device further comprises at least two energy supply units 18 a, 28 a, in particular a first energy supply unit 18 aand a second energy supply unit 28 a. The power supply units 18 a, 28 aare independent of one another. The energy supply units 18 a, 28 aare in the present case formed separately from one another and in particular arranged at a distance from one another. The energy supply units 18 a, 28 aare each designed as a battery.In addition, the energy supply units 18 a, 28 aare designed to be diversified with respect to one another. In the present case, the energy supply units 18 a, 28 aare structurally different from one another. The energy supply units 18 a, 28 acan differ here, for example, by a battery type and / or a rated voltage. Alternatively, however, energy supply units could also be designed identically to one another. It is also conceivable to configure different energy supply units as a common structural unit.In the present case, the first energy supply unit 18 ais provided for supplying energy to the first steering function device 10 a, while the second energy supply unit 28 ais provided for supplying energy to the second steering function device 20 aindependently thereof.FIGS. 2 to 11 show further exemplary embodiments of the invention. The following descriptions and the drawings are limited substantially to the differences between the exemplary embodiments, wherein with regard to identically denoted components, in particular with regard to components with the same reference numerals, reference can in principle also be made to the drawings and / or the description of the other exemplary embodiments, in particular FIG. 1. To distinguish between the exemplary embodiments, the letter a is appended to the reference numerals of the exemplary embodiment in FIG. 1. In the exemplary embodiments of FIGS. 2 to 11, the letter a is replaced by the letters b to i.In FIG. 2 a further embodiment of the invention is shown. The letter b is appended to the exemplary embodiment of FIG. 2. The further exemplary embodiment of FIG. 2 differs from the previous exemplary embodiment at least substantially in terms of a number of steering functional devices 10 b, 20 b, 30 bof a steering device.In this case, the steering device comprises at least three steering functional devices 10 b, 20 b, 30 b, in particular a first steering functional device 10 b, a second steering functional device 20 band a third steering functional device 30 b.The first steering function device 10 bis identical to the first steering function device 10 aof the previous exemplary embodiment.The second steering function means 20b is identical to the second steering function means 20a of the previous embodiment.The third steering function device 30 bis designed as a further fallback device and is at least partially inactive in a normal operating state. The third steering function device 30 bis at least partially designed electrically and / or electronically and in particular different from a hydraulically designed steering function device. The third steering function device 30 bis at least diversified to the first steering function device 10 b. In the present case, the third steering function device 30 bis designed to be structurally different from the first steering function device 10 b. In addition, the third steering function device 30 bis designed at least independently of the first steering function device 10 band is free of common components with the first steering function device 10 b. In addition, the third steering function device 30 bhas a separate and independent data connection 56 b.The third steering function device 30 bcan maintain a degraded operation of the steering device in at least one fault operating state in which, in particular, a fault and / or defect is present in the first steering function device 10 band / or the second steering function device 20 b. Consequently, the third steering function device 30 bconstitutes at least one further fall-back plane of the steering device.The third steering function device 30 bincludes a third detection unit 32 bfor detecting steering angle information from a steering handle 14 b. For this purpose, the third detection unit 32 bincludes at least one third steering angle sensor 58 b. The third steering angle sensor 58 bmay be designed, for example, as a torque sensor or as an angle difference sensor. The third detection unit 32 bis furthermore embodied independently and / or independently ("stand-alone") in the present case.Furthermore, the third steering function device 30 bis free of a third torque unit. In the present case, the third steering function device 30 bcomparts with the second steering function device 20 ba second torque unit 26 bfor generating the steering resistance and / or the restoring torque to the steering handle 14 b. Alternatively, however, a third steering function device could also have its own third torque unit.In addition, in the present case, the steering device comprises at least three energy supply units 18 b, 28 b, 38 b, in particular a first energy supply unit 18 b, a second energy supply unit 28 band a third energy supply unit 38 b.The first power supply unit 18 bis identical to the first power supply unit 18 aof the previous embodiment.The second power supply unit 28 bis identical to the second power supply unit 28 aof the previous embodiment.The third power supply unit 38 bis independent of the first power supply unit 18 band the second power supply unit 28 b. The third energy supply unit 38 bis formed separately and in particular at a distance from the first energy supply unit 18 band the second energy supply unit 28 b. The third energy supply unit 38 bis configured as a battery. The third energy supply unit 38 bis provided for supplying energy to the third steering function device 30 b.FIG. 3 shows a further exemplary embodiment of the invention. The letter c is reproduced from the exemplary embodiment of FIG. 3. The further exemplary embodiment of FIG. 3 differs from the previous exemplary embodiments at least substantially in terms of a configuration of a first steering function device 10 cand a second steering function device 20 cof a steering device.In the present case, the first steering function device 10 cand the second steering function device 20 care at least substantially identical to one another and differ only by the use of components of different manufacturers and / or an arrangement of internal function components. The first steering function device 10 cand the second steering function device 20 care here integrated into a common housing 60 c. The first steering function device 10 cand the second steering function device 20 care designed as a common, in particular operationally reliable ("fail-operational"), structural unit. Both the first steering functional device 10 cand the second steering functional device 20 cmay maintain a complete operation of the steering device in at least one fault operating state. In this case, both the first steering function device 10 cand the second steering function device 20 cmay forward steering angle information, prevent uncontrolled movement of the steering handle 14 cand at the same time provide a driver with feedback from a subgrade and / or wheels of a vehicle.Except for this, the first steering function device 10 cand the second steering function device 20 care each identical to the first steering function device 10 aof the first embodiment.A third steering function means 30c is identical to the third steering function means 30b of the previous embodiment.In FIG. 4 a further embodiment of the invention is shown. The letter d is reproduced from the exemplary embodiment of FIG. 4. The further exemplary embodiment of FIG. 4 differs from the previous exemplary embodiments at least substantially in terms of a configuration of a third steering functional device 30 dof a steering device.In this case, a first steering function device 10 dand a second steering function device 20 dare again designed, analogously to the previous exemplary embodiment, as a common, in particular operationally reliable ("fail-operational"), structural unit.The third steering function device 30 dis, on the other hand, designed identically to the second steering function device 20 aof the first exemplary embodiment.Consequently, the third steering function device 30 din this case comprises a third detection unit 32 dfor detecting steering angle information from a steering handle 14 d. For this purpose, the third detection unit 32 dcomprises at least one third steering angle sensor 58 d. The third steering angle sensor 58 dmay be designed, for example, as a torque sensor or as an angle difference sensor. The third detection unit 32 dis furthermore embodied independently and / or independently ("stand-alone") in the present case.In addition, the third steering function device 30 dcomprises a third torque unit 36 dfor generating a steering resistance and / or a restoring torque on the steering handle 14 d. For this purpose, the third torque unit 36 dcomprises at least one mechanical force application element 29 d. The force application element 29 dis of passive design and free of an active activation possibility. The force application element 29 dis provided to mechanically reduce and / or dampen mobility of the steering handle 14 din at least one operating state. In the present case, the force application element 29 dis designed as a transmission, wherein a transmission ratio is adapted in such a way that mobility of the steering handle 14 dis mechanically reduced and / or damped. Alternatively, it is conceivable in this case to form a force application element as a spring element, as a friction element or as a friction clutch or the like. It is also conceivable to actively configure a force application element, so that an activation and thus in particular an adjustment of a reduction and / or a damping of a movement of a steering handle is made possible.FIG. 5 shows a further exemplary embodiment of the invention. The letter e is reproduced from the exemplary embodiment of FIG. 5. The further exemplary embodiment of FIG. 5 differs from the previous exemplary embodiments at least substantially in terms of a configuration of a first steering function device 10 eand a second steering function device 20 eof a steering device.In the present case, the first steering functional device 10 eand the second steering functional device 20 eare equivalent and in particular provided to cooperate in an in particular error-free normal operating state, in particular at least for generating a steering resistance and / or a restoring torque on a steering handle 14 e.The first steering function device 10 ecomprises a first detection unit 12 efor detecting steering angle information from the steering handle 14 e, a first torque unit 16 efor generating the steering resistance and / or the restoring torque to the steering handle 14 eand a first computing unit 46 efor processing the steering angle information and / or for controlling the first torque unit 16 e.The first torque unit 16 eis embodied in multiple parts in the present case and comprises at least one first electric motor 44 eand a first control circuit 62 e, embodied in particular as an end stage, for controlling the first electric motor 44 e.In addition, the first detection unit 12 eis integrated into the first torque unit 16 ein the present case. The first detection unit 12 eis designed as a rotor position sensor and is provided in particular for detecting a rotor position of the first electric motor 44 e, which rotor position is correlated in particular with the steering angle information.Apart from this, the first steering function device 10 ecorresponds at least substantially to the first steering function device 10 aof the first exemplary embodiment.The second steering function device 20 ecomprises a second detection unit 22 efor detecting the steering angle information from the steering handle 14 e. For this purpose, the second detection unit 22 ecomprises at least one second steering angle sensor 50 e. The second steering angle sensor 50 emay be designed, for example, as a torque sensor or as an angle difference sensor. The second detection unit 22 eis furthermore configured independently and / or independently ("stand-alone") in the present case.In addition, the second steering function device 20 ecomprises a second torque unit 26 efor generating the steering resistance and / or the restoring torque on the steering handle 14 e. For this purpose, the second torque unit 26 ecomprises at least one mechanical force application element 29 e. The force application element 29 eis designed to be active and / or controllable. The force application element 29 eis provided to mechanically reduce and / or dampen mobility of the steering handle 14 ein at least one operating state. In the present case, the force application element 29 eis designed as a wear-free brake, in particular as a magnetorheological fluid brake. As a result, the second torque unit 26 e, in the present case in particular the force application element 29 e, is provided to adapt a steering feel perceptible by a driver via the steering handle 14 eand / or to provide feedback to the driver from a subgrade and / or from the wheels of the vehicle via the steering handle 14 e. Alternatively, it is conceivable in this case to form a force application element as an eddy current brake.In addition, the second steering function device 20 ecomprises at least one second arithmetic unit 64 efor processing the steering angle information and / or for controlling the second torque unit 26 e. For this purpose, the second computing unit 64 ecomprises at least one second processor 66 e, for example in the form of a microprocessor, and at least one second memory (not shown). In addition, the second computing unit 64 ecomprises at least one further operating program stored in the second memory, having at least one further computing routine, at least one further control routine and at least one further control routine. Furthermore, the first computing unit 46 eand the second computing unit 64 eare in the present case designed as a common structural unit, as a result of which advantageously required resources can be reduced. In principle, however, a first computing unit and a second computing unit could also be configured separately from one another and in particular arranged at a distance from one another.As a result of the cooperation of the first steering function device 10 eand the second steering function device 20 ein the normal operating state, a respective dimensioning of the first steering function device 10 e, in particular of the first torque unit 16 eand of the second steering function device 20 e, in particular of the second torque unit 26 e, can be less, as a result of which costs can advantageously be reduced.In FIG. 6, a further exemplary embodiment of the invention is shown. The letter f is reproduced from the exemplary embodiment of FIG. 6. The further exemplary embodiment of FIG. 6 differs from the previous exemplary embodiments at least substantially in terms of a configuration of a first steering function device 10 fof a steering device.The first steering function device 10 fcomprises a first detection unit 12 ffor detecting steering angle information from a steering handle 14 f, a first torque unit 16 ffor generating a steering resistance and / or a restoring torque to the steering handle 14 fand a first arithmetic unit 46 ffor processing the steering angle information and / or for controlling the first torque unit 16 f.The first torque unit 16 fis designed in multiple parts in the present case and comprises at least one first electric motor 44 fand a first control circuit 62 f, in particular designed as an end stage, for controlling the first electric motor 44 f. Moreover, the first torque unit 16 fcomprises at least one mechanical force application element 29 f. The force application element 29 fis designed to be active and / or controllable. The force application element 29 fis provided for mechanically reducing and / or damping mobility of the steering handle 14 fin at least one operating state. In the present case, the force application element 29 fis designed as a wear-free brake, in particular as a magnetorheological fluid brake.The force application element 29 fis provided to cooperate with the first electric motor 44 fin an in particular error-free normal operating state, in particular at least for generating the steering resistance and / or the restoring torque on the steering handle 14 f. As a result of the cooperation of the force application element 29 fand the first electric motor 44 fin the normal operating state, a respective dimensioning of the force application element 29 fand of the first electric motor 44 fcan be less, as a result of which costs can advantageously be reduced.In the present case, the first computing unit 46 fis also connected to the first control circuit 62 fvia a first control line for controlling the first torque unit 16 fand to the force application element 29 fvia a second control line formed separately from the first control line. Operating safety can advantageously be further increased by such a redundant connection.In addition, the first detection unit 12 fis integrated into the first torque unit 16 fin the present case. The first detection unit 12 fis designed as a rotor position sensor and is provided in particular for detecting a rotor position of the first electric motor 44 f, which in particular is correlated with the steering angle information.A second steering function device 20 fis identical in the present case to the second steering function device 20 aof the first exemplary embodiment.FIGS. 7 and 8 show a further exemplary embodiment of the invention. The letter g is reproduced from the exemplary embodiment of FIGS. 7 and 8. The further exemplary embodiment of FIGS. 7 and 8 differs from the previous exemplary embodiments at least substantially in terms of a configuration of a force application element 29 gof a steering device and / or in terms of an additional magnet unit 68 g.In the present case, apart from a configuration of the force application element 29 g, a first steering function device 10 gcorresponds to the first steering function device 10 fof the previous exemplary embodiment.A second steering function device 20 gin the present case is identical to the second steering function device 20 fof the previous exemplary embodiment.The force application element 29 gis designed, for example, as a wear-free brake, in particular as a magnetic powder brake. Alternatively, however, a force application element could also be designed as a magnetorheological fluid brake or the like. What is important here is only that a braking force of the force application element 29 gcan be influenced by means of a magnetic field and / or an electromagnetic field.In addition, in this case, the steering device includes a magnet unit 68 g. The magnet unit 68 gis disposed in a region of the force applying member 29 g. The magnet unit 68 gcomprises at least one permanent magnet 70 g. Alternatively or additionally, however, a magnet unit could also comprise at least one coil. The magnet unit 68 gis provided to provide a magnetic field for influencing the force application element 29 g. Field lines of the magnetic field are indicated by arrows in FIG. 8. In the present case, the magnet unit 68 gis provided to increase a basic friction of the force application element 29 gand / or to change an operating point of the force application element 29 gby means of the magnetic field. Here, a base force is set as the working point of the force application member 29 gby the permanent magnet 70 g. When using an additional coil, the base force can also be changed around the operating point by a corresponding control.In FIG. 9 a further embodiment of the invention is shown. The letter h is suffixed to the exemplary embodiment of FIG. 9. The further exemplary embodiment of FIG. 9 differs from the previous exemplary embodiments at least substantially in terms of a configuration of a first steering function device 10 hand / or of a second steering function device 20 hof a steering device.The first steering function device 10 hcomprises a first detection unit 12 hfor detecting steering angle information from a steering handle 14 h. For this purpose, the first detection unit 12 hcomprises at least one first steering angle sensor 42 h. The first steering angle sensor 42 hmay be designed, for example, as a torque sensor or as an angle difference sensor.In addition, the first steering function device 10 hcomprises a first torque unit 16 hfor generating a steering resistance and / or a restoring torque on the steering handle 14 h. The first torque unit 16 hcomprises at least one mechanical force application element 29 h. In the present case, the force application element 29 hmay be designed, for example, as a wear-free brake. Alternatively, however, it is also conceivable to design a force application element as a spring element, as a friction element or as a friction clutch or the like.The first torque unit 16 hand in particular the force application element 29 his further provided in the present case to adapt a steering feel perceptible by a driver via the steering handle 14 hand / or to provide feedback to the driver from a subgrade and / or from wheels of the vehicle via the steering handle 14 h.The second steering function device 20 hcomprises a second detection unit 22 hfor detecting steering angle information from the steering handle 14 h. For this purpose, the second detection unit 22 hcomprises at least one second steering angle sensor 50 h. The second steering angle sensor 50 hmay be designed, for example, as a torque sensor or as an angle difference sensor. In the present case, the second steering angle sensor 50 his operationally reliable ("fail-operational"). Furthermore, the second steering angle sensor 50 hherein particular has two separate and independent data connections 52 h, 54 hand is connected to at least two independent energy supply units 18 h, 28 hfor the energy supply.In addition, the second steering function device 20 hcomprises a second torque unit 26 hfor generating a steering resistance and / or a restoring torque on the steering handle 14 h. The second torque unit 26 his designed in multiple parts in the present case and comprises at least two mechanical further force application elements 72 h, 74 h, in particular a first further force application element 72 hand a second further force application element 74 h.The first further force application element 72 his passive design and free of an active activation possibility. The first further force application element 72 his designed as a spring element, in particular as a concentric spring and / or spiral spring. The first further force application element 72 hpreferably has a spring stiffness between 3 N / m and 4 N / m. The second further force application element 74 his operatively connected to the first further force application element 72 h. The second further force application element 74 his passive and free of an active activation possibility. The second further force application element 74 his designed as a damper. The second further force application element 74 his provided to prevent and / or dampen a swinging of the steering handle 14 h.In FIGS. 10 and 11, a further exemplary embodiment of the invention is shown. The letter i is reproduced from the exemplary embodiment of FIGS. 10 and 11. The further exemplary embodiment of FIGS. 10 and 11 differs from the previous exemplary embodiments at least substantially in terms of a configuration of a force application element 29 iof a steering device and / or in terms of an additional magnet unit 68 i.The force application element 29 iis designed, for example, as a conventional brake, in particular acting by friction. In the present case, the force application element 29 iis designed as an electromagnetic friction brake, in particular as a multi-disk brake. The force application element 29 icomprises a plurality of axially displaceably mounted plates 76 i, 78 i, wherein a first part of the plates 76 iis fixedly connected to a housing 80 isurrounding the force application element 29 iand a second part of the plates 78 iis fixedly connected to a steering handle (not illustrated) (cf. in particular FIG. 11 ). Alternatively, a force application element could also be designed as a mechanical friction brake or the like. What is important here is only that a braking force of the force application element 29 ican be influenced by means of a magnetic field and / or an electromagnetic field.In addition, in this case, the steering device includes a magnet unit 68 i. The magnet unit 68 iis disposed in a region of the force applying member 29 i. The magnet unit 68 icomprises at least one permanent magnet 70 i, which is embodied annularly in the present case by way of example (cf. in particular FIG. 11 ). Furthermore, the magnet unit 68 iin the present case comprises at least one drivable coil 71 i. The magnet unit 68 iis provided to provide a variable magnetic field for influencing the force application element 29 i. Field lines of the magnetic field are indicated by arrows in FIG. 11. In the present case, the magnet unit 68 iis provided to vary a basic friction of the force application element 29 iand / or an operating point of the force application element 29 iby means of the magnetic field. A base force is set as the working point of the force application element 29 iby the permanent magnet 70 i, while the coil 71 iis used to adapt the base force around the working point.At this point, it should be mentioned that the terms "first object", "second object" and "third object" serve merely for better assignment of the individual components and are in particular not intended to have any limiting effect with respect to a number of the components.

Claims

Steering device, in particular steer-by-wire steering device, having at least one first steering function device (10a-h; 20a-h; 30d) which comprises a first detection unit (12a, 12e, 12f, 12h; 22a, 22e, 22h; 32d) for detecting steering angle information from a steering handle (14a-f; 14h) and a first torque unit (16a, 16e, 16f, 16h; 26a, 26b, 26e, 26h; 36d) for generating a steering resistance and / or a restoring torque on the steering handle (14a-f; 14h), having at least one first energy supply unit (18a, 18b, 18h; 28a, 28b, 28h; 38b), which is provided at least for supplying power to the first steering function device (10a-h; 20a-h; 30d), having at least one second steering function device (10a-h; 20a-h; 30d), which is designed to be diversified with respect to the first steering function device (10a-h; 20a-h; 30d) and which has a second detection unit (12a, 12e, 12f, 12h; 22a, 22e, 22h; 32d) for detecting steering angle information from the steering handle (14a-f; 14h) and a second torque unit (16a, 16e, 16f, 16h; 26a, 26b, 26e, 26h; 36d) for generating a steering resistance and / or a restoring torque to the steering handle (14a-f; 14 h), and having at least one second energy supply unit (18 a, 18 b, 18 h; 28 a, 28 b, 28 h; 38 b) which is independent of the first energy supply unit (18 a, 18 b, 18 h; 28 a, 28 b, 28 h; 38 b) and is provided at least for supplying energy to the second steering function device (10 a- h; 20 a- h; 30 d).Steering device according to Claim 1, characterized in that the first steering functional device (10a, 10b, 10d, 10e, 10f, 10g, 10h; 20a, 20b, 20d, 20e, 20f, 20g, 20h; 30d) and the second steering functional device (10a, 10b, 10d, 10e, 10f, 10g, 10h; 20a, 20b, 20d, 20e, 20f, 20g, 20h; 30d) are structurally different from one another.Steering device according to Claim 1 or 2, characterized in that the first steering function device (10a, 10b, 10d, 10f, 10g, 10h; 20a, 20b, 20d, 20f, 20g, 20h; 30d) and the second steering function device (10a, 10b, 10d, 10f, 10g, 10h; 20a, 20b, 20d, 20f, 20g, 20h; 30d) are formed independently of one another and are free of common components.Steering device according to one of the preceding claims, characterized in that at least one of the torque units (16a, 16e, 16f, 16h; 26a, 26b, 26e, 26h; 36d) comprises a mechanical force application element (29a, 29d, 29e, 29f, 29g, 29h, 29i; 72h, 74h), which is provided for reducing and / or damping mobility of the steering handle (14a, 14b, 14d, 14e, 14f, 14h) in at least one operating state.Steering device according to Claim 4, characterized in that the force application element (29e, 29f, 29g, 29h) is designed as a wear-free brake, in particular as an eddy current brake, as a magnetic powder brake or as a magnetorheological fluid brake.Steering device according to Claim 4 or 5, characterized in that the force application element (29a, 29d, 72h, 74h) is of passive design and is free of an active activation possibility.Steering device according to one of Claims 4 to 6, characterized byat least one magnet unit (68g, 68i) which is provided for the purpose of providing a magnetic field for influencing the force application element (29g, 29i).Steering device according to one of the preceding claims, characterized in that the first steering function device (10a-h; 20a-h; 30d) and the second steering function device (10a-h; 20a-h; 30d) are provided to cooperate at least partially in an, in particular error-free, normal operating state.Steering device according to one of the preceding claims, characterized in that the first steering function device (10a, 10b, 10c, 10d, 10f, 10g; 20a, 20b, 20c, 20d, 20f, 20g; 30d) is designed as a main function device and is active in a normal operating state and the second steering function device (10a, 10b, 10c, 10d, 10f, 10g; 20a, 20b, 20c, 20d, 20f, 20g; 30d) is designed as a fallback device and is at least partially inactive and / or bridged in the normal operating state.Steering device according to one of the preceding claims, characterized byat least one third steering function device (10b, 10c, 10d; 20b, 20c, 20d; 30d) which comprises at least one third detection unit (32d) for detecting steering angle information from the steering handle (14b, 14c, 14d).Steering device according to Claim 10, characterized byat least one third energy supply unit (18b; 28b; 38b) which is independent of the first energy supply unit (18b; 28b; 38b) and of the second energy supply unit (18b; 28b; 38b) and is provided at least for supplying energy to the third steering functional device (10b, 10c, 10d; 20b, 20c, 20d; 30d).Steering system (40a), in particular steer-by-wire steering system, having at least one steering device according to one of the preceding claims.

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